Systems Operation

Testing and Adjusting

1103D Industrial Engine

XK (Engine)

XL (Engine)

XM (Engine)

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Important Safety Information

Most  accidents    tha t involve  produc  t  op eration,  ma intena nc e and   repair   are  caus  ed  by  failure  to

ob serve  basic   safety   rules  or  precautions  .  An accident    can   often  be  avoided   by  recog nizing  pote ntially

ha za rdous  situations   before   an  accident    oc curs . A person    mus t be  alert   to pote ntial  ha za rds.  This

person   should   also  ha ve  the  ne cessary   training,  skills  and   tools  to perform   the se  func tions properly.

Improper operation, lubrication, maintenance or repair  of this product can be dangerous and

could result in injury  or death.

Do not operate or perform any lubrication, maintenance or repair on this  product, until you have

read and understood the operation, lubrication, maintenance and repair information.

Sa fety precautions     and  warning s  are   provided   in this  ma nua l and   on  the  produc t.  If the se  ha za rd

warning s  are  not  he eded,   bod ily injury  or death   could   oc cur to  you  or to  othe r persons  .

The  ha za rds are   identified   by  the  “Safety  Alert  Symb ol”  and  followed  by  a  “Signa l  Word” suc h  as

“DANGER”, “WARNING”  or “CAUTION”.  The Sa fety  Alert  “WARNING” label  is  shown   below.

The  me aning  of  this safety   alert   symb ol is  as  follows:

Attention! Become Alert! Your Safety is  Involved.

The  me ssage   tha t appears     und er the   warning  explains    the  ha za rd and   can  be   either  written  or

pictorially   presente  d.

Op erations  tha t  ma y caus e  produc  t dama  ge  are  identified   by  “NOTICE” labels   on  the  produc  t and   in

this  pub lication.

Perkins cannot anticipate every possible circumstance that might involve a potential hazard. The

warnings in this publication and on the product are, therefore, not all inclusive. If a tool, procedure,

work method or operating technique that is not specifically recommended by Perkins is used,

you must satisfy yourself that it is safe  for you and for others. You should also ensure that the

product will not be damaged or be  made unsafe by the operation, lubrication, maintenance or

repair procedures that you choose.

The  informa tion, specifications   ,  and  illustrations   in  this  pub lication  are   on the  basis    of informa tion tha t

was  available    at  the  time  tha t the  pub lication   was  written.   The  specifications   , torque  s,  pressure  s,

me asure me nts , adjustme  nts , illustrations ,  and  othe r  items  can  cha  ng e at  any  time.  These  cha ng es  can

affect   the  service   tha t is given   to the  produc  t.  Ob tain the  comp  lete  and  mos t current   informa tion before

you  start any   job. Pe  rkins  dealers   or   Pe rkins  distributors     ha ve  the  mos t current   informa tion  available.

When  replacement  parts  are  required  for  this

product Perkins recommends using Perkins

 replacement  parts.

Failure to heed this warning can lead to prema-

ture failures, product damage, personal injury or

death.

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KENR6912

3

Table  of Contents

Table of Contents

Electrical System

Alternator - Test ....................................................  44

Battery - Test ......................................................... 44

Electric Starting System - Test .............................. 45

Glow Plugs - Test .................................................. 47

V-Belt - Test ..........................................................  47

Systems Operation Section

Engine Design  .......................................................  4

General Information ................................................  4

Fuel System  ........................................................... 7

Air Inlet and Exhaust System  ................................. 9

Lubrication System  ..............................................  13

Cooling System  .................................................... 15

Basic Engine ......................................................... 15

Electrical System  .................................................  16

Index Section

Index .....................................................................  49

Testing and Adjusting Section

Fuel System

Fuel System - Inspect ........................................... 18

Air in Fuel - Test .................................................... 18

Finding Top Center Position for No. 1 Piston ........ 19

Fuel Injection Pump Timing - Check ..................... 20

Fuel Injection Pump Timing - Adjust ..................... 20

Fuel Quality - Test ................................................. 20

Fuel System - Prime .............................................  21

Fuel System Pressure - Test ................................. 21

Air Inlet and  Exhaust System

Air Inlet and Exhaust System - Inspect ................. 23

Wastegate - Test ................................................... 23

Exhaust Temperature - Test .................................. 24

Engine Crankcase Pressure (Blowby) - Test ........  24

Compression - Test ............................................... 24

Engine Valve Lash - Inspect/Adjust ......................  25

Valve Depth - Inspect ............................................ 27

Valve Guide - Inspect ............................................ 27

Lubrication System

Engine Oil Pressure - Test .................................... 29

Engine Oil Pump - Inspect .................................... 29

Excessive Bearing Wear - Inspect ........................ 30

Excessive Engine Oil Consumption - Inspect ....... 30

Increased Engine Oil Temperature - Inspect ........  31

Cooling System

Cooling System - Check (Overheating) ................  32

Cooling System - Inspect ...................................... 33

Cooling System - Test ........................................... 33

Engine Oil Cooler - Inspect ................................... 35

Water Temperature Regulator - Test ..................... 36

Basic Engine

Piston Ring Groove - Inspect ................................ 37

Connecting Rod - Inspect .....................................  38

Connecting Rod Bearings - Inspect ...................... 38

Main Bearings - Inspect ........................................ 38

Cylinder Block - Inspect ........................................ 38

Cylinder Head - Inspect ........................................  39

Piston Height - Inspect .......................................... 40

Flywheel - Inspect ................................................. 40

Flywheel Housing - Inspect ................................... 41

Gear Group - Inspect ............................................ 43

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4

Systems Operation  Section

KENR6912

Systems Operation Section

The front of the engine is opposite the flywheel end

of the engine. The left side of the engine and the right

side of the engine are determined from the flywheel

end. Number 1 cylinder is the front cylinder of  the

engine.

i02873613

Engine Design

i02873620

General Information

Engine Description

Note: When you are ordering new parts, refer to the

engine identification number in order to receive the

correct parts. Refer to Operation and Maintenance

Manual, “Product Identification Information” for the

correct numbers for your engine.

The engine cylinders are  arranged in-line. The

engines are controlled by a mechanically governed

fuel injection pump.

g01223241

Illustration 1

(A) Exhaust valve

(B) Inlet valve

The cylinder head assembly has one inlet valve and

one exhaust valve for each cylinder. Each valve has

one valve spring. The pistons have two compression

rings and an oil control ring.

1103D Industrial Engine Specification

Type ..........................  Three cylinder and four stroke

Type of combustion ............................ Direct injection

Bore .........................................  105 mm (4.133 inch)

Stroke ........................................  127 mm (5.00 inch)

It is important to ensure the correct piston height so

that the piston does not contact the cylinder head.

The correct piston height also ensures the efficient

combustion of fuel.

The 1103D engine crankshaft has four main journals.

End play is controlled by thrust  washers that are

located on both sides of  the number three main

bearing.

Displacement ...................................... 3.3 L (201 in )

3

Compression ratio

The timing case has a hole that corresponds with a

hole in the crankshaft. Use an alignment pin to find

top center (TC). The camshaft gear  has a timing

hole that corresponds with a timing hole in the timing

case. The timing holes ensure that the camshaft and

the crankshaft are in time with each other.

Naturally aspirated ........................................ 19.25:1

Turbocharged ................................................ 18.23:1

Turbocharged aftercooled ............................... 18.2:1

Number of cylinders ................................................ 3

Cylinder arrangement .....................................  In-line

Firing order .....................................................  1, 2, 3

The crankshaft gear rotates the idler gear. The idler

gear rotates the camshaft gear and the fuel injection

pump gear. The idler gear for the engine oil pump is

rotated by the crankshaft gear. This idler rotates the

engine oil pump.

When the crankshaft is viewed  from the front of

the engine, the crankshaft rotates in the  following

direction. ...................................................  Clockwise

The fuel injection pump is a gear-driven pump that

is mounted to the back of  the front housing. The

fuel transfer pump is electrically operated. The fuel

transfer pump has an integral fuel  filter. The fuel

transfer pump is usually located on the left hand side

of the cylinder block. Some applications may have

the fuel transfer pump and the water separator  (if

equipped) relocated off the engine.

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KENR6912

5

Systems Operation  Section

The oil pump is driven by an idler gear. The engine

oil pump sends lubricating oil to the main oil gallery.

The oil relief valve is internal to the oil pump.

Coolant from the bottom  of the radiator passes

through the water pump. The water pump is driven

by the Fuel injection pump gear.

Lifting the Engine

NOTICE

Failure to  follow recommended  procedures for han-

dling or transporting engines can lead to engine dam-

age.

To avoid possible  engine damage, use  the following

procedure.

When you are lifting or moving the engine, use the

following procedures in order  to prevent engine

damage.

1.  Do not tilt the engine to an extreme angle unless

the lubricating oil is first drained from the oil pan.

2.  Do not turn the engine onto a  side or an end

surface unless the lubricating oil is first drained

from the oil pan.

3.  If the oil is not drained prior to tilting the engine or

turning the engine onto a side or an end surface,

the lubricating oil from the oil pan can  flow into

the intake manifold and the cylinder bores. This

situation could cause a  hydraulic lock in the

engine. Hydraulic lock can severely damage the

engine.

4.  The engine oil should be refilled to the  correct

level before the engine is started.

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6

Systems Operation  Section

KENR6912

1103D Engine Model Views

g01399674

Illustration 2

Typical example

(1) Fuel transfer pump

(2) Fuel filter

(5) Dipstick

(6) Oil filter

(9) Water pump

(10) Fan pulley

(3) Starting motor

(4) Oil filler cap

(7) Oil pan

(8) Crankshaft pulley

(11) Water temperature regulator housing

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KENR6912

7

Systems Operation  Section

g01403711

Illustration 3

Typical example

(1) Alternator

(2) Turbocharger

(3) Turbocharger oil supply

(4) Turbocharger oil drain

(5) Exhaust manifold

The fuel transfer pump draws fuel from the fuel tank

and through the water separator. When the fuel goes

through the water separator, any water in the fuel will

go to the bottom of the bowl. The fuel transfer pump

sends the fuel at a low pressure to the fuel filter. From

the fuel filter, the fuel goes through the supply line to

the fuel injection pump.

i02873638

Fuel System

The Delphi DP210 fuel injection pump is  installed

on the naturally  aspirated 1103D engine. The

Delphi DP310 fuel injection pump is installed on the

turbocharged 1103D engine.

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8

Systems Operation  Section

KENR6912

The fuel injection pump sends fuel through the high

pressure fuel lines to each of the fuel injectors. The

fuel injector sprays the fuel into the cylinder. Fuel that

is not injected flows through the fuel return line to the

top of the fuel filter, back to the fuel tank.

Cold Start Advance Unit

The cold start advance unit holds the timing of the

fuel injection pump in an advance position when the

engine is cold.

The engine must not be started until the fuel injection

pump is full of fuel that is free of air. The fuel injection

pump requires fuel for lubrication. The precision parts

of the pump are easily damaged without lubrication.

The coolant switch for the cold start advance unit is

on the water temperature regulator housing on the

left side of the engine.

When the engine  is cold, the  sender unit is

energized in order to  advance the fuel injection

pump timing for the cold start operation. When the

correct temperature is achieved the sender unit is

de-energized and the fuel injection pump timing is

returned to the normal operating position.

The fuel system must be primed when  any of the

following conditions occur:

•  The fuel filter is changed.

•  The fuel line is removed.

If the switch fails in the closed position, the engine

will run with advanced fuel  injection timing. The

engine will have higher cylinder pressure and engine

damage may result.

•  The fuel injection pump is removed.

Fuel System Components

If the switch fails in the  open position the engine

will run with the fuel injection timing  in the normal

operating position. The engine will be more difficult

to start. When the engine is cold the engine  might

emit white smoke.

Fuel Injection Pump

General Operation

The fuel injection pump is  a pressurized system

that is totally enclosed. The pump sends the correct

amount of fuel under high pressure at the correct time

through the fuel injectors to the individual cylinders.

The fuel injection pump regulates the amount of fuel

that is delivered to the  fuel injectors. This action

controls the engine rpm by the governor setting or

the position of the throttle control.

The fuel lines to the fuel injectors are equal lengths.

This ensures even pressure and correct  injection

timing at each fuel injector.

During operation, extra fuel is used as coolant and

lubricant for moving parts of the pump. The extra fuel

is circulated through the pump housing. The extra

fuel is then returned to the fuel tank.

The Delphi DP210 and DP310 fuel injection pumps

must be serviced by an authorized Delphi technician.

For repair information,  contact your Perkins

distributor.

High idle and low idle of the fuel injection pump are

factory set. Idle adjustments can not be made to the

fuel pump. The Delphi DP310 fuel injection pump has

a boost control. The Delphi DP210 and DP310 fuel

injection pumps have an engine stop solenoid and a

feature that vents air from the pump.

