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詳細描述
Systems Operation
Testing and Adjusting
2206D-E13TA Industrial Engine
2. Rotate the engine in the normal operating direction
by 360 degrees. Cylinder 1 will now be on Top
Center exhaust stroke.
2. Remove the valve cover and look for broken parts.
Repair any broken parts or replace any broken
parts that are found. Inspect all wiring to the
solenoids. Look for loose connections. Also look
for frayed wires or broken wires. Ensure that the
connector for the unit injector solenoid is properly
connected. Perform a pull test on each of the
wires. Refer to Troubleshooting, “Electrical
Connectors - Inspect”. Inspect the posts of the
solenoid for arcing. If arcing or evidence of arcing
is found, remove the cap assembly. Refer to
Disassembly and Assembly, “Electronic Unit
Injector - Remove”. Clean the connecting posts.
Reinstall the cap assembly and tighten the
solenoid nuts to a torque of 2.5 ± 0.25 N·m
(22 ± 2 lb in). Refer to Disassembly and Assembly,
“Electronic Unit Injector - Install”.
a.
Cylinder 1, 2, and 4 can be adjusted with
cylinder 1 at Top Center exhaust stroke.
b.
c.
Loosen the locknut.
Turn the adjustment screw until the screw
contacts the electronic unit injector.
d.
e.
f.
Turn the adjustment screw to an additional two
turns.
Turn the adjustment screw counterclockwise
for 2.5 turns.
Turn the adjustment screw until the screw
contacts the electronic unit injector.
3. Check the valve lash setting for the cylinder of the
suspect unit injector. Refer to Systems Operation,
Testing and Adjusting, “Engine Valve Lash -
Inspect/Adjust”.
g.
h.
Turn the adjustment screw through 180
degrees in a clockwise direction.
Tighten the locknut to a torque of 55 N·m
(41 lb ft).
4. Ensure that the bolt that holds the unit injector is
tightened to the proper torque. If necessary, loosen
the bolt that holds the unit injector and tighten the
bolt to a torque of 55 ± 10 N·m (40.6 ± 7.4 lb ft).
i02773150
Electronic Unit Injector - Test
5. Remove the suspect unit injector and check the
unit injector for signs of exposure to coolant. Refer
to Disassembly and Assembly, “Electronic Unit
Injector - Remove”. Exposure to coolant will cause
rust to form on the injector. If the unit injector
shows signs of exposure to coolant, remove the
injector sleeve and inspect the injector sleeve.
Refer to Disassembly and Assembly, “Electronic
Unit Injector Sleeve - Remove”. Replace the
injector sleeve if the injector sleeve is damaged.
Check the unit injector for an excessive brown
discoloration that extends beyond the injector tip. If
excessive discoloration is found, check the quality
of the fuel. Refer to Systems Operation, Testing
and Adjusting, “Fuel Quality - Test”. Replace the
seals on the injector and reinstall the injector.
Refer to Disassembly and Assembly, “Electronic
Unit Injector - Install”. Also refer to Disassembly
and Assembly, “Electronic Unit Injector Sleeve -
Install”.
This procedure assists in identifying the cause for an
injector misfiring. Perform this procedure only after
performing the Cylinder Cutout Test. Refer to
Troubleshooting for more information.
1. Check for air in the fuel, if this procedure has not
already been performed. Refer to Systems
Operation, Testing and Adjusting, “Air in Fuel -
Test”.
Electrical shock hazard. The electronic unit injec-
tor system uses 90-120 volts.
6. If the problem is not resolved, replace the suspect
injector with a new injector.
This document has been printed from SPI2. NOT FOR RESALE
UENR0632
31
Fuel System
i02793631
2. Insert Tooling (B) into the timing hole (2). The
Finding Top Center Position for
timing hole is located approximately
127 to 152 mm (5.0 to 6.0 inch) above the turning
hole for Tooling (A) in the flywheel housing. Use
Tooling (A) in order to turn the engine flywheel.
Turn the flywheel in the direction of engine rotation.
The direction of engine rotation is
No. 1 Piston
Table 1
counterclockwise, as the engine is viewed from the
flywheel end. Turn the flywheel until Tooling (C)
engages with the hole in the flywheel.
Required Tools
Tool
A
Part Number
CH11148
Part Description
Engine turning tool
Adapter
Qty
1
Note: If the flywheel is turned beyond the point of
engagement, the flywheel must be turned in the
direction that is reverse of normal engine rotation.
Turn the flywheel by approximately 30 degrees. Then
turn the flywheel in the direction of normal rotation
until Tooling (C) engages with the hole in the flywheel.
This procedure removes the play from the gears
when the No. 1 piston is at the top center position.
B
CVT0015
1
C
27610286
Timing pin
1
3. Remove the valve mechanism cover from the
engine.
4. The inlet and exhaust valves for the No. 1 cylinder
are fully closed if No. 1 piston is on the
compression stroke and the rocker arms can be
moved by hand. If the rocker arms cannot be
moved and the valves are slightly open, the No. 1
piston is on the exhaust stroke.
Note: When the actual stroke position is identified,
and the other stroke position is needed, remove
Tooling (C) from the hole in the flywheel. Then turn
the flywheel by 360 degrees in the direction of normal
engine rotation and reinstall Tooling (C) into the hole
in the flywheel.
Note: Never turn the engine by the crankshaft
vibration damper. The crankshaft vibration damper is
a precision part. Major engine failure may be caused
by damage to the crankshaft vibration damper.
i02773153
Fuel Quality - Test
Illustration 31
g01395098
(1) Flywheel housing
(2) Timing hole plug
(3) Cover bolt
Ensure that all adjustments and repairs are
performed by authorized personnel that have had the
correct training.
(4) Cover
1. Remove two bolts (3) and remove cover (4) from
flywheel housing (1) in order to open the turning
hole.
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.
This document has been printed from SPI2. NOT FOR RESALE
32
UENR0632
Fuel System
Note: A water separator can appear to be full of fuel
• The fuel tank is empty or the fuel tank has been
when the water separator is actually full of water.
partially drained.