The Delphi DP210 and DP310 fuel injection pumps

have a cold  starting aid. The cold starting  aid

advances the timing of the pump when the engine is

cold. The cold starting aid is electrically operated.

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KENR6912

9

Systems Operation  Section

i02797476

Air Inlet and Exhaust System

Turbocharged Engines

g01237037

Illustration 4

Air inlet and exhaust system

(1) Exhaust manifold

(2) Fuel injection nozzle

(3) Glow plug

(5) Exhaust outlet

(9) Inlet valve

(10) Engine cylinder

(11) Exhaust valve

(6) Turbocharger turbine wheel

(7) Turbocharger compressor wheel

(8) Air inlet

(4) Inlet manifold

The components of the air inlet and exhaust system

control the quality of air and the amount of air that is

available for combustion. The air inlet and exhaust

system consists of the following components:

Air is forced into the inlet manifold (4). Air flow from

the inlet manifold to the  engine cylinders (10) is

controlled by the inlet valves (9). There is one inlet

valve and one exhaust valve (11) for each cylinder.

The inlet valve opens when the piston moves down

on the intake stroke. When the inlet  valve opens,

compressed air from the inlet port is forced into the

cylinder. The complete cycle consists of four strokes:

•  Air cleaner

•  Turbocharger

•  Inlet manifold that is integral with the cylinder head

•  Cylinder head, injectors and glow plugs

•  Valves and valve system components

•  Piston and cylinder

•  Inlet

•  Compression

•  Power

•  Exhaust

•  Exhaust manifold

On the compression stroke, the piston moves back

up the cylinder and the inlet valve (9)  closes. The

air is compressed and this compression generates

more heat.

Air is drawn in through the air  cleaner into the air

inlet of the turbocharger (8)  by the turbocharger

compressor wheel (7). The air is compressed and

heated.

Note: If the cold starting system is  operating, the

glow plugs (3) will also heat the air in the cylinder.

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10

KENR6912

Systems Operation  Section

Just before the piston reaches the TC position, fuel is

injected into the cylinder via the fuel injection nozzle

(2). The air/fuel mixture ignites. The ignition of the

gases initiates the power stroke. Both the inlet and

the exhaust valves are closed and the  expanding

gases force the piston downward toward the bottom

center (BC) position .

From the BC position, the piston moves upward. This

initiates the exhaust stroke. The exhaust valve (11)

opens. The exhaust gases are forced through the

open exhaust valve into the exhaust manifold (1).

Exhaust gases from exhaust manifold (1) enter the

turbine side of the  turbocharger in order to turn

turbocharger turbine wheel (6). The turbocharger

turbine wheel is connected to the shaft that drives the

turbocharger compressor wheel (7). Exhaust gases

from the turbocharger, pass through  the exhaust

outlet (5), and an exhaust pipe and a silencer.

Naturally Aspirated Engines

g01237212

Illustration 5

Air inlet and exhaust system

(1) Exhaust manifold

(2) Fuel injection nozzle

(3) Glow plug

(4) Inlet manifold

(5) Exhaust outlet

(6) Air inlet

(7) Inlet valve

(8) Engine cylinder

(9) Exhaust valve

The components of the air inlet and exhaust system

control the quality of air and the amount of air that is

available for combustion. The air inlet and exhaust

system consists of the following components:

•  Valves and valve system components

•  Piston and cylinder

•  Exhaust manifold

•  Air cleaner

•  Inlet manifold

•  Cylinder head, injectors and glow plugs

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KENR6912

11

Systems Operation  Section

Air is drawn in through the air cleaner into the air inlet

(6) of the inlet manifold (4). Air  flow from the inlet

manifold to the engine cylinders (8) is controlled by

the inlet valves (7). There is one inlet valve and one

exhaust valve (9) for each cylinder. The inlet valve

opens when the piston moves down on the intake

stroke. When the inlet valve opens, air from the inlet

port is forced into the cylinder. The complete cycle

consists of four strokes:

•  Engine torque is increased.

•  Durability of the engine is improved.

•  Emissions from the engine are reduced.

•  Inlet

•  Compression

•  Power

•  Exhaust

On the compression stroke, the piston moves back

up the cylinder and the inlet valve  (7) closes. The

air is compressed and this compression generates

more heat.

Note: If the cold starting system is  operating, the

glow plugs (3) will also heat the air in the cylinder.

Just before the piston reaches the TC position, fuel is

injected into the cylinder via the fuel injection nozzle

(2). The air/fuel mixture ignites. The ignition of the

gases initiates the power stroke. Both the inlet and

the exhaust valves are closed and the  expanding

gases force the piston downward toward the bottom

center (BC) position .

g01263770

Illustration 6

Typical example

Components of a turbocharger (typical example)

(1) Air inlet

(2) Compressor housing

(3) Turbocharger compressor wheel

(4) Bearing

(5) Oil inlet port

(6) Bearing

From the BC position, the piston moves upward. This

initiates the exhaust stroke. The exhaust valve (9)

opens. The exhaust gases are forced through the

open exhaust valve into the exhaust manifold (1).

(7) Turbine housing

(8) Turbocharger turbine wheel

(9) Exhaust outlet

(10) Oil outlet port

(11) Exhaust inlet

Exhaust gases from exhaust manifold  (1), pass

through exhaust outlet (5), and an exhaust pipe and

a silencer.

A turbocharger is installed between the exhaust and

inlet manifolds. The turbocharger is driven by exhaust

gases which flow through the exhaust inlet (11). The

energy of the exhaust gas turns the turbine  wheel

(8). Then, the exhaust gas flows out of the turbine

housing (7) through the exhaust outlet (9).

Turbocharger

Note: The turbocharger is not serviceable.

The turbocharger turbine wheel and the turbocharger

compressor wheel (3) are installed on the same shaft.

Therefore, the turbocharger turbine wheel and the

turbocharger compressor wheel rotate at the same

rpm. The turbocharger compressor wheel is enclosed

by the compressor housing (2). The turbocharger

compressor wheel compresses the air that is drawn

in from the air intake (1). The air flows into the engine

cylinders through the inlet valves of the cylinders.

A turbocharger increases the temperature and the

density of the air that is sent to the engine cylinder.

This condition causes a lower temperature of ignition

to develop earlier in the compression stroke.  The

compression stroke is also timed in a more accurate

way with the fuel injection. Surplus air  lowers the

temperature of combustion. This surplus air  also

provides internal cooling.

A turbocharger improves the following aspects  of

engine performance:

The oil from the main gallery of  the cylinder block

flows through the  oil inlet port (5)  in order to

lubricate the turbocharger bearings (4) and (6). The

pressurized oil passes through the bearing housing

of the turbocharger. The oil is returned through the oil

outlet port (10) to the oil pan.

•  Power output is increased.

•  Fuel efficiency is improved.

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12

KENR6912

Systems Operation  Section

The turbocharger has a wastegate. The wastegate is

controlled by the boost pressure. This allows some

of the exhaust to bypass the turbocharger at higher

engine speeds. The wastegate is a  type of valve

that automatically opens at a preset level of boost

pressure in order to allow exhaust gas to flow around

the turbine. The wastegate allows the design of the

turbocharger to be more effective at lower engine

speeds.

The wastegate is controlled by a diaphragm. One

side of this diaphragm is open to the  atmosphere.

The other side of  this diaphragm is open to the

manifold pressure.

Cylinder Head And Valves

The valves and the valve mechanism  control the

flow of the air and the exhaust gases in the cylinder

during engine operation. The cylinder head assembly

has two valves for each cylinder. Each valve has one

valve spring. The ports for the inlet  valves are on

the left side of the cylinder head. The ports for  the

exhaust valves are on the right side of the cylinder

head. Steel valve seat inserts are  installed in the

cylinder head for both the  inlet and the exhaust

valves. The valve seat inserts can be replaced.

The valves are installed in valve guides. The valve

guides can be replaced. The stem of  the exhaust

valve is shaped in order to prevent the seizure of the

valve. The seizure of a valve can  be caused by a

buildup of carbon under the head of the valve.

The inlet and the exhaust valves are  opened and

closed by the rotation and movement of the following

components:

•  Crankshaft

•  Camshaft

•  Valve lifters

•  Pushrods

•  Rocker arms

•  Valve springs

The camshaft gear is driven by the crankshaft gear.

The camshaft and the crankshaft are timed together.

When the camshaft turns, the valve lifters and the

pushrods are moved up and down. The pushrods

move the rocker arms. The movement of the rocker

arms open the valves. The opening and closing of

the valves is timed with the firing sequence  of the

engine. The valve springs push the valves back to

the closed position.

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KENR6912

13

Systems Operation  Section

i02876572

Lubrication System

g01399859

Illustration 7

Flow diagram of the lubrication system for the  1103D engine

(1) Rocker shaft

(2) Camshaft journal

(3) Oil cooler

(5) Rod bearing journal

(6) Filter head

(7) Oil filter

(9) Oil pump

(10) Oil pump gear

(11) Lower idler gear

(4) Oil passage

(8) Oil strainer

Lubricating oil from the  oil pan flows through a

strainer and a pipe (8)  to the suction side of the

engine oil pump (9). Pressure  for the lubrication

system is supplied by the oil pump. The crankshaft

gear drives the lower idler gear (12). The lower idler

gear (11) drives the oil pump gear (10). The pump

has an inner rotor and an outer  rotor. The axis of

rotation of the rotors are off-center relative to each

other. There is an interference fit between the inner

rotor and the drive shaft.

The inner rotor has five lobes which mesh with the six

lobes of the outer rotor. When the pump rotates, the

distance increases between the lobes of the outer

rotor and the lobes of the inner rotor in order to create

suction. When the distance decreases between the

lobes, pressure is created.

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14

KENR6912

Systems Operation  Section

The lubricating oil flows from the outlet side of the oil

pump (9) through a passage to the oil filter head (6).

The oil then flows from the oil filter head through a

passage to a oil cooler (3). The oil cooler is located

on the left side of the cylinder block.

From the oil cooler, the oil returns through a passage

to the oil filter head. The  oil then flows through a

bypass valve that permits the  lubrication system

to function if the oil filter becomes blocked.  Under

normal conditions, the oil then flows to the oil filter (7).

The oil flows from the oil filter through a passage that

is drilled across the cylinder block to the oil gallery

(4). The oil gallery is drilled through the total length

of the left side of the cylinder block. If the oil filter is

on the right side of the engine, the oil flows through

a passage that is drilled across the cylinder block to

the pressure gallery.

Lubricating oil from the oil  gallery flows through

high pressure passages to the main bearings of the

crankshaft . Then, the oil flows through the passages

in the crankshaft to  the connecting rod bearing

journals (5). The pistons and the cylinder bores are

lubricated by the splash of oil and the oil mist.

Lubricating oil from the main bearings flows through

passages in the cylinder block to the journals of the

camshaft. Then, the oil flows from the second journal

of the camshaft (2) at  a reduced pressure to the

cylinder head. The oil then flows through the center

of the rocker shaft (1) to the rocker arm levers. The

valve stems, the valve springs and the valve lifters

are lubricated by the splash and the oil mist.

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

oil gallery. The timing gears are  lubricated by the

splash from the oil.

An external line from the cylinder block supplies oil to

the turbocharger. The oil then flows through a return

line to the oil pan.

Engines have piston cooling jets that are supplied

with oil from the oil gallery. The piston cooling  jets

spray lubricating oil on the underside of the pistons in

order to cool the pistons.

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KENR6912

15

Systems Operation  Section

i02873641

Cooling System

g01016432

Illustration 8

Flow diagram of the cooling system for  the 1103D engine

The coolant flows from the bottom of the radiator to

the centrifugal water pump. The water pump assists

in the flow of the coolant through the  system. The

water pump is installed on  the front of the timing

case. The water pump is  gear-driven by the fuel

injection pump gear.

From the rear of the  cylinder block, some of the

coolant passes into the oil cooler (if equipped). The

oil cooler is located on the left side  of the cylinder

block. The coolant passes through the  oil cooler

before being returned through an external line to the

inlet side of the water pump.

The water pump  forces the coolant through a

passage in the front of the timing case to the water

jacket in the top left side of the cylinder block. The

coolant continues to the rear of the cylinder block.

i02873644

Basic Engine

The main flow of the coolant passes from the rear of

the cylinder block into the rear of the cylinder head.

The coolant flows forward through the cylinder head

and into the water temperature regulator housing. If

the water temperature regulator is closed, the coolant

goes directly through a bypass to the  inlet side of

the water pump. If the water temperature regulator

is open, the bypass is closed and the coolant flows

to the top of the radiator.

Cylinder Block and Cylinder Head

The cylinder block for the 1103D engine has three

cylinders which are arranged in-line.

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16

KENR6912

Systems Operation  Section

Crankshaft

The cylinder block for the 1103D engine  has four

main bearings which support the crankshaft. Thrust

washers on both sides of the  number three main

bearing control the end play of the crankshaft.

The crankshaft changes the linear  energy of the

pistons and connecting rods into rotary  torque in

order to power external equipment.

A cylinder head  gasket is used between  the

engine block and the cylinder head in order to seal

combustion gases, water, and oil.

A gear at the front of the crankshaft drives the timing

gears. The crankshaft gear turns the idler gear which

then turns the following gears:

The engine has a cast iron cylinder head. The inlet

manifold is integral within the cylinder head. An inlet

valve and an exhaust valve for  each cylinder are

controlled by a pushrod valve system. The ports for

the inlet valves are on the left side  of the cylinder

head. The ports for the exhaust valves are  on the

right side of the cylinder head.

•  Camshaft gear

•  Fuel injection pump

•  Lower idler gear which  turns the gear of the

lubricating oil pump

Pistons, Rings, and Connecting

Rods

Camshaft

The engine has a single camshaft.  The camshaft

is driven by an idler gear in the front housing.  The

camshaft uses only one bearing on the front journal.

The other journals rotate in the bore of the cylinder

block. The front bearing and the  camshaft bores

in the cylinder block support the camshaft. As the

camshaft turns, the camshaft lobes move the valve

system components. The valve system components

move the inlet and exhaust valves in each cylinder.

The camshaft gear must be timed to the crankshaft

gear. The relationship between the lobes and  the

camshaft gear causes the valves in each cylinder to

be opened and closed at the correct time.

The pistons have a combustion chamber in the top of

the piston in order to provide an efficient mix of fuel

and air. The piston pin is off-center in order to reduce

the noise level.

The pistons have two compression rings and an oil

control ring. The groove for the top ring has a hard

metal insert in order to reduce wear of the groove.

The skirt has a layer of graphite in order to reduce

wear.

The correct piston height is important  in order to

ensure that the piston does not contact the cylinder

head. The correct piston height also  ensures the

efficient combustion of fuel which is necessary  in

order to conform to requirements for emissions.

i02797480

Electrical System

Engines are equipped with connecting rods that have

bearing caps that are fracture split. The bearing caps

on fracture split connecting rods are retained with

torx screws. Connecting rods with bearing caps that

are fracture split have the following characteristics:

The electrical system is a negative ground system.

The charging circuit operates  when the engine

is running. The alternator in  the charging circuit

produces direct current for the electrical system.

•  Higher integrity for the rod

•  The splitting produces an accurately  matched

surface on each side for improved strength.

•  Modern design

The connecting rod is matched  to each cylinder.

The piston height is controlled by the length of the

connecting rod. Six different lengths of connecting

rods are available in order to attain the correct piston

height.

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KENR6912

17

Systems Operation  Section

Starting Motor

Alternator

g00303424

g01216877

Illustration 10

Illustration 9

(1) Typical view of a shaft for mounting the pulley

Typical view of a 12 Volt Starting Motor

(1) Terminal for connection of the ground cable

(2) Terminal 30 for connection of the battery cable

(3) Terminal 50 for connection of the ignition switch

The alternator produces the  following electrical

output:

•  Three-phase

•  Full-wave

•  Rectified

The starting motor turns the engine flywheel.  The

rpm is high enough in order to initiate  a sustained

operation of the fuel ignition in the cylinders.

The starting motor has a solenoid. When the ignition

switch is activated, voltage from the electrical system

will cause the solenoid to engage the pinion in the

flywheel ring gear of the engine. When  the pinion

gear is engaged  in the flywheel ring gear,  the

electrical contacts in the solenoid close the circuit

between the battery and the starting motor.

The alternator is an electro-mechanical component.

The alternator is driven  by a drive belt from the

crankshaft pulley. The alternator charges the storage

battery during the engine operation.

The alternator converts the  mechanical energy

and the magnetic energy  into electrical energy.

This conversion is done by rotating a direct current

electromagnetic field on the inside of a three-phase

stator. The electromagnetic field is  generated by

electrical current flowing through a rotor. The stator

generates AC electrical power.

When the engine begins to  run, the overrunning

clutch of the pinion drive prevents damage  to the

armature. Damage to the armature  is caused by

excessive speeds. The clutch prevents damage by

stopping the mechanical connection. However, the

pinion will stay meshed with the ring gear until the

ignition switch is released. A spring in the overrunning

clutch returns the clutch to the rest position.

The alternating current is changed to direct current

by a three-phase, full-wave rectifier. Direct current

flows to the output terminal of  the alternator. The

rectifier has three exciter diodes. The direct current

is used for the charging process.

A regulator is  installed on the rear end  of the

alternator. Two brushes conduct current through two

slip rings. The current then flows to the rotor field. A

capacitor protects the rectifier from high voltages.

The alternator is connected to the battery through

the ignition switch. Therefore, alternator excitation

occurs when the switch is in the ON position.

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18

KENR6912

Testing and  Adjusting Section

Testing and  Adjusting

Section

2.  Install a suitable sight gauge in the fuel return line.

When possible, install the sight gauge in a straight

section of the fuel line that is at least 304.8 mm

(12 inches) long. Do not install the sight gauge

near the following devices that create turbulence:

Fuel System

•  Elbows

•  Relief valves

•  Check valves

i02797486

Fuel System - Inspect

Observe the fuel flow during  engine cranking.

Look for air bubbles in the fuel. If there is no fuel

that is present in the sight gauge, prime the fuel

system. Refer to Systems Operation,  Testing

and Adjusting, “Fuel System - Prime” for  more

information. If the engine starts, check for air in

the fuel at varying engine speeds. When possible,

operate the engine under the conditions which

have been suspect.

A fault with the components that  send fuel to the

engine can cause  low fuel pressure. This can

decrease engine performance.

1.  Check the fuel level in the fuel tank. , Ensure that

the vent in the fuel cap is not filled with dirt.

2.  Check all fuel lines for fuel leakage. The fuel lines

must be free from restrictions and faulty bends.

Verify that the fuel return line is not collapsed.

3.  Inspect the fuel filter for excess contamination. If

necessary, install a new fuel filter. Determine the

source of the contamination. Make the necessary

repairs.

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

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

Refer to Systems  Operation, Testing and

Adjusting, “Fuel System - Prime”.

i02873659

Air in Fuel - Test

g00578151

Illustration 11

This procedure checks for air in the fuel system. This

procedure also assists in finding the source of the air.

Sight Gauge

(1) A steady  stream of small bubbles  with a diameter of

approximately 1.60 mm (0.063 inch) is an acceptable amount

of air in the fuel.

(2) Bubbles with a diameter of approximately 6.35 mm (0.250 inch)

are also acceptable if there is two seconds to three seconds

intervals between bubbles.

1.  Examine the fuel system for leaks. Ensure that

the fuel line fittings are properly tightened. Check

the fuel level in the fuel tank.  Air can enter the

fuel system on the suction side between the fuel

transfer pump and the fuel tank.

(3) Excessive air bubbles in the fuel are not acceptable.

Work carefully around  an engine that is running.

Engine parts that are hot, or parts that are moving,

can cause personal injury.

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KENR6912

19

Testing and  Adjusting Section

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

fuel return line, install a second sight gauge at the

inlet to the fuel transfer pump. If a second sight

gauge is not available, move the sight gauge from

the fuel return line and install the sight gauge at

the inlet to the fuel transfer pump. Observe the fuel

flow during engine cranking. Look for air bubbles

in the fuel. If there is  no fuel that is present in

the sight gauge, prime the  fuel system. Refer

to Systems Operation, Testing and  Adjusting,

“Fuel System - Prime” for more information. If the

engine starts, check for air in the fuel at varying

engine speeds.

i02873757

Finding Top Center Position

for No. 1 Piston

Table 1

Required Tools

Tool

A

Part Number

27610211

27610212

Part Description

Crankshaft Timing Pin

Camshaft Timing Pin

Qty

1

B

1

If excessive air is  not seen at the inlet to the

fuel transfer pump, the air is entering the system

after the fuel transfer pump. Refer  to Systems

Operation, Testing and Adjusting, “Fuel System -

Prime”.

If excessive air is seen  at the inlet to the fuel

transfer pump, air is entering through the suction

side of the fuel system.

To avoid personal injury, always wear eye and face

protection when using pressurized air.

NOTICE

To avoid damage, do not use more than 55 kPa (8 psi)

to pressurize the fuel tank.

4.  Pressurize the fuel tank to 35 kPa  (5 psi). Do

not use more than  55 kPa (8 psi) in order  to

avoid damage to the fuel tank. Check for  leaks

in the fuel  lines between the fuel  tank and

the fuel transfer pump. Repair  any leaks that

are found. Check the fuel pressure  in order to

ensure that the fuel transfer pump is  operating

properly. For information about checking the fuel

pressure, Refer to Systems Operation, Testing

and Adjusting, “Fuel System Pressure - Test”.

g01431408

Illustration 12

Typical example

(A) Hole for crankshaft timing pin

(B) Hole for camshaft timing pin

1.  Remove the valve mechanism cover. Refer to

Disassembly and Assembly, “Valve Mechanism

Cover - Remove and Install”.

2.  Remove the glow plugs. Refer to Disassembly

5.  If the source of the air is not found, disconnect

the supply line from the fuel tank and connect an

external fuel supply to the inlet of the fuel transfer

pump. If this corrects the problem, repair the fuel

tank or the stand pipe in the fuel tank.

and Assembly, “Glow Plugs - Remove and Install”.

3.  Remove the cover for the front housing. Refer

to Disassembly and Assembly, “Front Cover  -

Remove and Install”.

Note: Tooling (A) can be inserted with the crankshaft

pulley still on the engine.

4.  Rotate the crankshaft in the normal direction of the

engine until Tooling (B) can be inserted through

the camshaft gear and into the timing case.

Note: The camshaft gear can rotate a small amount

when Tooling (B) is installed.

This document has been printed from SPI². Not for Resale

 

20

KENR6912

Testing and  Adjusting Section

5.  Carefully rotate the crankshaft in the  normal

direction of the engine in order to align the hole in

the crankshaft with the hole in the timing case and

the cylinder block. Insert Tooling (A) fully into the

hole in the crankshaft web.

i02876576

Fuel Injection Pump Timing -

Adjust

Note: When Tooling (A) is  inserted, number one

piston will be at top center.

Delphi DP210 and  DP310 Fuel

Injection Pumps

6.  Remove the Tooling (B) from the camshaft gear

and Tooling (A) from the crankshaft web.

The Delphi DP210  and DP310 fuel injection

pumps must be serviced by an authorized  Delphi

technician. For repair information,  contact your

Perkins distributor. The internal adjustment for the

pump timing is tamper proof. High idle and low idle

are factory set. High Idle adjustments  can not be

made to the fuel pump.

7.  Install the cover for the  front housing. Refer

to Disassembly and Assembly, “Front Cover  -

Remove and Install”.

8.  Install the glow plugs. Refer to Disassembly and

Assembly, “Glow Plugs - Remove and Install”.

9.  Install the valve mechanism cover.  Refer to

Disassembly and Assembly, “Valve Mechanism

Cover - Remove and Install”.

i02563386

Fuel Quality - Test

i02876575

Fuel Injection Pump Timing -

Check

Note: Refer to Systems Operation, “Cleanliness

of Fuel System  Components” for detailed

information on the standards of cleanliness that

must be observed during ALL work on the fuel

system.

Delphi DP210 and  DP310 Fuel

Injection Pumps

Ensure that all adjustments and repairs are performed

by authorized personnel that have had the correct

training.

Note: The Delphi DP210 and DP310 fuel injection

pump timing cannot be checked. If you suspect that

the fuel injection pump timing is incorrect, contact

your Perkins distributor for further information.

Use the following procedure to  test for problems

regarding fuel quality:

1.  Determine if water and/or contaminants  are

present in the fuel. Check the water separator (if

equipped). If a water separator is  not present,

proceed to Step 2. Drain the water separator, if

necessary. A full fuel tank minimizes the potential

for overnight condensation.

Delphi DP210 and DP310 fuel injection pumps must

be serviced by an authorized Delphi technician. For

repair information, contact your Perkins distributor.

The internal adjustment for the pump timing is tamper

proof. High idle and low idle are factory set. High idle

adjustments cannot be made to the fuel pump.

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

when the water separator is actually full of water.

2.  Determine if contaminants are present in  the

fuel. Remove a sample of fuel from the  bottom

of the fuel tank. Visually inspect the fuel sample

for contaminants. The color  of the fuel is not

necessarily an indication of fuel quality. However,

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

can be an indication of the growth of bacteria or

oil contamination. In cold temperatures, cloudy

fuel indicates that the fuel may not be suitable for

operating conditions.

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KENR6912

21

Testing and  Adjusting Section

Refer to Operation and Maintenance  Manual,

i02797519

“Fuel Recommendations” for more information.