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.
• The engine has been in storage.
• The fuel filter has been replaced.
• The pressure fuel lines have been disconnected.
1. Ensure that the key switch is in the OFF position.
Ensure that the fuel tank is full of clean diesel fuel.
Check that the fuel supply valve (if equipped) is in
the ON position.
Refer to Operation and Maintenance Manual,
“Fluid Recommendations” for more information.
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
i06229871
Illustration 32
g03863703
Fuel System - Prime
Typical example
2. Unlock the fuel priming pump handle (1). Turn
handle counter clockwise. Operate the fuel pump
handle until strong pressure can be felt.
3. When strong pressure can be felt, press in the fuel
pump handle and lock the handle into the fuel
pump body (2). In order to lock the handle, turn
handle clockwise.
Fuel leaked or spilled onto hot surfaces or electri-
cal components can cause a fire. To help prevent
possible injury, turn the start switch off when
changing fuel filters or water separator elements.
Clean up fuel spills immediately.
Note: The stronger the pressure in the fuel system
the quicker the engine will start.
Refer to this Operation and Maintenance Manual,
“General Hazard Information” before any adjustments
or repairs are performed
NOTICE
Do not crank the engine continuously for more than
30 seconds. Allow the starting motor to cool for two
minutes before cranking the engine again.
If necessary, perform minor adjustments. Repair any
leaks from the fuel system and from the cooling,
lubrication, or air systems. Ensure that all
adjustments and repairs are performed by authorized
personnel that have had the correct training.
4. Start the engine, refer to this Operation and
Maintenance Manual, “Starting the Engine” for
more information.
The fuel system should be primed under the
following conditions:
5. If the engine will not start, repeat Steps 2 to Step 3.
This document has been printed from SPI2. NOT FOR RESALE
UENR0632
33
Fuel System
6. Once the engine starts, allow the engine to operate
with no load for 5 minutes.
Fuel leaked or spilled onto hot surfaces or electri-
cal components can cause a fire. Clean up fuel
spills immediately.
7. If the engine will not start, refer to Troubleshooting,
“Engine Cranks but will not Start”.
i06196497
NOTICE
Keep all parts clean from contaminants.
Fuel System Pressure - Test
Contaminants may cause rapid wear and shortened
component life.
Low Fuel Pressure
Low fuel pressure can cause low power. Low fuel
pressure can also cause cavitation of the fuel which
can damage the fuel injectors. The following
conditions can cause low fuel pressure:
1. Use the following procedure in order to measure
the fuel pressure that is after the secondary filter:
Note: Fuel pressure readings near the fuel supply
manifold have pressure spikes. The pressure spikes
are caused by excess fuel that is returning to the fuel
system from the injectors. Excessive needle
movement at the gauge may be present. Connect the
gauge with a section of suitable hose. The air in the
hose absorbs the spikes. This achieves an average
reading and a steady needle. Keep the gauge above
the measuring point.
• Plugged fuel filters
• Contamination in the check valves for the fuel
priming pump
• Sticking or worn fuel pressure regulating valve in
the fuel transfer pump
• Severe wear on return fuel pressure regulating
valve in the fuel filter base
• Worn gears in the fuel transfer pump
• Pinched fuel lines or undersized fuel lines
• Old fuel lines that have a reduced interior diameter
that was caused by swelling
• Fuel lines with deteriorating interior surfaces
• Pinched fuel line fittings or undersized fuel line
fittings
• Contamination in the fuel tank, fuel lines, or fuel
system components that create restrictions
High Fuel Pressure
Excessive fuel pressure can cause fuel filter gaskets
to rupture. The following conditions can cause high
fuel pressure:
Illustration 33
g01133865
• Plugged orifices in the fuel pressure regulating
valve
Typical example
(1) Test port
(2) Air purge
(3) Pressure regulating valve
(4) Bypass valve for the Fuel filter
• Stuck fuel pressure regulating valve in the fuel
transfer pump
• Pinched fuel return line
a.
b.
Install the Tooling (A) into port (1).
Checking Fuel Pressure
Adjust the engine speed to 1800 rpm with no
load.
Table 2
Required Tools
c.
The fuel pressure should be 586 kPa (85 psi)
nominal. Record the pressure.
Tool
Part Number
Part Description
Pressure Gauge
Qty
A
-
1
This document has been printed from SPI2. NOT FOR RESALE
34
UENR0632
Fuel System
d.
If excessive pressure is found, check the
conditions that are listed previously under the
“High Fuel Pressure” heading.
Illustration 35
g01133870
Fuel transfer pump (side view)
(8) Access plug
f.
If the pressure is less than 655 kPa (95 psi),
the fuel transfer pump is weak. The pressure
regulating valve in the pump may be stuck or
worn. The pressure regulating valve is located
under access plug (8). Remove the access
plug. Remove the pressure regulating valve,
the spring, and the pin. Inspect the pressure
regulating valve. If contamination is not found
and the pressure regulating valve is worn,
replace the fuel transfer pump. If dirt is found,
clean the valve assembly and reinstall the
valve assembly. Reinstall access plug (8).
g.
h.
Check the fuel pressure again. Replace the
fuel transfer pump if the fuel pressure still
measures less than 655 kPa (95 psi). The fuel
transfer pump is operating properly if the fuel
pressure measures at least 690 kPa (100 psi)
to 724 kPa (105 psi).
Illustration 34
g01133866
A typical example of a secondary fuel filter base
(5) Fuel line from head
(6) Fuel line to head
(7) Fuel line from transfer pump
2. Use the following procedure to check the output of
the fuel transfer pump:
Once the fuel transfer pump has been
confirmed as properly operating, check the fuel
pressure again at the secondary fuel filter
base. Refer to Step 2. If the fuel pressure is
not at the nominal specification, continue to
Step 3.
a.
b.
Remove return fuel line (5).
Install Tooling (A) into the port that contained
the return fuel line fitting.
c.
d.