Fuel System Pressure - Test

3.  If fuel quality is still suspected  as a possible

cause to problems regarding engine performance,

disconnect the fuel inlet line,  and temporarily

operate the engine from a  separate source of

fuel that is known to be good. This will determine

if the problem is caused  by fuel quality. If fuel

quality is determined to be the problem, drain the

fuel system and replace the fuel filters.  Engine

performance can be affected by  the following

characteristics:

•  Cetane number of the fuel

•  Air in the fuel

•  Other fuel characteristics

i02797518

Fuel System - Prime

If air enters the fuel system, the air must be purged

before the engine can be started. Air can enter the

fuel system when the following events occur:

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

drained during normal operation.

g01235017

Illustration 13

•  The low pressure fuel lines are disconnected.

(A and B) Fuel outlet

(1) Fuel transfer pump

(2) Fuel filter

•  A leak exists in the low pressure fuel system during

engine operation.

The pressure test measures the output pressure of

the fuel transfer pump. Low fuel pressure and starting

difficulty may be indications of faults with  the fuel

priming pump.

•  The fuel filter or the fuel pump is replaced.

•  The high pressure fuel lines are disconnected.

Delphi DP210 and DP310

Check the Function of  the Fuel

Transfer Pump

The Delphi DP210  and DP310 fuel injection

pumps will eliminate the air from  the fuel system

automatically. Position the starting switch to the RUN

position for three minutes. Air in the fuel and the fuel

lines will be purged from the system.

1.  Make a note of the location of the fuel lines from

the fuel transfer pump. Remove the two lines from

fuel outlets (A) and (B).

2.  Connect two suitable lengths of 5/16 inch rubber

hose to fuel outlets (A) and (B). Place the hoses

into a suitable container that is capable of holding

3 L (3.17 qt) of fuel.

3.  Energize the fuel transfer pump until a constant

flow of fuel is running from the outlet for the supply

for the fuel injection pump.

Note: The flow from fuel outlet (B) for the return to

the fuel tank will have a slower flow rate.

This document has been printed from SPI². Not for Resale

 

22

KENR6912

Testing and  Adjusting Section

4.  Use a suitable tool in  order to measure the

combined flow of both outlets with a stopwatch.

Fuel flow should  be a minimum of  2 L/min

(0.53 US gpm).

5.  If the combined flow  is less than  2 L/min

(0.53 US gpm), replace the pump.

6.  Reconnect the outlet lines in the correct positions.

7.  Start the engine and check for any leakage of fuel

or air from the fuel lines.

Check the Function of the Pressure

Regulator

1.  Remove the fuel line from fuel outlet (A) for the

supply to the fuel injection pump.

2.  Install a suitable pipe with a tap for a pressure

gauge. Connect a 0  to 80 kPa (0 to  12 psi)

pressure gauge.

Note: One end of the pipe must be blanked.

3.  Energize the fuel transfer pump for two minutes in

order to remove any trapped air.

4.  Record the pressure reading at high idle. The

minimum pressure reading should be the following

values:

All Fuel Injection Pumps

Low idle ................................. 25 kPa (3.6 psi)

High idle ................................ 25 kPa (3.6 psi)

Note: The maximum pressure for the fuel injection

pump at idle  speed or rated speed is  75 kPa

(10.9 psi).

5.  Reconnect the fuel line. Energize the fuel transfer

pump for two minutes in  order to remove any

trapped air.

Check for the following issues if the pressures are

outside of the above specifications.

•  All electrical connections are installed correctly.

•  There are no leaks in the fuel lines or connections.

•  The O-ring on the fuel filter housing (2) does not

leak.

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KENR6912

23

Testing and  Adjusting Section

Air Inlet  and Exhaust

System

Hot  engine  components can  cause  injury  from

burns.  Before  performing  maintenance   on  the

engine, allow the  engine and the  components to

cool.

i02797521

Air Inlet and Exhaust System

- Inspect

NOTICE

Keep all parts clean from contaminants.

Contaminants may  cause rapid wear and  shortened

component life.

A general visual inspection should be made to the air

inlet and exhaust system. Make sure that there are

no signs of leaks in the system.

There will be a reduction in the performance of the

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

the exhaust system.

Hot  engine  components can  cause  injury  from

burns.  Before  performing  maintenance   on  the

engine, allow the  engine and the  components to

cool.

Making contact with a  running engine can cause

burns from  hot parts and  can cause  injury from

rotating parts.

When working on an engine that is running, avoid

contact with hot parts and rotating parts.

1.  Inspect the engine air cleaner inlet and ducting

in order to ensure that  the passageway is not

blocked or collapsed.

2.  Inspect the engine air cleaner element. Replace a

dirty element with a clean element.

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

engine air cleaner element.  If dirt tracks are

observed, contaminants are flowing  past the

element.

g01401677

Illustration 14

Typical example

i02875196

Note: The turbocharger is a nonserviceable item.

The pressure for the wastegate can be checked, but

not adjusted.

Wastegate - Test

1.  Install Tooling (A). Tooling  (A) is shown in

illustration 14. Align the dial gauge on Tooling (A)

to the actuator rod (1).

Table 2

Required Tools

Part

2.  Remove the air hose to the actuator.  Install a

suitable air line (2) that can be adjusted in order to

give the correct pressure.

Tool

Part Description

Qty

Number

A

21825617

Dial Gauge

1

This document has been printed from SPI². Not for Resale

 

24

KENR6912

Testing and  Adjusting Section

3.  Slowly apply air pressure to the wastegate so

that the actuator rod moves 1.0 mm (0.039 inch).

The air pressure should be within 107 to 117 kPa

(15.5 to 17.0 psi). Ensure that the dial indicator

returns to zero when the air pressure is released.

Repeat the test several times. This will ensure that

an accurate reading is obtained.

i02875199

Engine Crankcase Pressure

(Blowby) - Test

Damaged pistons or rings  can cause too much

pressure in the crankcase. This condition will cause

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

normal amount of fumes (blowby) rising  from the

crankcase breather. The breather can then become

restricted in a very short time, causing oil leakage

at gaskets and seals that would not normally have

leakage. Blowby can also be caused by worn valve

guides or by a failed turbocharger seal.

Note: Do not exceed  205 kPa (30 psi) in order

to check the  actuator. Refer to Specification,

“Turbocharger” for information  on the correct

pressure setting for your actuator.

4.  For more information on  installing a new

turbocharger, contact a Perkins dealer.

i02875197

Exhaust Temperature - Test

Measure the Exhaust Temperature

When the engine runs at low idle, the temperature of

an exhaust manifold port can indicate the condition

of a fuel injection nozzle.

A low temperature indicates that no fuel is flowing to

the cylinder. An inoperative fuel injection nozzle or

a problem with the fuel injection pump could cause

this low temperature.

g00286269

Illustration 15

Typical air gauge

A very high temperature can indicate that too much

fuel is flowing to  the cylinder. A malfunctioning

fuel injection nozzle could  cause this very high

temperature.

Use a suitable air gauge in order to check the amount

of blowby.

i02797667

Use a suitable laser infrared thermometer in order to

check the exhaust temperature at the exhaust outlet

for each cylinder.

Compression - Test

Compare the temperature readings for each exhaust

outlet. Investigate any difference in the temperature

readings.

The cylinder compression test should only be used

in order to compare  the cylinders of an engine.

The pressure in the cylinder  should be between

300 to 500 kPa (43.5120 to 72.5200 psi). If one or

more cylinders vary by more than 350 kPa (51 psi),

the cylinder and related components may need to

be repaired.

A compression test should not be the only method

which is used to determine the condition of an engine.

Other tests should also be conducted  in order to

determine if the adjustment or the replacement of

components is required.

Before the performance of the compression  test,

make sure that the following conditions exist:

This document has been printed from SPI². Not for Resale

 

KENR6912

25

Testing and  Adjusting Section

•  The battery is in good condition.

•  The battery is fully charged.

Not enough valve lash can be the  cause of rapid

wear of the camshaft and valve lifters. Not enough

valve lash can indicate that the seats for the valves

are worn.

•  The starting motor operates correctly.

•  The valve lash is set correctly.

•  All fuel injectors are removed.

•  The fuel supply is disconnected.

Valves become worn due to the following causes:

•  Fuel injectors that operate incorrectly

•  Excessive dirt and oil are present on the filters for

the inlet air.

1.  Install a gauge for  measuring the cylinder

compression in the hole for a fuel injector.

•  Incorrect fuel settings on the fuel injection pump.

•  The load capacity of  the engine is frequently

exceeded.

2.  Operate the starting motor in order to turn the

engine. Record the maximum pressure which is

indicated on the compression gauge.

Too much valve lash can cause broken valve stems,

springs, and spring retainers. Too much valve lash

can be an indication of the following problems:

3.  Repeat Steps 1 and 2 for all cylinders.

•  Worn camshaft and valve lifters

•  Worn rocker arms

i02875200

Engine Valve  Lash  -

Inspect/Adjust

•  Bent pushrods

•  Broken socket on the upper end of a pushrod

•  Loose adjustment screw for the valve lash

Table 3

Required Tools

If the camshaft and the valve lifters show rapid wear,

look for fuel in the lubrication oil or dirty lubrication

oil as a possible cause.

Tool

Part Number

Part Description

Qty

A

26710298

Angled feeler gauge

1

The valve lash is measured between the top of the

valve stem and the rocker arm lever.

To prevent possible injury, do  not use the starter

to turn the flywheel.

Note: An adjustment  is not necessary if  the

measurement of the valve lash is in the acceptable

range. Inspect the valve lash while  the engine is

stopped. The temperature of the engine does  not

change the valve lash setting.

Hot engine  components can cause  burns. Allow

additional time for the engine to cool before mea-

suring valve clearance.

Note: When the following procedures are performed,

the front housing must be installed.

Valve Lash Setting

Table 4

Inlet Valves

Exhaust Valves

Valve Lash

0.2 ± 0.05  mm

(0.008 ± 0.002

inch)

0.45 ±  0.05 mm

(0.018 ± 0.002 inch)

Refer to Systems Operation, Testing and Adjusting,

“Engine Design” for the location of the cylinder valves.

If the valve lash requires adjustment several times

in a short period of time, excessive wear  exists in

a different part of the engine. Find the problem and

make necessary repairs in order to prevent  more

damage to the engine.

This document has been printed from SPI². Not for Resale

 

26

KENR6912

Testing and  Adjusting Section

2.  Rotate the crankshaft in a clockwise direction that

is viewed from the front of the engine. When the

inlet valve of the No 1 cylinder has opened and

the exhaust valve of the No 1  cylinder has not

completely closed measure the valve lash of the

inlet valve of No 2 cylinder and the exhaust valve

of No 3 cylinder. If necessary, make adjustment.

a.  Lightly tap the rocker arm at the  top of the

adjustment screw with a  soft mallet. This

will ensure that the  lifter seats against the

camshaft.

b. Loosen  the valve adjustment screw locknut

that is on adjustment screw (1).

c.  Place Tooling (A) between the rocker arm and

the valve. Turn adjustment screw (1) while the

valve adjustment screw locknut is being held

from turning. Adjust the valve lash  until the

correct specification is achieved.

g01227408

Illustration 16

d. Tighten the  adjustment locknut to a torque of

27 N·m (20 lb ft). Do not allow the adjustment

screw to turn while  you are tightening the

adjustment locknut. Recheck the valve lash

after tightening the adjustment locknut.

Setting the valve lash

(1) Adjustment screw

(A) Angled Feeler gauge

Valve Lash Adjustment

3.  Rotate the crankshaft in a clockwise direction that

is viewed from the front of the engine. When the

inlet valve of the No 2 cylinder has opened and

the exhaust valve of the No 2  cylinder has not

completely closed measure the valve lash of the

inlet valve for No 3 cylinder and the exhaust valve

for No 1 cylinder.

Accidental  engine  starting  can cause  injury  or

death to personnel.

To prevent accidental engine starting, turn the ig-

nition switch to  the OFF position, place a  do not

operate tag at the ignition switch location and dis-

connect and tape the electrical connection to  the

stop solenoid that is located on the fuel  injection

pump.

If adjustment is necessary, refer to Step 2.

4.  Rotate the crankshaft in a clockwise direction that

is viewed from the front of the engine. When the

inlet valve of the No 3 cylinder has opened and

the exhaust valve of the No 3  cylinder has not

completely closed measure the valve lash of the

inlet valve for No 1 cylinder and the exhaust valve

for No 2 cylinder.

Table 5

Inlet Valves

Exhaust Valves

Valve Lash

Firing Order

0.2 ± 0.05 mm

(0.008 ± 0.002    (0.018 ± 0.0020 inch)

inch)

0.45 ±  0.05 mm

If adjustment is necessary, refer to Step 2.

5.  Install the valve mechanism cover.  Refer to

Disassembly and Assembly, “Valve Mechanism

Cover - Remove and Install”.

1-2-3

(1)

(1)  The No. 1 Cylinder is at the front of the engine.

1.  Remove the valve mechanism cover. Refer to

Disassembly and Assembly, “Valve Mechanism

Cover - Remove and Install”.

This document has been printed from SPI². Not for Resale

 

KENR6912

27

Testing and  Adjusting Section

i02875207

2.  Position gauge body (2) and dial indicator (1) in

order to measure the valve depth. Measure the

depth of the inlet valve and  the exhaust valve

before the valve springs are removed.

Valve Depth - Inspect

Refer to Specifications, “Cylinder Head Valves”

for the minimum, the maximum, and the service

wear limits for the valve depth below the cylinder

head face.

Table 6

Required Tools

Part

Tool

Part Name

Qty

Number

If the valve depth below the cylinder head face

exceeds the service limit, use  a new valve to

check the valve depth.  If the valve depth still

exceeds the service limit, renew the cylinder head

or renew the valve seat inserts. If the valve depth

is within the service limit, renew the valves.

A

GE50002

Liner Projection Tool

1

3.  Inspect the valves for cracks and other damage.

Check the valve stems for wear. Check that the

valve springs are the correct length  under the

test force. Refer to Specifications, “Cylinder Head

Valves” for the dimensions and tolerances of the

valves and valve springs.

i02875210

Valve Guide - Inspect

Table 7

Required Tools

Tool

Part

Number

Part Name

Qty

g00323908

Illustration 17

Liner Projection Tool

A

21825617

Dial Gauge

1

(1) Dial indicator

(2) Gauge body

(3) Gauge block

Perform this test in order to determine if a valve guide

should be replaced.

1.  Use Tooling (A) in order to check the depths of

the inlet valves and the exhaust valves below the

face of the cylinder head. Use gauge block (3) to

zero dial indicator (1).

g00323909

Illustration 18

Measurement of the valve depth

(1) Dial indicator

(2) Gauge body

This document has been printed from SPI². Not for Resale

 

28

KENR6912

Testing and  Adjusting Section

Refer to Specifications, “Cylinder Head Valves” for

the maximum clearance of the valve in the valve

guide.

g01235205

Illustration 19

(A) Dial gauge

(1) Valve head

(2) Valve guide

(3) Radial movement of the valve in the valve guide

(4) Valve stem

1.  Place a new valve in the valve guide.

2.  Place Tooling A with the magnetic base on the

face of the cylinder head.

3.  Lift the edge of the valve head (1) to a distance

of 15.0 mm (0.60 inch).

4.  Move the valve in a radial direction away from

Tooling (A). Make sure that the valve moves away

from Tooling (A) as far as possible. Position the

contact point of Tooling (A) on the  edge of the

valve head (1). Set the position of the needle of

Tooling (A) to zero.

5.  Move the valve in a radial direction toward Tooling

(A) as near as possible.  Note the distance of

movement which is indicated on Tooling (A). If the

distance is greater than the maximum clearance

of the valve in the valve guide, replace the valve

guide.

When new valve guides are installed, new valves

and new valve seat inserts  must be installed.

Valve guides and valve seat inserts are supplied

as an unfinished part. The unfinished valve guides

and unfinished valve seat inserts are installed in

the cylinder head. Then, the valve  guides and

valve inserts are cut and reamed in one operation

with special tooling.

This document has been printed from SPI². Not for Resale

 

KENR6912

29

Testing and  Adjusting Section

Lubrication System

Engine Oil Pressure - Test

Low Oil Pressure

i02875224

Engine Oil Pump - Inspect

i02875215

Table 8

Required Tools

Tool

Part Number

Part Description

Qty

A

CVT0014

Feeler gauge

1

The following conditions will cause low oil pressure.

•  The oil level is low in the crankcase.

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

affect the performance of the oil pump, the oil pump

must be replaced.

•   A restriction exists on the oil suction screen.

•  Connections in the oil lines are leaking.

Perform the following procedures in order to inspect

the oil pump for clearances and torques.

•  The connecting rod or the main bearings are worn.

•  The rotors in the oil pump are worn.

Refer to Specifications, “Engine Oil Pump”.

1.  Remove the oil pump from the engine. Refer to

Disassembly and Assembly, “Engine Oil Pump -

Remove”. Remove the cover of the oil pump.

•  The oil pressure relief valve is operating incorrectly.

A worn oil pressure relief valve can allow oil to leak

through the valve which lowers  the oil pressure.

Refer to Specifications, “Engine Oil Relief Valve” for

the correct operating pressure and other information.

2.  Remove the outer rotor. Clean all of the parts.

Look for cracks in the metal or other damage.

When an engine that is turbocharged  runs at the

normal temperature for operation and at high idle, the

oil pressure must be a minimum of 280 kPa (40 psi).

A lower pressure is normal at low idle.

Use a suitable pressure gauge in order to test  the

pressure of the lubrication system.

High Oil Pressure

High oil pressure can be caused  by the following

conditions.

•  The spring for the  oil pressure relief valve is

installed incorrectly.

•  The plunger for  the oil pressure relief valve

becomes jammed in the closed position.

g01235471

Illustration 20

•  Excessive sludge exists in the oil which makes the

viscosity of the oil too high.

Clearance for the outer rotor body

(1) Outer rotor to the body

(A) Feeler gauge

3.  Install the outer rotor. Place Tooling (A) between

the outer body and the  outer rotor in order to

measure the clearance of the outer rotor to the

body (1). Refer to  Specifications, “Engine Oil

Pump”.

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30

KENR6912

Testing and  Adjusting Section

6.  Clean the top face of the oil pump and the bottom

face of the cover.  Install the cover on the oil

pump. Install the oil pump on the engine. Refer to

Disassembly and Assembly, “Engine Oil Pump -

Install”.

i02801063

Excessive Bearing Wear  -

Inspect

When some components of the engine show bearing

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

an oil passage.

An engine oil pressure indicator may show that there

is enough oil pressure, but  a component is worn

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

the passage for the oil supply  to the component.

A restriction in an oil supply passage will not allow

enough lubrication to reach a component. This will

result in early wear.

g01235472

Illustration 21

Clearance for the inner rotor

(2) Inner rotor to the outer rotor

(A) Feeler gauge

4.  Place Tooling (A) between the inner rotor (2) and

the outer rotor in order to measure the clearance.

i02801065

Excessive Engine  Oil

Consumption - Inspect

Engine Oil Leaks on the Outside of

the Engine

Check for leakage at the seals at each end  of the

crankshaft. Look for leakage at the gasket  for the

engine oil pan and all lubrication system connections.

Look for any engine oil that  may be leaking from

the crankcase breather. This  can be caused by

combustion gas leakage around the pistons. A dirty

crankcase breather will cause high pressure in the

crankcase. A dirty crankcase breather will cause the

gaskets and the seals to leak.

Engine Oil  Leaks into  the

Combustion Area of the Cylinders

g01235624

Illustration 22

End play measurement for the rotor

(A) Feeler gauge

Engine oil that is leaking into the combustion area of

the cylinders can be the cause of blue smoke. There

are several possible ways for engine oil to leak into

the combustion area of the cylinders:

5.  Measure the end play of the rotor with a straight

edge and Tooling (A). Refer  to Specifications,

“Engine Oil Pump”.

•  Failed valve stem seals

•  Leaks between worn valve guides and valve stems

This document has been printed from SPI². Not for Resale

 

KENR6912

31

Testing and  Adjusting Section

•  Worn components or damaged  components

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

engine oil)

•  Incorrect installation of the compression ring and/or

the intermediate ring

•  Leaks past the seal rings in the turbocharger shaft

•  Overfilling of the crankcase

•  Wrong dipstick or guide tube

•  Sustained operation at light loads

Excessive consumption of  engine oil can also

result if engine oil with the wrong viscosity is used.

Engine oil with a thin viscosity can be caused by fuel

leakage into the crankcase or by increased engine

temperature.

i02801067

Increased Engine  Oil

Temperature - Inspect

Look for a restriction in the oil passages  of the oil

cooler. The oil temperature  may be higher than

normal when the engine  is operating. In such a

case, the oil cooler may have a restriction. High oil

temperature can be a cause of low oil pressure.

Determine if the oil cooler bypass valve is held in the

open position. This condition will allow the oil to pass

through the valve instead of the oil cooler.  The oil

temperature will increase.

This document has been printed from SPI². Not for Resale

 

32

KENR6912

Testing and  Adjusting Section

Cooling System

6.  Check the filler cap. A pressure drop in the cooling

system can cause the boiling point to be lower.

This can cause the cooling system to boil. Refer

to Systems Operation, Testing and  Adjusting,

“Cooling System - Test”.

i02801080

Cooling System - Check

(Overheating)

7.  Check the cooling system hoses and clamps.

Damaged hoses with leaks  can normally be

seen. Hoses that have no visual leaks can soften

during operation. The soft  areas of the hose

can become kinked or crushed during operation.

These areas of the hose can cause a restriction

in the coolant flow. Hoses become soft and/or get

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

can deteriorate, and the loose  particles of the

hose can cause a restriction of the coolant flow.

Above normal coolant temperatures can be caused

by many conditions. Use the following  procedure

to determine the cause of  above normal coolant

temperatures:

1.  Check the coolant level in the cooling system. If

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

cooling system. Air in the  cooling system will

cause a reduction in coolant flow  and bubbles

in the coolant. Air bubbles will keep the coolant

away from the engine parts, which will prevent the

transfer of heat to the coolant. Low coolant level is

caused by leaks or incorrectly filling the expansion

tank.

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

restriction of the air that is coming into the engine

can cause high cylinder  temperatures. High

cylinder temperatures require higher than normal

temperatures in the cooling system.

9.  Check for a restriction in the exhaust system.

A restriction of the air that is  coming out of the

engine can cause high cylinder temperatures.

2.  Check the mixture of the antifreeze. Refer  to

Operation and Maintenance Manual, “Cooling

System Coolant Sample (Level 2) - Obtain”.

a.  Make a visual inspection of the exhaust system.

b. Check for damage to exhaust piping. Check for

damage to the exhaust elbow. If no damage

is found, check the  exhaust system for a

restriction.

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

the cooling system in different ways. The  most

common causes of air  in the cooling system

are not filling the cooling system  correctly and

combustion gas leakage into the cooling system.

Combustion gas can get into the system through

inside cracks, a damaged cylinder  head, or a

damaged cylinder head gasket. Air in the cooling

system causes a reduction in coolant flow  and

bubbles in the coolant.  Air bubbles keep the

coolant away from  the engine parts, which

prevents the transfer of heat to the coolant. Refer

to Systems Operation, Testing and  Adjusting,

“Cooling System - Inspect”.

10. Check the water temperature regulator. A water

temperature regulator that does not open, or a

water temperature regulator that only opens part

of the way can cause overheating. Refer to Testing

and Adjusting, “Water Temperature Regulator -

Test”.

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

damaged impeller does not pump enough coolant

for correct engine cooling. Remove  the water

pump. Refer to Disassembly  and Assembly,

“Water Pump - Remove”. Inspect the water pump

impeller for damage. Refer to Disassembly and

Assembly, “Water Pump - Disassemble”.

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

temperature sensor in the engine sends signals to

a sending unit. The sending unit converts these

signals to an electrical impulse which is used by a

mounted gauge. If the sending unit malfunctions,

the gauge can show an incorrect reading. Also if

the electric wire breaks or if the electric wire shorts

out, the gauge can show an incorrect reading.

12. Check the air  flow through the  engine

compartment. Not enough air flow over the engine

can affect the engine operating temperature.

13. Consider high outside temperatures. When

outside temperatures are too high for the rating

of the cooling system, there  is not enough of

a temperature difference between the outside

air and coolant temperatures.  The maximum

temperature of the ambient air that  enters the

engine should not exceed 50 °C (120 °F).

5.  Check the radiator for a restriction to coolant flow.

Check the radiator for debris, dirt, or deposits on

the inside of the core. Debris, dirt, or deposits will

restrict the flow of coolant through the radiator.

Refer to Operation and Maintenance  Manual,

“Radiator - Clean”.

This document has been printed from SPI². Not for Resale

 

KENR6912

33

Testing and  Adjusting Section

14. When a load that is applied to the engine is too

large, the engine rpm does not increase with an

increase of fuel. This lower engine rpm causes

a reduction in coolant flow through the system.

This combination of less air and less coolant flow

during high input of fuel will cause above normal

heating.

4.  Inspect the drive belt for the fan.

5.  In, spect the blades of the fan for damage.

6.  Look for air or combustion gas in  the cooling

system.

7.  Inspect the radiator cap for damage. The sealing

15. Timing of the engine which is incorrect may also

cause overheating of the  engine. Late timing

creates more heat in the  engine. Early timing

creates less heat in the engine.

surface must be clean.