Adjust the engine speed to 600 rpm with no
load.
3. Use the following procedure to inspect the return
fuel pressure regulating valve:
The fuel pressure should be 690 kPa (100 psi)
to 724 kPa (105 psi).
a.
b.
Return fuel pressure regulating valve (3) is
located on the bottom of the fuel filter base.
e.
If the fuel pressure is within the specified
range, proceed to Step 3.
Inspect return fuel pressure regulating valve
(3) for wear.
This document has been printed from SPI2. NOT FOR RESALE
UENR0632
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Fuel System
i02788237
c.
Check the fuel pressure again at the
Gear Group (Front) - Time
secondary fuel filter base. Refer to Step 2. If
the fuel pressure is not up to 586 kPa (85 psi),
then perform Step 4. If the primary filter is
sized correctly and the fuel lines are sized
correctly, replace the secondary fuel filter
base.
4. Use the following procedure to measure the
vacuum at the primary filter:
a.
b.
Adjust the engine speed to 1800 rpm with no
load.
Measure the vacuum at the outlet of the
primary filter.
c.
The vacuum should be 10.14 kPa (3 in Hg) to
13.52 kPa (4 in Hg). If the vacuum is more
than 30.42 kPa (9 in Hg), measure the
vacuum at the inlet of the primary filter. The
differential across the primary filter should be
less than 3.38 kPa (1 in Hg) with a new filter
installed. If the differential is higher by more
than 3.38 kPa (1 in Hg), the filter is
undersized. The filter should be rated at 341 L
(90 US gal) per hour. If the filter is sized
correctly, ensure that the fittings and lines are
correctly sized. The fuel lines should be
12.7 mm (0.5 inch). Also check for debris in
the fuel tank that may be plugging the supply
tube.
Illustration 36
g01126079
Front Gear Group
(1) Camshaft gear and timing reference ring
(2) Timing marks
(3) Idler gear
(4) Crankshaft gear
The basis for correct fuel injection timing and valve
mechanism operation is determined by the timing
reference ring and the alignment of the front gear
group. The timing reference ring is located on the end
of the camshaft. The timing reference ring is used to
measure crankshaft rotation. During installation of the
front gear, timing marks (2) on idler gear (3) must be
in alignment with the timing marks on crankshaft gear
(4) and the timing marks on camshaft gear (1).
Refer to Disassembly and Assembly, “Gear Group
(Front) - Remove” and Disassembly and Assembly,
“Gear Group (Front) - Install”.
Note: If timing reference ring (1) is installed backward
the engine will not start.
Check for proper alignment of the camshaft gear and
timing reference ring (1) on the camshaft assembly.
Inspect the key between the timing reference ring and
the camshaft gear. Check the teeth on the timing ring.
The teeth should not be defaced. The teeth should
have sharp clean edges and the teeth should be free
of contaminants.
Note: The electronic injection timing must be
calibrated after reassembly of the front gear train.
Refer to Troubleshooting, “Engine Speed/Timing
Sensor - Calibrate”.
This document has been printed from SPI2. NOT FOR RESALE
36
UENR0632
Air Inlet and Exhaust System
Air Inlet and Exhaust
System
i06136292
Air Inlet and Exhaust System -
Inspect
Keep hands clear of fan and belts while engine is
running.
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.
Illustration 37
g01099496
Right side view of engine
(1) Air cleaner
(2) Test location
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.
a.
Connect the vacuum port of the differential
Table 3
pressure gauge to test location (2). Test
location (2) may be located anywhere along
the air inlet piping after air cleaner (1) but
before turbocharger (3).
Required Tools
Tool
Part Number
Part Description
Pressure Gauge
Qty
A
-
1
b.
c.
Leave the pressure port of the differential
pressure gauge open to the atmosphere.
Air Inlet Restriction
Start the engine. Run the engine at full load.
Record the value.
There will be a reduction in the performance of the
engine if there is a restriction in the air inlet system.
d.
e.
1. Inspect the engine air cleaner inlet and ducting in
order to ensure that the passageway is not blocked
or collapsed.
Compare the result from step 4.d. to the
appropriate values that follow.
The air flow through a used engine air cleaner may
have a restriction. The air flow through a plugged
engine air cleaner will be restricted to some
magnitude. In either case, the restriction must not be
more than the following amount:
2. Inspect the engine air cleaner element. Replace a
dirty engine air cleaner element with a clean
engine air cleaner 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 engine air
cleaner element and/or the seal for the engine air
cleaner element.
Maximum restriction...........6.2 kPa (25 in of H2O)
The air flow through a new engine air cleaner element
must not have a restriction of more than the following
amount:
4. Use Tooling (A) for this test.
Maximum restriction...........3.7 kPa (15 in of H2O)
This document has been printed from SPI2. NOT FOR RESALE
UENR0632
37
Air Inlet and Exhaust System
Exhaust Restriction
i06196510
Turbocharger - Inspect
Back pressure is the difference in the pressure
between the exhaust at the outlet elbow and the
atmospheric air.
Use the differential pressure gauge of Tooling (A) in
order to measure back pressure from the exhaust.
Hot engine components can cause injury from
burns. Before performing maintenance on the en-
gine, allow the engine and the components to
cool.
Personal injury can result from rotating and mov-
ing parts.
Stay clear of all rotating and moving parts.
Never attempt adjustments while the machine is
moving or the engine is running unless otherwise
specified.
The machine must be parked on a level surface
and the engine stopped.
NOTICE
Keep all parts clean from contaminants.
Illustration 38
g01618348
Right side view of engine
(3) Clean Emissions Module (CEM)
(4) Test location
(5) Exhaust piping
Contaminants may cause rapid wear and shortened
component life.
(6) Turbocharger
NOTICE
1. Connect the pressure port of the differential
pressure gauge to test location (4). Test location
(4) can be located anywhere along the exhaust
piping after the turbocharger but before the CEM.