8.  Look for large amounts of dirt in the radiator core.

Look for large amounts of dirt on the engine.

Note: If the timing of  the engine is incorrect, the

exhaust valves may be burned and damage to the

exhaust manifold may occur.

9.  Shrouds that are loose or missing cause poor air

flow for cooling.

i02875260

i02801081

Cooling System - Test

Cooling System - Inspect

Remember that temperature and pressure  work

together. When a diagnosis is made  of a cooling

system problem, temperature and pressure must

be checked. The cooling system pressure will have

an effect on the cooling system  temperature. For

an example, refer to Illustration 23. This will show

the effect of pressure on the boiling point (steam) of

water. This will also show the effect of height above

sea level.

Pressurized System: Hot coolant  can cause seri-

ous burns. To open the cooling system  filler cap,

stop the engine and wait until the cooling system

components are cool. Loosen the cooling system

pressure cap slowly  in order to  relieve the pres-

sure.

This engine has a pressurized cooling  system. A

pressurized cooling system gives two advantages:

•  The pressurized cooling system can operate safely

at a higher temperature than the boiling point of

water at a range of atmospheric pressures.

•  The pressurized cooling system prevents cavitation

in the water pump.

Cavitation is the sudden generation of low pressure

bubbles in liquids  by mechanical forces. The

generation of an air or steam pocket is much more

difficult in a pressurized cooling system.

g00286266

Illustration 23

Cooling system pressure at specific altitudes and boiling points

Regular inspections of the cooling system should be

made in order to identify problems before damage

can occur. Visually inspect the cooling system before

tests are made with the test equipment.

of water

Visual Inspection Of The Cooling

System

1.  Check the coolant level in the cooling system.

2.  Look for leaks in the system.

3.  Inspect the radiator for  bent fins and other

restriction to the flow of air through the radiator.

This document has been printed from SPI². Not for Resale

 

34

KENR6912

Testing and  Adjusting Section

Personal injury can result from hot coolant, steam

and alkali.

At operating  temperature, engine  coolant  is hot

and  under  pressure. The  radiator  and  all  lines

to heaters  or  the engine  contain hot  coolant or

steam. Any contact can cause severe burns.

Remove filler cap slowly  to relieve pressure only

when engine is  stopped and radiator cap  is cool

enough to touch with your bare hand.

g00296067

Illustration 24

The coolant level must be to the correct level in order

to check the coolant system. The engine must  be

cold and the engine must not be running.

Typical schematic of filler cap

(1) Sealing surface between the pressure cap and the radiator

After the engine is cool, loosen  the pressure cap

in order to relieve the pressure  out of the cooling

system. Then remove the pressure cap.

Personal injury can result from hot coolant, steam

and alkali.

The level of the coolant should not  be more than

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

the cooling system is equipped with a sight  glass,

the coolant should be to the correct level in the sight

glass.

At operating  temperature, engine  coolant is  hot

and  under  pressure. The  radiator  and  all  lines

to heaters  or  the engine  contain hot  coolant or

steam. Any contact can cause severe burns.

Making the Correct  Antifreeze

Mixtures

Remove filler cap slowly  to relieve pressure only

when engine is  stopped and radiator cap  is cool

enough to touch with your bare hand.

Do not add pure antifreeze to the  cooling system

in order to adjust the concentration  of antifreeze.

Refer to Operation and Maintenance Manual, “Refill

Capacities” for the correct procedure.  The pure

antifreeze increases the concentration of antifreeze

in the cooling system. The increased concentration

increases the concentration of dissolved solids and

undissolved chemical inhibitors in the cooling system.

To check for the amount of pressure that opens the

filler cap, use the following procedure:

1.  After the engine cools, carefully loosen the filler

cap. Slowly release the pressure from the cooling

system. Then, remove the filler cap.

2.  Carefully inspect the filler cap.  Look for any

damage to the seals and to the sealing surface.

Inspect the following components for any foreign

substances:

The antifreeze mixture  must consist of equal

quantities of antifreeze and clean soft water.  The

corrosion inhibitor in the antifreeze will be diluted if a

concentration of less than 50% of antifreeze is used.

Concentrations of more than 50% of antifreeze may

have the adverse effect on the performance of the

coolant.

•  Filler cap

•  Seal

Checking the Filler Cap

•  Surface for seal

Remove any deposits that are found  on these

items, and remove any material that is found on

these items.

One cause for a pressure loss in the cooling system

can be a faulty seal on the radiator pressure cap.

3.  Install the pressure  cap onto a  suitable

pressurizing pump.

4.  Observe the exact pressure that opens the filler

cap.

This document has been printed from SPI². Not for Resale

 

KENR6912

35

Testing and  Adjusting Section

5.  Compare the pressure to the pressure rating that

is found on the top of the filler cap.

i02480718

Engine Oil Cooler - Inspect

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

Testing The Radiator And Cooling

System For Leaks

Hot oil and  hot components can  cause personal

injury. Do not allow  hot oil or hot components to

contact the skin.

Use the following procedure to test the radiator and

the cooling system for leaks.

Personal injury can result from hot coolant, steam

and alkali.

At operating  temperature, engine  coolant  is hot

and  under  pressure. The  radiator  and  all  lines

to heaters  or  the engine  contain hot  coolant or

steam. Any contact can cause severe burns.

Remove filler cap slowly  to relieve pressure only

when engine is  stopped and radiator cap  is cool

enough to touch with your bare hand.

1.  When the engine has cooled, loosen the filler cap

to the first stop. Allow the pressure to release from

the cooling system. Then remove the filler cap.

2.  Make sure that the coolant covers the top of the

radiator core.

g01238883

Illustration 25

3.  Put a suitable pressurizing pump onto the radiator.

Typical example of an engine oil cooler

(1) Oil cooler base

(2) Oil cooler body

4.  Use the pressurizing pump to  increase the

pressure to an amount of 20 kPa (3 psi) more than

the operating pressure of the filler cap.

Perform the following procedure in order to inspect

the engine oil cooler:

5.  Check the radiator for leakage on the outside.

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

collect any engine oil or coolant that drains from

the oil cooler.

6.  Check all connections and hoses of the cooling

system for leaks.

The radiator and the cooling system do not have

leakage if all of the following conditions exist:

2.  Refer to Disassembly and Assembly, “Engine Oil

Cooler - Remove” for removal of the engine  oil

cooler.

•  You do NOT observe any  leakage after five

minutes.

3.  Thoroughly clean the flange face of the oil cooler

base (1), oil cooler body (2) and the cylinder block.

•  The dial indicator remains constant beyond five

minutes.

The inside of the cooling system has leakage only

if the following conditions exist:

Personal injury can result from air pressure.

Personal injury can result without following prop-

er procedure. When using pressure air, wear a pro-

tective face shield and protective clothing.

•  The reading on the gauge goes down.

•  No external leakage is observed.

Make any repairs, as required.

Maximum air pressure at the nozzle must be  less

than 205 kPa (30 psi) for cleaning purposes.

This document has been printed from SPI². Not for Resale

 

36

KENR6912

Testing and  Adjusting Section

4.  Inspect the oil cooler body (2) for  cracks and

dents. Replace the oil cooler body  if cracks or

dents exist.

5.  After ten minutes, remove the water temperature

regulator housing. Immediately measure  the

opening of the water  temperature regulator.

Refer to Specifications, “Water  Temperature

Regulator” for the minimum opening distance of

the water temperature regulator at the fully open

temperature.

5.  If necessary, clean the outside and clean  the

inside of the oil cooler base  and the oil cooler

body. Use a solvent  that is not corrosive on

copper. Ensure that no restrictions for the flow of

lubricating oil exist in the oil cooler base (1) and

oil cooler body (2).

If the distance is less than the amount listed in the

manual, replace the water temperature regulator.

Refer to Disassembly  and Assembly, “Water

Temperature Regulator - Remove and Install”.

6.  Refer to Disassembly and Assembly, “Engine Oil

Cooler - Install” for installation of the engine  oil

cooler.

Install the water temperature regulator.  Refer to

Disassembly and Assembly, “Water Temperature

Regulator - Remove and Install”.

7.  Ensure that the cooling system of the engine is

filled to the correct level. Refer to Operation and

Maintenance Manual, “Refill Capacities”.

8.  Operate the engine. Check for oil  or coolant

leakage.

i01889428

Water Temperature Regulator

- Test

Note: Do not remove the water temperature regulator

from the water temperature regulator  housing in

order to perform the test.

1.  Remove the water temperature regulator housing

which contains the water temperature regulator

from the engine. Refer  to Disassembly and

Assembly, “Water Temperature  Regulator -

Remove and Install”.

2.  Heat water in a pan until  the temperature of

the water is equal to the fully open temperature

of the water temperature  regulator. Refer to

Specifications, “Water Temperature Regulator”

for the fully  open temperature of the  water

temperature regulator. Stir the water in the pan.

This will distribute the temperature throughout the

pan.

3.  Hang the water temperature regulator housing in

the pan of water. The water temperature regulator

housing must be below the surface of the water.

The water temperature regulator housing must be

away from the sides and the bottom of the pan.

4.  Keep the water at the correct temperature for ten

minutes.

This document has been printed from SPI². Not for Resale

 

KENR6912

37

Testing and  Adjusting Section

Basic Engine

2.  Fit new piston rings (2) in the piston grooves (1).

Refer to Disassembly and Assembly, “Pistons

and Connecting Rods - Assemble” for the correct

procedure.

i02875271

Piston Ring Groove - Inspect

3.  Check the clearance for the piston ring by placing

Tooling (A) between piston groove (1) and the top

of piston ring (2). Refer to Specifications, “Piston

and Rings” for the dimensions.

Table 9

Required Tools

Inspect the Piston Ring End Gap

Tool

A

Part

Number

Part Description

Qty

1

CVT0014

Feeler Gauge

Inspect the Piston and the Piston

Rings

1.  Check the piston for wear and other damage.

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

grooves and that the rings are not broken.

Inspect the Clearance of the Piston

Ring

g01236633

Illustration 27

(A) Feeler Gauge

(1) Piston ring

(2) Cylinder ring ridge

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

2.  Place each piston ring (1) in the cylinder bore just

below the cylinder ring ridge (2).

g01200845

3.  Use Tooling (A) to measure piston ring end gap.

Refer to Specifications, “Piston and Rings” for the

dimensions.

Illustration 26

(A) Feeler gauge

(1) Piston grooves

(2) Piston ring

Note: The coil spring must be removed from the oil

control ring before the gap of the oil control ring  is

measured.

1.  Remove the piston rings (2). Refer to Disassembly

and Assembly, “Pistons and Connecting Rods -

Disassemble” for the correct procedure. Clean the

grooves (1) and the piston rings (2).

This document has been printed from SPI². Not for Resale

 

38

KENR6912

Testing and  Adjusting Section

i02801084

If the piston pin bearing is not removed, the limits

are reduced to ± 0.06 mm (± 0.0025 inch).

Connecting Rod - Inspect

3.  Inspect the piston pin bearing and the piston pin

for wear and other damage.

This procedure  determines the following

characteristics of the connecting rod:

4.  Measure the clearance of  the piston pin in

the piston pin bearing. Refer to Specifications,

“Connecting Rod” for clearance dimensions.

•  The distortion of the connecting rod

•  The parallel alignment  of the bores  of the

connecting rod

i01748770

Connecting Rod Bearings -

Inspect

Check the connecting  rod bearings and  the

connecting rod bearing journal for  wear or other

damage.

Connecting rod bearings are available with a smaller

inside diameter than the original size bearings. These

bearings are for crankshafts that have been ground.

i01748792

g01240528

Illustration 28

Main Bearings - Inspect

Inspection of the connecting rod parallel alignment.

(1) Measuring pins

(2) Connecting rod

(L) Measure the distance between the center of the bore for the

piston pin bearing and the center of the connecting rod bearing

bore.

(K) Measure the distance 127 mm (5.0 inch) from the connecting

rod.

Check the main bearings for wear or other damage.

Replace both halves of the bearings and check the

condition of the other bearings if a main bearing is

worn or damaged.

1.  Use the appropriate tools in order to measure the

distances for the connecting rod (2).

Main bearings are available with a  smaller inside

diameter than the original  size bearings. These

bearings are for main bearing  journals that have

been ground.

•  Appropriate gauges for measuring distance

•  Measuring pins (1)

i01946424

Note: The connecting  rod bearings should be

removed before taking the measurements.

Cylinder Block - Inspect

2.  Measure the connecting rod for distortion and

parallel alignment between the bores.

1.  Clean all of the coolant passages and  the oil

passages.

The measurements must be taken at distance (K).

Distance (K) has a value of 127  mm (5.0 inch)

from both sides of the connecting rod.

2.  Check the cylinder block for cracks and damage.

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

machined. This will affect the piston height above

the cylinder block.

Measure length (L).

The total difference in measurements of length

(L) from each side should  not vary more than

± 0.25 mm (± 0.010 inch).

This document has been printed from SPI². Not for Resale

 

KENR6912

39

Testing and  Adjusting Section

4.  Check the camshaft bearing for wear. If a new

bearing is needed, use a suitable adapter to press

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

in the new bearing faces the front  of the block.

The oil hole in the bearing must be aligned with

the oil hole in the cylinder block. The bearing must

be aligned with the face of the recess. Refer  to

Disassembly and Assembly, “Camshaft Bearings

- Remove and Install”.

i02875284

Cylinder Head - Inspect

g01431057

Illustration 29

Flatness of the cylinder head (typical example)

Table 10

(C) Side to side

(D) End to end

(E) Diagonal

Required Tools

Part

Tool

Part Description

Qty

Number

27610298

-

8.  Measure the cylinder head for flatness. Measure

the flatness of the cylinder head with Tooling (A)

and Tooling (B).

A

B

Angled Feeler Gauge

Straight Edge

1

1

•  Measure the cylinder head from one side to the

opposite side (C).

1.  Remove the cylinder head from the engine.

2.  Remove the water temperature regulator housing.

•  Measure the cylinder head from one end to the

opposite end (D).

3.  Inspect the cylinder head for signs  of gas or

coolant leakage.

•  Measure the cylinder head from one corner to

the opposite corner (E).

4.  Remove the valve springs and valves.

Refer to Specifications, “Cylinder Head” for the

requirements of flatness.

5.  Clean the bottom face of  the cylinder head

thoroughly. Clean the coolant  passages and

the lubricating oil passages. Make sure that the

contact surfaces of the cylinder  head and the

cylinder block are clean, smooth and flat.

Remachining the Cylinder Head

The bottom face of cylinder head can be machined if

any of the following conditions exist:

6.  Inspect the bottom face of the cylinder head for

pitting, corrosion, and cracks. Inspect the area

around the valve seat inserts and the holes for the

fuel injectors carefully.

•  The bottom face of the cylinder head  is not flat

within the specifications.

•  The bottom face of the cylinder head is damaged

by pitting, corrosion, or wear.

7.  Test the cylinder head for leaks at a pressure of

200 kPa (29 psi).

Note: The thickness of the cylinder head must not be

less than 117.20 mm (4.614 inch) after the cylinder

head has been machined.

If the bottom face of  the cylinder head has been

remachined, the recesses in the cylinder head for

the valve seat inserts must be machined. The valve

seat inserts must be ground on  the side which is

inserted into the cylinder head. Grinding this surface

will ensure that no protrusion exists above the bottom

face of the cylinder head. Refer to Specifications,

“Cylinder Head Valves” for the correct dimensions.

This document has been printed from SPI². Not for Resale

 

40

KENR6912

Testing and  Adjusting Section

i02406197

Piston Height - Inspect

Table 11

Required Tools

Part

Tool

A

Number

21825617

21825496

Part Description

Dial Gauge

Dial gauge holder

Qty

1

B

1

If the height of the piston above the cylinder  block

is not within  the tolerance that is given  in the

Specifications Module, “Piston and  Rings”, the

bearing for the piston pin must be checked. Refer to

Testing and Adjusting, “Connecting Rod - Inspect”.

If any of the following components are replaced or

remachined, the piston height above the  cylinder

block must be measured:

g01201898

Illustration 30

Typical example

•  Crankshaft

1.  Use Tooling (A) and Tooling  (B) in order to

measure the piston height above  the cylinder

block. Use the cylinder block face to zero Tooling

(A).

•  Cylinder head

•  Connecting rod

•  Bearing for the piston pin

2.   Rotate the crankshaft until the piston is at the

approximate top center.

The correct piston height must be maintained in order

to ensure that the engine conforms to the standards

for emissions.

3.  Position Tooling (B) and Tooling (A) in order to

measure the piston height above  the cylinder

block. Slowly rotate the crankshaft  in order to

determine when the piston  is at the highest

position. Record this dimension. Compare this

dimension with the dimensions that are given in

Specifications, “Piston and Rings”.

Note: The top of the piston should not be machined.

If the original piston is installed,  be sure that the

original piston is assembled to the correct connecting

rod and installed in the original cylinder.

Three grades of length of connecting rods determine

the piston height above the cylinder block. The grade

of length of a connecting rod is identified by a letter or

a color. The letter or the color is marked on the side

of the connecting rod. Refer to Testing and Adjusting,

“Connecting Rod - Inspect”  and Specifications,

“Connecting Rod” for additional information.

i02875324

Flywheel - Inspect

Table 12

Required Tools

Part

Tool

Part Description

Qty

Number

A

21825617

Dial Gauge

1

This document has been printed from SPI². Not for Resale

 

KENR6912

41

Testing and  Adjusting Section

Alignment of the Flywheel Face

Flywheel Runout

g01240628

g01240629

Illustration 31

Illustration 32

Typical example

Typical example

1.  Install Tooling (A). Refer to Illustration 31.

1.  Install Tooling (A). Refer to Illustration 32.

2.  Set the pointer of the dial on Tooling (A) to 0 mm

2.  Set the pointer of the dial on Tooling (A) to 0 mm

(0 inch).

(0 inch).

3.  Turn the flywheel. Read the dial  indicator on

3.  Turn the flywheel. Read the dial  indicator on

Tooling (A) for every 90 degrees.

Tooling (A) for every 90 degrees.

Note: During the check, keep the crankshaft pressed

toward the front of the engine in order to remove any

end clearance.

4.  Calculate the difference between the  lowest

measurement and the highest measurement of

the four locations. This difference must  not be

greater than 0.30 mm (0.012 inch).

4.  Calculate the difference between the  lowest

measurement and the highest measurement of the

four locations. This difference must not be greater

than 0.03 mm (0.001  inch) for every 25 mm

(1.0 inch) of the radius of the flywheel. The radius

of the flywheel is measured from the axis of the

crankshaft to the contact point of the dial indicator.

i02875327

Flywheel Housing - Inspect

Table 13

Required Tools

Part

Tool

Part Description

Qty

Number

A

21825617

Dial Gauge

1

Concentricity of the  Flywheel

Housing

Note: This check must be made with the flywheel

and the starting motor removed and the bolts for the

flywheel housing tightened lightly.

This document has been printed from SPI². Not for Resale

 

42

KENR6912

Testing and  Adjusting Section

g01226662

g01226662

Illustration 33

Illustration 34

Typical example

Typical example

1.  Install Tooling (A). Tooling  (A) is shown in

Illustration 33.

1.  Install Tooling (A). Tooling  (A) is shown in

Illustration 34.

2.  Set the pointer of Tooling (A) to 0 mm (0 inch).

2.  Set the pointer of the dial indicator on Tooling (A)

to 0 mm (0 inch).

3.  Check the concentricity at intervals of 90 degrees

around the flywheel housing.

3.  Check the alignment at intervals of 90 degrees

around the flywheel housing.

4.  Calculate the difference between the  lowest

measurement and the highest measurement. This

difference must not be greater than the limit that is

given in Table 14.

4.  Calculate the difference between the  lowest

measurement and the highest measurement. This

difference must not be greater than the limit that is

given in Table 14.

Note: Any necessary adjustment must be made on

the flywheel housing. Then, recheck the concentricity.

Note: Any necessary adjustment must be made on

the flywheel housing.

Alignment of the Flywheel Housing

Table 14

Limits for Flywheel Housing Runout and Alignment

(Total Indicator  Reading)

Note: This check must be made with the flywheel

and the starting motor removed and the bolts for the

flywheel housing tightened to the  correct torque.

Refer to Specifications, “Flywheel  Housing” for

correct torque.

Bore of the  Housing

Flange

Maximum Limit (Total

Indicator Reading)

410 mm (16.14 inch)

0.25 mm (0.010 inch)

This document has been printed from SPI². Not for Resale

 

KENR6912

43

Testing and  Adjusting Section

i02484861

4.  Measure the backlash between the fuel injection

pump gear (3) and the idler  gear (2). Refer to

Specifications, “Gear Group  (Front)” for the

backlash measurement.

Gear Group - Inspect

5.  Measure the end play on idler gear (2).  Refer

to Disassembly and Assembly,  “Idler Gear -

Install” for the correct procedure.  Refer to the

Specifications, “Gear Group (Front)” for the end

play measurement.

g01194949

Illustration 35

(1) Camshaft gear

(2) Idler gear

(3) Fuel injection pump gear

(4) Crankshaft gear

Note: If one or more of the gears need to be removed

for repair, refer to Disassembly and Assembly, “Gear

Group (Front) - Remove”. Refer to Disassembly and

Assembly, “Gear Group (Front) - Install” in order to

install the gears.

1.  Inspect the gears for wear or for damage. If the

gears are worn or damaged, use new parts  for

replacement.

g00944084

Illustration 36

2.  Measure the backlash between the camshaft

gear (1)  and the idler  gear (2). Refer to

Specifications, “Gear Group  (Front)” for the

backlash measurement.

3.  Measure the backlash between the idler gear

(2) and the  crankshaft gear (4).  Refer to

Specifications, “Gear Group  (Front)” for the

backlash measurement.

This document has been printed from SPI². Not for Resale

 

44

KENR6912

Testing and  Adjusting Section

Electrical System

4.  Turn the ignition switch to the ON position. Check

the voltage between terminal (B) and ground. If

the voltage is more than 2  Volts the alternator

needs to be replaced.

i02875331

Alternator - Test

Warning Light is  On When the

Engine is Running

1.  Start the engine and run the engine at fast idle.

2.  Use a suitable digital multimeter to measure the

battery voltage.

3.  Measure the voltage between terminal (A) and

ground.

4.  Measure the voltage between terminal (B) and

ground.

5.  The measured voltage for terminal  (A) and

terminal (B) should be 13 to 15 volts for a 12 volt

system. The measured voltage for terminal (A)

and terminal (B) should be 26 to 30 volts for a 24

volt system.

6.  If the voltages do not match replace the alternator.

7.  Increase the engine to full  throttle. Turn an

g00931045

electrical load ON.

Illustration 37

Typical wiring schematic for an alternator

8.  Measure the voltage between terminal (A) and

ground.

(A) Terminal “B+”

(B) Terminal “D+”

(C) Terminal “W”

(D) Ground

9.  Measure the voltage between terminal (B) and

(1) Electrical switch

(2) Dash light

ground.

(3) Ignition switch

(4) Battery

10. The measured voltage for terminal  (A) and

terminal (B) should be 13 to 15 volts for a 12 volt

system. The measured voltage for terminal (A)

and terminal (B) should be 26 to 30 volts for a 24

volt system.

Warning Lamp Does Not Illuminate

The warning lamp for the charging system should

illuminate when the ignition  switch is in the ON

position. Follow the steps below in order to test your

system.

11. Replace the alternator if the voltage does not

match.

1.  Check the light bulb. Replace the light bulb if the

i01899136

element is broken.

Battery - Test

2.  Use a suitable digital multimeter to check  the

battery voltage. Check the battery voltage with the

ignition switch OFF.

Most of the tests of the electrical system can be done

on the engine. The wiring insulation must be in good

condition. The wire and cable connections must be

clean, and both components must be tight.

3.  Check the voltage between the terminal (A) and

ground. The measured voltage should equal the

battery voltage.

This document has been printed from SPI². Not for Resale

 

KENR6912

45

Testing and  Adjusting Section

When the magnetic force increases in  both coils,

the pinion gear moves toward the ring gear  of the

flywheel. Then, the solenoid contacts close in order

to provide power to the starting  motor. When the

solenoid contacts close, the ground is temporarily

removed from the pull-in  coil. Battery voltage is

supplied on both ends of the pull-in  coil while the

starting motor cranks. During this period, the pull-in

coil is out of the circuit.

Never disconnect any charging unit circuit or bat-

tery circuit cable from the battery when the charg-

ing unit is operated. A spark can cause an  explo-

sion from the flammable  vapor mixture of hydro-

gen  and oxygen  that is  released from  the  elec-

trolyte through  the battery outlets.  Injury to per-

sonnel can be the result.

Cranking of the engine continues until current to the

solenoid is stopped by releasing the ignition switch.

The battery circuit is an electrical load on the charging

unit. The load is variable because of the condition of

the charge in the battery.

Power which is available during  cranking varies

according to the temperature and condition of  the

batteries. The following chart shows the voltages

which are expected from a battery  at the various

temperature ranges.

NOTICE

The charging unit will be damaged if the connections

between the battery and the charging unit are broken

while the  battery is  being charged.  Damage occurs

because the load from the battery is lost and because

there is an increase in charging voltage. High voltage

will damage the charging unit, the regulator, and other

electrical components.