Care must be taken to ensure that fluids are con-
tained during performance of inspection, mainte-
nance, testing, adjusting and repair of the product. Be
prepared to collect the fluid with suitable containers
before opening any compartment or disassembling
any component containing fluids.
2. Leave the vacuum port of the differential pressure
gauge open to the atmosphere.
Dispose of all fluids according to local regulations and
mandates.
3. Start the engine. Run the engine in the no-load
condition at high idle.
Before you begin inspection of the turbocharger, be
sure that the inlet air restriction is within the
specifications for your engine. Be sure that the
exhaust system restriction is within the specifications
for your engine. Refer to Systems Operation, Testing
and Adjusting, “Air Inlet and Exhaust System -
Inspect”.
4. Record the value.
5. Compare the result from Step 4 to the value that
follows.
Back pressure from the exhaust must not be more
than the following amount:
The condition of the turbocharger will have definite
effects on engine performance. Use the following
inspections and procedures to determine the
condition of the turbocharger.
Maximum back pressure.........................12.4 kPa
(50 inch of H2O)
This document has been printed from SPI2. NOT FOR RESALE
38
UENR0632
Air Inlet and Exhaust System
• Inspection of the compressor and the compressor
housing
e.
If Steps 4.a. through 4.d. did not reveal the
source of the oil leakage, the turbocharger has
internal damage. Replace the turbocharger.
• Inspection of the turbine wheel and the turbine
housing
Inspection of the Turbine Wheel
and the Turbine Housing
• Inspection of the wastegate
Inspection of the Compressor and
the Compressor Housing
Remove the air piping from the turbine housing.
Remove air piping from the compressor inlet.
1. Inspect the compressor wheel for damage from a
foreign object. If there is damage, determine the
source of the foreign object. As required, clean the
inlet system and repair the intake system. Replace
the turbocharger. If there is no damage, go to Step
3.
2. Clean the compressor wheel and clean the
compressor housing if you find buildup of foreign
material. If there is no buildup of foreign material,
go to Step 3.
3. Turn the rotating assembly by hand. While you turn
the assembly, push the assembly sideways . The
assembly should turn freely. The compressor
wheel should not rub the compressor housing.
Replace the turbocharger if the compressor wheel
rubs the compressor wheel housing. If there is no
rubbing or scraping, go to Step 4.
Illustration 39
g00763164
Typical example
4. Inspect the compressor and the compressor wheel
housing for oil leakage. An oil leak from the
compressor may deposit oil in the aftercooler.
Drain and clean the aftercooler if you find oil in the
aftercooler.
(1) Turbine Housing
(2) Turbine Wheel
(3) Turbocharger
1. Inspect the turbine for damage by a foreign object.
If there is damage, determine the source of the
foreign object. Replace turbocharger (3). If there is
no damage, go to Step 2.
a.
b.
c.
Check the oil level in the crankcase. If the oil
level is too high, adjust the oil level.
2. Inspect turbine wheel (2) for buildup of carbon and
other foreign material. Inspect turbine housing (1)
for buildup of carbon and foreign material. Clean
turbine wheel (2) and clean turbine housing (1) if
you find buildup of carbon or foreign material. If
there is no buildup of carbon or foreign material, go
to Step 3.
Inspect the air cleaner element for restriction. If
restriction is found, correct the problem.
Inspect the engine crankcase breather. Clean
the engine crankcase breather or replace the
engine crankcase breather if the engine
crankcase breather is plugged.
d.
Remove the oil drain line for the turbocharger.
Inspect the drain opening. Inspect the oil drain
line. Inspect the area between the bearings of
the rotating assembly shaft. Look for oil
sludge. Inspect the oil drain hole for oil sludge.
Inspect the oil drain line for oil sludge in the
drain line. If necessary, clean the rotating
assembly shaft. If necessary, clean the oil
drain hole. If necessary, clean the oil drain line.
3. Turn the rotating assembly by hand. While you turn
the assembly, push the assembly sideways. The
assembly should turn freely. Turbine wheel (2)
should not rub turbine wheel housing (1). Replace
turbocharger (3) if turbine wheel (2) rubs turbine
housing (1). If there is no rubbing or scraping, go to
Step 4.
This document has been printed from SPI2. NOT FOR RESALE
UENR0632
39
Air Inlet and Exhaust System
4. Inspect the turbine and turbine housing (1) for oil
leakage. Inspect the turbine and turbine housing
(1) for oil coking. Some oil coking may be cleaned.
Heavy oil coking may require replacement of the
turbocharger. If the oil is coming from the
Note: The housing assembly for the wastegate is
preset at the factory and no adjustments can be
made.
The boost pressure controls the maximum rpm of the
turbocharger, because the boost pressure controls
the position of the wastegate. The following factors
also affect the maximum rpm of the turbocharger:
turbocharger center housing go to Step 4.a..
a.
Remove the oil drain line for the turbocharger.
Inspect the drain opening. Inspect the area
between the bearings of the rotating assembly
shaft. Look for oil sludge. Inspect the oil drain
hole for oil sludge. Inspect the oil drain line for
oil sludge. If necessary, clean the rotating
assembly shaft. If necessary, clean the drain
opening. If necessary, clean the drain line.
• The engine rating
• The horsepower demand on the engine
• The high idle rpm
• The height above sea level for engine operation
• Inlet air restriction
b.
If crankcase pressure is high, or if the oil drain
is restricted, pressure in the center housing
may be greater than the pressure of turbine
housing (1). Oil flow may be forced in the
wrong direction and the oil may not drain.
Check the crankcase pressure and correct any
problems.
• Exhaust system restriction
i02788813
Exhaust Temperature - Test
Table 4
c.
d.
If the oil drain line is damaged, replace the oil
drain line.
Required Tools
Tool
Part Number
Part Description
Qty
Check the routing of the oil drain line.
Eliminate any sharp restrictive bends. Make
sure that the oil drain line is not too close to the
engine exhaust manifold.
A
-
Infrared Thermometer
1
When the engine runs, the temperature of an exhaust
manifold port can indicate the condition of a fuel
injection nozzle.
e.