Table 15

Typical Voltage Of Electrical System During Cranking

At Various Ambient Temperatures

Temperature

12 Volt System

6 to 8 volts

−23 to −7°C (−10 to 20°F)

−7 to 10°C (20 to 50°F)

10 to 27°C (50 to 80°F)

The correct procedures to test the battery  can be

found in the manual that is supplied by the OEM.

7 to 9 volts

8 to 10 volts

i02875343

The following table shows the maximum acceptable

loss of voltage in the  battery circuit. The battery

circuit supplies high current to the  starting motor.

The values in the table are for engines which have

service of 2000 hours or more.

Electric Starting System - Test

General Information

All electrical starting systems have four elements:

•  Ignition switch

Table 16

Maximum Acceptable Voltage Drop In The Starting

Motor Circuit During Cranking

Circuit

12 Volt System

•  Start relay

Battery post “-” to the starting

motor terminal “-”

0.7 volts

•  Starting motor solenoid

•  Starting motor

Drop across the disconnect

switch

0.5 volts

Battery post “+” to the terminal     0.5 volts

of the starting motor solenoid

“+”

Start switches have a capacity of 5 to 20 amperes.

The coil of a  start relay draws about 1 ampere

between test points. The switch contacts of the start

relay for the starting motor are rated between 100

and 300 amperes. The start relay can easily switch

the load of 5 to 50 amperes  for the starting motor

solenoid.

Solenoid terminal “Bat” to the

solenoid terminal “Mtr”

0.4 volts

Voltage drops that are greater  than the amounts

in Table 16 are caused most often by the following

conditions:

The starting motor solenoid is a switch with a capacity

of about 1000 amperes. The starting motor solenoid

supplies power to the starter drive. The starting motor

solenoid also engages the pinion to the flywheel.

•  Loose connections

•  Corroded connections

•  Faulty switch contacts

The starting motor solenoid  has two coils. The

pull-in coil draws about 40 amperes. The hold-in coil

requires about 5 amperes.

This document has been printed from SPI². Not for Resale

 

46

KENR6912

Testing and  Adjusting Section

Diagnosis Procedure

The voltage at the battery post is within 2 volts

of the lowest value in the applicable temperature

range of Table 15.

•

The procedures for diagnosing the starting  motor

are intended to help the technician determine  if a

starting motor needs to be replaced or repaired. The

procedures are not intended to cover  all possible

faults and conditions. The procedures serve only as

a guide.

•   The large starting motor cables get hot.

Place the jaws of the ammeter around the cable

that is connected to the “bat” terminal. Refer to

Specifications, “Starting Motor” for the maximum

current that is allowed for no load conditions.

NOTICE

If equipped with electric start, do not crank the engine

for more than 30 seconds. Allow the starter to cool for

two minutes before cranking again.

The current and the voltages that are specified

in Specifications are measured at a temperature

of 27°C (80°F). When the temperature is below

27°C (80°F), the voltage will be lower through the

starting motor. When the temperature is below

27°C (80°F), the current through the starting motor

will be higher. If the current is too  great, a fault

exists in the starting motor. Repair  the fault or

replace the starting motor.

Never turn the disconnect switch off while the engine

is running.  Serious damage to  the electrical  system

can result.

If the starting motor does not crank or cranks slow,

perform the following procedure:

If the current is within the specification, proceed

to Step 3.

1.  Use a suitable digital multimeter  in order to

measure the voltage of the battery.

3.  Use a suitable digital multimeter  in order to

measure the voltage of the starting motor, when

you are cranking or attempting to start the engine.

Measure the voltage across the  battery posts

when you are cranking the engine or attempting

to crank the engine. Do not measure the voltage

across the cable post clamps.

a.  If the voltage is equal or  greater than the

voltage that is given  in Table 15, then the

battery and the starting motor cable that goes

to the starting motor are within specifications.

Go to Step 5.

a.  If the voltage is equal  or greater than the

voltage in Table 15, then go to Step 2.

b. The battery voltage is less than  the voltage in

Table 15.

b. The  starting motor voltage is less than the

voltage specified in Table 15. The voltage drop

between the battery and the starting motor is

too great. Go to Step 4.

A low charge in a battery can  be caused by

several conditions.

•  Deterioration of the battery

•  A shorted starting motor

•  A faulty alternator

4.  Use a suitable digital multimeter  in order to

measure the voltage.

a.  Measure the voltage drops in the cranking

circuits with the multimeter.  Compare the

results with the voltage drops which are allowed

in Table 16.

•  Loose drive belts

•  Current leakage in  another part of the

electrical system

b. Voltage drops  are equal to the voltage drops

that are given in Table 16 or the voltage drops

are less than the voltage drops that are given

in Table 16. Go to Step 5 in order to check the

engine.

The correct procedures to test the battery can

be found in the manual that is supplied by the

OEM.

c.  The voltage drops are greater than the voltage

drops that are given in Table  16. The faulty

component should be repaired or replaced.

2.  Use a suitable ammeter in order to measure the

current that is sent to the starting motor solenoid

from the positive post of the battery.

5.  Rotate the crankshaft by hand in order to ensure

that the crankshaft is not  stuck. Check the oil

viscosity and any external loads that could affect

the engine rotation.

Note: If the following conditions exist, do not perform

the test in Step 2 because the starting motor has a

fault.

This document has been printed from SPI². Not for Resale

 

KENR6912

47

Testing and  Adjusting Section

a.  If the crankshaft is stuck or difficult  to turn,

Table 17

repair the engine.

12 Volt  System

b. If the engine is not difficult to turn, go to Step 6.

6.  Attempt to crank the starting motor.

a.  The starting motor cranks slowly.

Amp

30

21

14

10

9

Time (sec)

Initial

4

8

Remove the starting  motor for repair or

replacement.

20

60

b. The starting motor does not  crank.

5.  Repeat the procedure in order  to check the

Check for the blocked  engagement of the

reading on all of the glow plugs.

pinion gear and flywheel ring gear.

6.  If there is no reading on  the ammeter, check

the electrical connections. If the reading on the

ammeter is low or if the reading is zero, replace

the faulty glow plug.

Note: Blocked engagement and  open sol, enoid

contacts will give the same electrical symptoms.

i02875358

Glow Plugs - Test

i02875445

V-Belt - Test

Continuity Check of the Glow Plugs

Table 18

Required Tools

The following test will check the continuity of the glow

plugs.

Part

Tool

Part Name

Qty

Number

1.  Disconnect the power supply from the bus bar and

then remove the bus bar.

Belt Tension

Gauge

A

-

1

2.  Set a suitable digital multimeter in order to check

continuity (resistance). Turn the audible signal on

the multimeter to the ON position.

3.  Place one probe on the connection for the glow

plug and the other probe to a  suitable ground.

Tooling (A) should make  an audible sound.

Replace the glow plug if there is no continuity.

4.  Check the continuity on all the glow plugs.

Checking The Operation of  The

Glow Plug

The following test will check the operation of the glow

plugs.

1.  Disconnect the power supply from the bus bar and

then remove the bus bar.

2.  Connect the power supply to only one glow plug.

3.  Place a suitable ammeter on the power supply

wire.

4.  Turn the switch to the ON position  in order to

activate the glow plug.

This document has been printed from SPI². Not for Resale

 

48

KENR6912

Testing and  Adjusting Section

Table 19

Belt Tension  Chart

Gauge Reading

Size of Belt

Width of  Belt

Initial Belt Tension

535 N  (120 lb)

Measure the tension  of the belt  that is farthest  from the engine.

(1)

Used Belt Tension

(2)

1/2

13.89 mm (0.547 Inch)

355 N  (80 lb)

(1)  Initial Belt Tension refers to a new belt.

(2)  Used Belt Tension refers to a belt that has been in operation for 30 minutes or more at the rated speed.

1.  Check the belts for wear and check the belts for

damage.

g01241384

Illustration 38

Typical example

(A) 144-0235 Belt Tension Gauge

2.  Fit Tooling (A) at the center of the longest free

length of the  belt and check the tension  on

both belts. Check and adjust the tension on the

tightest belt. To adjust the belt tension, refer  to

Disassembly and Assembly, “Alternator - Install”.

This document has been printed from SPI². Not for Resale

 

KENR6912

49

Index  Section

Index

A

Engine Valve Lash - Inspect/Adjust.......................  25

Valve Lash Adjustment ...................................... 26

Valve Lash Setting ............................................. 25

Excessive Bearing Wear - Inspect......................... 30

Excessive Engine Oil Consumption - Inspect........ 30

Engine Oil Leaks into the Combustion Area of the

Cylinders .......................................................... 30

Engine Oil Leaks on the Outside of the Engine.. 30

Exhaust Temperature - Test................................... 24

Measure the Exhaust Temperature.................... 24

Air in Fuel - Test..................................................... 18

Air Inlet and Exhaust System ............................ 9, 23

Cylinder Head And Valves ................................. 12

Naturally Aspirated Engines............................... 10

Turbocharged Engines......................................... 9

Turbocharger ...................................................... 11

Air Inlet and Exhaust System - Inspect.................. 23

Alternator - Test.....................................................  44

Warning Lamp Does Not Illuminate ................... 44

Warning Light  is On When the  Engine is

Running............................................................  44

F

Finding Top Center Position for No. 1 Piston......... 19

Flywheel - Inspect.................................................. 40

Alignment of the Flywheel Face......................... 41

Flywheel Runout................................................  41

Flywheel Housing - Inspect ................................... 41

Alignment of the Flywheel Housing.................... 42

Concentricity of the Flywheel Housing............... 41

Fuel Injection Pump Timing - Adjust......................  20

Delphi DP210 and DP310 Fuel Injection Pumps

......................................................................... 20

Fuel Injection Pump Timing - Check...................... 20

Delphi DP210  and DP310 Fuel  Injection

B

Basic Engine.................................................... 15, 37

Camshaft............................................................ 16

Crankshaft.......................................................... 16

Cylinder Block and Cylinder Head ..................... 15

Pistons, Rings, and Connecting Rods ............... 16

Battery - Test ......................................................... 44

C

Pumps..............................................................  20

Fuel Quality - Test.................................................. 20

Fuel System....................................................... 7, 18

Fuel System Components.................................... 8

Fuel System - Inspect............................................  18

Fuel System - Prime..............................................  21

Delphi DP210 and DP310.................................. 21

Fuel System Pressure - Test ................................. 21

Check the Function of the Fuel Transfer Pump.. 21

Check the Function of the Pressure Regulator..  22

Compression - Test................................................ 24

Connecting Rod - Inspect......................................  38

Connecting Rod Bearings - Inspect....................... 38

Cooling System ............................................... 15, 32

Cooling System - Check (Overheating).................  32

Cooling System - Inspect....................................... 33

Visual Inspection Of The Cooling System.......... 33

Cooling System - Test............................................ 33

Checking the Filler Cap...................................... 34

Making the Correct Antifreeze Mixtures............. 34

Testing The Radiator And Cooling  System For

Leaks................................................................ 35

Cylinder Block - Inspect.........................................  38

Cylinder Head - Inspect.........................................  39

Remachining the Cylinder Head ........................ 39

G

Gear Group - Inspect............................................. 43

General Information.................................................  4

1103D Engine Model Views.................................  6

Engine Description...............................................  4

Lifting the Engine.................................................  5

Glow Plugs - Test................................................... 47

Checking The Operation of The Glow Plug ....... 47

Continuity Check of the Glow Plugs................... 47

E

Electric Starting System - Test............................... 45

Diagnosis Procedure.......................................... 46

General Information...........................................  45

Electrical System.............................................  16, 44

Alternator ........................................................... 17

Starting Motor .................................................... 17

Engine Crankcase Pressure (Blowby) - Test.........  24

Engine Design.........................................................  4

Engine Oil Cooler - Inspect.................................... 35

Engine Oil Pressure - Test..................................... 29

High Oil Pressure...............................................  29

Low Oil Pressure................................................ 29

Engine Oil Pump - Inspect..................................... 29

I

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

Increased Engine Oil Temperature - Inspect.........  31

L

Lubrication System..........................................  13, 29

This document has been printed from SPI². Not for Resale

 

50

KENR6912

Index  Section

M

Main Bearings - Inspect......................................... 38

P

Piston Height - Inspect .......................................... 40

Piston Ring Groove - Inspect................................. 37

Inspect the Clearance of the Piston Ring........... 37

Inspect the Piston and the Piston Rings ............ 37

Inspect the Piston Ring End Gap....................... 37

S

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

T

Table of Contents..................................................... 3

Testing and Adjusting Section ............................... 18

V

V-Belt - Test...........................................................  47

Valve Depth - Inspect ............................................ 27

Valve Guide - Inspect ............................................ 27

W

Wastegate - Test.................................................... 23

Water Temperature Regulator - Test ..................... 36

This document has been printed from SPI². Not for Resale