If Steps 4.a. through 4.d. did not reveal the
source of the oil leakage, turbocharger (3) has
internal damage. Replace turbocharger (3).
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.
Inspection of the Wastegate
The wastegate controls the amount of exhaust gas
that is allowed to bypass the turbine side of the
turbocharger. This valve then controls the rpm of the
turbocharger.
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.
When the engine operates in conditions of low boost
(lug), a spring presses against a diaphragm in the
canister. The actuating rod will move and the
wastegate will close. Then, the turbocharger can
operate at maximum performance.
Use Tooling (A) to check exhaust temperature.
i02788814
Engine Crankcase Pressure
(Blowby) - Test
When the boost pressure increases against the
diaphragm in the canister, the wastegate will open.
The rpm of the turbocharger becomes limited. The
rpm limitation occurs because a portion of the
exhaust gases bypass the turbine wheel of the
turbocharger.
Table 5
Required Tools
The following levels of boost pressure indicate a
possible problem with the following components:
Wastegate, Wastegate solenoid and Air lines
Quantity
Tool
Part Number
Part Name
A
-
Pressure Gauge
1
• Too high at full load conditions
• Too low at all lug conditions
This document has been printed from SPI2. NOT FOR RESALE
40
UENR0632
Air Inlet and Exhaust System
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.
i06148266
Engine Valve Lash - Inspect/
Adjust
Install Tooling (A) to the most convenient location on
the output tube for the crankcase breather or the
breather hose. The pressure for the engine blowby
To prevent possible injury, do not use the starter
to turn the flywheel.
should be 0.25 kPa (1 inch of H O).
2
Hot engine components can cause burns. Allow
additional time for the engine to cool before meas-
uring valve clearance.
Note: Do not use the data alone to determine if the
engine should be overhauled. Other indicators such
as high oil consumption, low power, hard starting, and
excessive fuel consumption must be considered.
After a new engine is used for a short time, the
blowby can decrease as the rings are seated. New
engines should be checked for blowby during all
maintenance checks. As the piston rings and cylinder
walls wear, the blowby will gradually increase.
This engine uses high voltage to control the fuel
injectors.
Disconnect electronic fuel injector enable circuit
connector to prevent personal injury.
The blowby on a worn engine may be two times or
more than the blowby of a new engine and may
indicate the need for an overhaul.
Do not come in contact with the fuel injector ter-
minals while the engine is running.
i06134866
Note: Valve lash is measured between the rocker
arm and the valve bridge. All measurements and
adjustments must be made with the engine stopped
and the valves fully closed.
Compression - Test
An engine that runs roughly can have a leak at the
valves. An engine that runs roughly can also have
valves that need an adjustment. Remove the head
and inspect the valves and valve seats. This action is
necessary to find those small defects that would not
normally cause problems. Repairs of these problems
are normally performed when you are reconditioning
the engine.
Valve Lash Check
An adjustment is NOT NECESSARY if the
measurement of the valve lash is in the acceptable
range in Table 6 .
Table 6
Inlet Valves
Exhaust Valves
Valve Lash
(Stopped Engine) (0.015 ± 0.003 inch)
0.38 ± 0.08 mm
0.76 ± 0.08 mm
(0.030 ± 0.003 inch)
The engine uses Keystone piston rings. Keystone
piston rings are designed to expand during the
compression stroke of the engine. At engine cranking
speed, the Keystone piston rings do not fully expand.
This results in unstable readings for cylinder
compression. As a result Perkins does not
recommend performing compression tests on
engines that use Keystone piston rings.
TC Compression
1-2-4
1-3-5
Stroke
TC Exhaust
Stroke(1)
3-5-6
2-4-6
Firing Order
1-5-3-6-2-4(2)
(1)
(2)
360° from TC compression stroke
The No. 1 cylinder is at the front of the engine.
If the measurement is not within this range, an
adjustment is necessary. Refer to “Valve Lash
Adjustment” for the proper procedure.
This document has been printed from SPI2. NOT FOR RESALE
UENR0632
41
Air Inlet and Exhaust System
Valve Lash Adjustment
Note: If necessary, adjust the electronic unit
injectors on cylinders 3, 5 and 6. Refer to Systems
Operation, Testing and Adjusting, “Electronic Unit
Injector - Adjust” for the correct procedure.
3. Remove the timing pin. Turn the flywheel by 360
degrees in the direction of engine rotation. This will
put the No. 6 piston at the top center position on
the compression stroke. Install the timing pin.
Table 8
Compression
Stroke for No.6
Piston
Inlet Valves
Exhaust Valves
0.38 ± 0.08 mm
(0.015 ± 0.003 inch) (0.030 ± 0.003 inch)
0.76 ± 0.08 mm
Valve Lash
Cylinders
Illustration 40
g00935559
3-5-6
2-4-6
Cylinder and valve location
(A) Exhaust valves
(B) Inlet valves
4. Adjust the valve lash according to Table 8 .
a.
Lightly tap the rocker arm with a soft mallet.
This will ensure that the lifter roller seats
against the camshaft's base circle.
Use the following procedure to adjust the valve lash:
1. Put the No. 1 piston at the top center position on
the compression stroke. Refer to Systems
Operation, Testing and Adjusting, “Finding Top
Center Position for No. 1 Piston”.
Table 7
b.
c.
Loosen the adjustment locknut.
Place the appropriate feeler gauge between
rocker arm and the valve bridge. Then, turn the
adjustment screw in a clockwise direction.
Slide the feeler gauge between the rocker arm
and the valve bridge. Continue turning the
adjustment screw until a slight drag is felt on
the feeler gauge. Remove the feeler gauge.
Compression
Stroke for No. 1
Piston
Inlet Valves
Exhaust Valves
0.38 ± 0.08 mm
(0.015 ± 0.003 inch) (0.030 ± 0.003 inch)
0.76 ± 0.08 mm
Valve Lash
Cylinders
1-2-4
1-3-5
d.
Tighten the adjustment locknut to a torque of
30 ± 7 N·m (22 ± 5 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.
2. Adjust the valve lash according to Table 7 .
a.
Lightly tap the rocker arm with a soft mallet.
This will ensure that the lifter roller seats
against the camshaft's base circle.
5. Remove the timing bolt from the flywheel after all
adjustments to the valve lash have been made.
Reinstall the timing cover.
b.
c.
Loosen the adjustment locknut.
Place the appropriate feeler gauge between
rocker arm and the valve bridge. Then, turn the
adjustment screw in a clockwise direction.
Slide the feeler gauge between the rocker arm
and the valve bridge. Continue turning the
adjustment screw until a slight drag is felt on
the feeler gauge. Remove the feeler gauge.
Refer to Systems Operation, Testing and Adjusting,
“Electronic Unit Injector - Adjust”.
d.
Tighten the adjustment locknut to a torque of
30 ± 7 N·m (22 ± 5 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.
This document has been printed from SPI2. NOT FOR RESALE
42
UENR0632
Lubrication System
LubricationSystem
i02788819
Engine Oil Pressure - Test
The engine oil pressure may be checked
electronically by using the electronic service tool. The
engine oil pressure can be measured with the
electronic service tool. Refer to Troubleshooting for
information on the use of the electronic service tool.
Measuring Engine Oil Pressure
Work carefully around an engine that is running.
Engine parts that are hot, or parts that are mov-
ing, can cause personal injury.
NOTICE
Keep all parts clean from contaminants.
Illustration 41
Oil gallery plug
(1) Plug
g00977330
Contaminants may cause rapid wear and shortened
component life.
NOTICE
1. Install Tool (A) i, nto the oil gallery plugs (1).
Care must be taken to ensure that fluids are con-
tained during performance of inspection, mainte-
nance, testing, adjusting and repair of the product. Be
prepared to collect the fluid with suitable containers
before opening any compartment or disassembling
any component containing fluids.
Note: Engine oil pressure to the camshaft and main
bearings should be checked on each side of the
cylinder block at oil gallery plugs (1).
2. Start the engine. Refer to Operation and
Maintenance Manual, “Fluid Recommendations”
for the correct engine oil.
Dispose of all fluids according to local regulations and
mandates.
3. Record the value of the engine oil pressure when
the engine is at operating temperature 100 °C
(212 °F).
Table 9
Required Tools
Quantity
The minimum engine oil pressure should be
approximately 275 to 414 kPa (40 to 59 psi).
Tool
Part Number
Part Name
A
-
Pressure Gauge
1
4. Compare the recorded engine oil pressure with the
oil pressure indicators on the instrument panel and
the engine oil pressure that is displayed on the
electronic service tool.
Tool (A) measures the oil pressure in the system.
5. An engine oil pressure indicator that has a defect
or an engine oil pressure sensor that has a defect
can give a false indication of a low oil pressure or a
high oil pressure. If there is a notable difference
between the engine oil pressure readings make
necessary repairs.
This document has been printed from SPI2. NOT FOR RESALE
UENR0632
43
Lubrication System
6. If low engine oil pressure is determined, refer to
“Reasons for Low Engine Oil Pressure”.
2. Engine oil that is contaminated with fuel or coolant
will cause low engine oil pressure. High engine oil
level in the crankcase can be an indication of
contamination. Determine the reason for
contamination of the engine oil and make the
necessary repairs. Replace the engine oil with the
approved grade of engine oil. Refer to Operation
and Maintenance Manual, “Fluid
7. If high engine oil pressure is determined, refer to
“Reason for High Engine Oil Pressure”.
Reasons for Low Engine Oil
Pressure
Recommendations” for the correct engine oil.
NOTICE
Keep all parts clean from contaminants.
NOTICE
Contaminants may cause rapid wear and shortened
component life.
Perkins oil filters are manufactured to Perkins specifi-
cations. Use of an oil filter that is not recommended
by Perkins could result in severe damage to the en-
gine bearings, crankshaft, etc., as a result of the larg-
er waste particles from unfiltered oil entering the
engine lubricating system. Only use oil filters recom-
mended by Perkins.
NOTICE
Care must be taken to ensure that fluids are con-
tained during performance of inspection, mainte-
nance, testing, adjusting and repair of the product. Be
prepared to collect the fluid with suitable containers
before opening any compartment or disassembling
any component containing fluids.
3. If the engine oil bypass valves are held in the open
position, a reduction in the oil pressure can be the
result. This may be due to debris in the engine oil.
If the engine oil bypass valves are stuck in the
open position, remove each engine oil bypass
valve and clean each bypass valve in order to
correct this problem. You must also clean each
bypass valve bore. Install new engine oil filters.
New engine oil filters will prevent more debris from
causing this problem. For information on the repair
of the engine oil bypass valves, refer to
Dispose of all fluids according to local regulations and
mandates.
• Engine oil level is low. Refer to Step 1.
• Engine oil is contaminated. Refer to Step 2.
• The engine oil bypass valves are open. Refer to
Step 3.
Disassembly and Assembly, “Engine Oil Filter
Base - Disassemble”.
• The engine lubrication system is open. Refer to
Step 4.
4. An oil line or an oil passage that is open, broken, or
disconnected will cause low engine oil pressure.
An open lubrication system could be caused by a
piston cooling jet that is missing or damaged.
Determine the reason for an open lubrication
system of the engine and make the necessary
repairs.
• The oil pickup tube has a leak or a restricted inlet
screen. Refer to Step 5.
• The engine oil pump is faulty. Refer to Step 6.
• Engine Bearings have excessive clearance. Refer
to Step 7.
Note: The piston cooling jets direct engine oil toward
the bottom of the piston in order to cool the piston.
This also provides lubrication for the piston pin.
Breakage, a restriction or incorrect installation of the
piston cooling jets will cause seizure of the piston.
1. Check the engine oil level in the crankcase. The oil
level can possibly be too far below the oil pump
supply tube. This will cause the oil pump not to
have the ability to supply enough lubrication to the
engine components. If the engine oil level is low
add engine oil in order to obtain the correct engine
oil level. Refer to Operation and Maintenance
Manual, “Fluid Recommendations” for the correct
engine oil.
This document has been printed from SPI2. NOT FOR RESALE
44
UENR0632
Lubrication System
5. The inlet screen of the oil pickup tube for the
engine oil pump can have a restriction. This
restriction will cause cavitation and a loss of
engine oil pressure. Check the inlet screen on the
oil pickup tube and remove any material that may
be restricting engine oil flow. Low engine oil
pressure may also be the result of the oil pickup
tube that is drawing in air. Check the joints of the
oil pickup tube for cracks or a damaged O-ring
seal. Remove the engine oil pan in order to gain
access to the oil pickup tube and the oil screen.
Refer to Disassembly and Assembly, “Engine Oil
Pan - Remove and Install” for more information.
Engine oil pressure will be high if the engine oil
bypass valves become stuck in the closed position
and the engine oil flow is restricted. Foreign matter in
the engine oil system could be the cause for the
restriction of the oil flow and the movement of the
engine oil bypass valves. If the engine oil bypass
valves are stuck in the closed position, remove each
bypass valve and clean each bypass valve in order to
correct this problem. You must also clean each
bypass valve bore. Install new engine oil filters. New
engine oil filters will prevent more debris from causing
this problem. For information on the repair of the
engine oil filter bypass valve, refer to Disassembly
and Assembly, “Engine Oil Filter Base -
Disassemble”.
6. Check the following problems that may occur to the
NOTICE
engine oil pump.
Perkins oil filters are manufactured to Perkins specifi-
cations. Use of an oil filter that is not recommended
by Perkins could result in severe damage to the en-
gine bearings, crankshaft, etc., as a result of the larg-
er waste particles from unfiltered oil entering the
engine lubricating system. Only use oil filters recom-
mended by Perkins.
a.
Air leakage in the supply side of the oil pump
will also cause cavitation and loss of oil
pressure. Check the supply side of the oil
pump and make necessary repairs. For
information on the repair of the engine oil
pump, refer to Disassembly and Assembly,
“Engine Oil Pump - Remove”.
i05998391
b.
Oil pump gears that have too much wear will
cause a reduction in oil pressure. Repair the
engine oil pump. For information on the repair
of the engine oil pump, refer to Disassembly
and Assembly, “Engine Oil Pump - Remove”.
Engine Oil Pump - Inspect
The inlet screen of the supply tube for the engine oil
pump can have a restriction. A restriction of the inlet
screen of the supply tube will cause cavitation and a
loss of oil pressure. Air leakage in the supply side of
the engine oil pump will also cause cavitation and
loss of oil pressure. If the bypass valve for the engine
oil pump is held in the open position, the lubrication
system cannot achieve maximum pressure. Oil pump
gears that have too much wear will cause a reduction
in the oil pressure.
7. Excessive clearance at engine bearings will cause
low engine oil pressure. Check the engine
components that have excessive bearing
clearance and make the necessary repairs.
Reason for High Engine Oil
Pressure
If any part of the engine oil pump is worn enough in
order to affect the performance of the engine oil
pump, the engine oil pump must be replaced.
NOTICE
Keep all parts clean from contaminants.
Contaminants may cause rapid wear and shortened
component life.
i02788840
Excessive Bearing Wear -
Inspect
NOTICE
Care must be taken to ensure that fluids are con-
tained during performance of inspection, mainte-
nance, testing, adjusting and repair of the product. Be
prepared to collect the fluid with suitable containers
before opening any compartment or disassembling
any component containing fluids.
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.
Dispose of all fluids according to local regulations and
mandates.
This document has been printed from SPI2. NOT FOR RESALE
UENR0632
45
Lubrication System
i02788843
Refer to Operation and Maintenance Manual for the
correct lubricating oil.
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
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:
• Leaks between worn valve guides and valve stems
• 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
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.
i05957450
Increased Engine Oil
Temperature - Inspect
If the oil temperature is high, then check for a
restriction in the oil passages of the oil cooler. A
restriction in the oil cooler will not cause low oil
pressure in the engine.
Determine if the oil cooler bypass valve is held in the
open position. This condition will allow the oil to pass
through the valve instead of the oil cooler. The oil
temperature will increase.
This document has been printed from SPI2. NOT FOR RESALE
46
UENR0632
Cooling System
Cooling System
4. Check for air in the cooling system. Air can enter
the cooling system in different ways. The following
items are some of the most common causes for air
in the cooling system:
• Filling the cooling system incorrectly
i06140768
Cooling System - Check
(Overheating)
• Combustion gas leakage into the cooling
system
• Loose hose clamp
Combustion gas can get into the system through
the following conditions: inside cracks, damaged
cylinder head and damaged cylinder head gasket.
A loose hose clamp can allow air into the cooling
system during the cooldown period. Air in the
cooling system causes a reduction in the cooling
capacity of the coolant.
Above normal coolant temperatures can be caused
by many conditions. Use the following procedure to
determine the cause of above normal coolant
temperatures:
5. Check the fan drive system. A fan drive system that
is not turning at the correct speed can cause
improper air speed across the radiator core. The
lack of proper air flow across the radiator core can
cause the coolant not to cool to the proper
temperature differential.
Personal injury can result from escaping fluid
under pressure.
If a pressure indication is shown on the indicator,
push the release valve in order to relieve pressure
before removing any hose from the radiator.
1. Check the coolant level in the cooling system.
Refer to Operation and Maintenance Manual,
“Cooling System Coolant Level - Check”. 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 cause a reduction in the
cooling of engine parts.
6. Check the water temperature gauge. A water
temperature gauge which does not work correctly
will not show the correct temperature. Refer to
Systems Operation, Testing and Adjusting,
“Cooling System - Test”.
7. 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.
2. Check the quality of the coolant. The coolant
should have the following properties:
• Color that is similar to new coolant
• Odor that is similar to new coolant
• Free from dirt and debris
8. Check the radiator.
a.
Check the radiator for a restriction to coolant
flow. Check the radiator for debris, for dirt, or
for deposits on the inside of the radiator core.
Debris, dirt, or deposits will restrict the flow of
coolant through the radiator.
If the coolant does not have these properties, drain
the system and flush the system. Refill the cooling
system with the correct mixture of water,
antifreeze, and coolant conditioner. Refer to
Operation and Maintenance Manual, “General
Coolant Information”.
b.
Check for debris or for damage between the
fins of the radiator core. Debris between the
fins of the radiator core restricts air flow
through the radiator core. Refer to Systems
Operation, Testing and Adjusting, “Cooling
System - Inspect”.
3. Check the coolant mixture of antifreeze and water.
The mixture should be approximately 50 percent
water and 50 percent antifreeze with 3 to 6 percent
coolant conditioner. Refer to Operation and
Maintenance Manual, “General Coolant
Information”. If the coolant mixture is incorrect,
drain the cooling system and flush the cooling
system. Refill the cooling system with the correct
mixture of water, antifreeze, and coolant
conditioner.
This document has been printed from SPI2. NOT FOR RESALE
UENR0632
47
Cooling System
12. Check the cooling system hoses and clamps.
c.
Check for missing radiator baffles or for
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 can become soft. Also, hoses can 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. Refer to
Operation and Maintenance Manual, “Hoses and
Clamps - Inspect/Replace”.
damaged radiator baffles. Radiator baffles
prevent recirculation of air around the sides of
the radiator. A missing radiator baffle or a
damaged radiator baffle raises the
temperature of the air that goes through the
radiator.
d.
Ensure that the radiator size is according to
the OEM specifications. An undersized
radiator does not have enough area for the
effective release of heat. This may cause the
engine to run at a temperature that is higher
than normal. The normal temperature is
dependent on the ambient temperature.
13. 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 can cause higher than
normal temperatures in the cooling system. Refer
to Systems Operation, Testing and Adjusting, “Air
Inlet and Exhaust System - Inspect”.
9. Check the filler cap. A pressure drop in the radiator
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”.
a.
If the measured restriction is higher than the
maximum permissible restriction, remove the
foreign material from the engine air cleaner
element or install a new engine air cleaner
element. Refer to Operation and Maintenance
Manual, “Engine Air Cleaner Element - Clean/
Replace”.
10. Check the fan and/or the fan shroud.
a.
b.
Ensure that the fan is installed correctly.
Improper installation of the fan can cause
engine overheating.
The fan must be large enough to send air
through most of the area of the radiator core.
Ensure that the size of the fan and the position
of the fan are according to the OEM
specifications.
b.
c.
Check the air inlet system for a restriction
again.
If the measured restriction is still higher than
the maximum permissible restriction, check
the air inlet piping for a restriction.
c.
The fan shroud and the radiator baffling must
be the proper size. The fan shroud and the
radiator baffling must be positioned correctly.
The size of the fan shroud and the position of
the fan shroud should meet the OEM
14. 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.
specifications. The size of the radiator baffling
and the position of the radiator baffling should
meet the OEM specifications.
a.
Make a visual inspection of the exhaust
system. Check for damage to exhaust piping.
Also, check for a damaged muffler. If no
damage is found, check the exhaust system
for a restriction. Refer to Systems Operation,
Testing and Adjusting, “Air Inlet and Exhaust
System - Inspect”.
11. Inspect the drive belt.
A worn or damaged drive belt will cause a
reduction in the air flow across the radiator.
Inspect the belt for cracks, splits, glazing,
grease, displacement of the cord and evidence
of fluid contamination. Refer to Operation and
Maintenance Manual, “Belt - Inspect” for more
information.
a.
b.
c.
If the measured restriction is higher than the
maximum permissible restriction, there is a
restriction in the exhaust system. Repair the
exhaust system, as required.
Ensure that the exhaust gas is not being
drawn into the cooling air inlet.
This document has been printed from SPI2. NOT FOR RESALE
48
UENR0632
Cooling System
15. Check the shunt line. The shunt line must be
submerged in the expansion tank. A restriction of
the shunt line from the radiator top tank to the
engine water pump inlet will cause a reduction in
water pump efficiency. A reduction in water pump
efficiency will result in low coolant flow and
overheating.
i02788851
Cooling System - Inspect
Cooling systems that are not regularly inspected are
the cause for increased engine temperatures. Make a
visual inspection of the cooling system before any
tests are performed.
16. 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 Systems
Operation, Testing and Adjusting, “Water
Personal injury can result from escaping fluid
under pressure.
Temperature Regulator - Test”.
If a pressure indication is shown on the indicator,
push the release valve in order to relieve pressure
before removing any hose from the radiator.
17. Check the water pump. A water pump with a
damaged impeller does not pump enough coolant
for correct engine cooling. Remove the water
pump and check for damage to the impeller. Refer
to Systems Operation, Testing and Adjusting,
“Water Pump - Test”.
1. Check the coolant level in the cooling system.
Refer to Operation and Maintenance Manual,
“Cooling System Coolant Level - Check”.
18. Check the air flow through the engine
2. Check the quality of the coolant. The coolant
should have the following properties:
compartment. The air flow through the radiator
comes out of the engine compartment. Ensure that
the filters, the air conditioner, and similar items are
not installed in a way that prevents the free flow of
air through the engine compartment.
• Color that is similar to new coolant
• Odor that is similar to new coolant
• Free from dirt and debris
19. Check the aftercooler. A restriction of air flow
through the air to air aftercooler (if equipped) can
cause overheating. Check for debris or deposits
which would prevent the free flow of air through the
aftercooler.
If the coolant does not have these properties, drain
the system and flush the system. Refill the cooling
system with the correct mixture of water,
antifreeze, and coolant conditioner. Refer to
Operation and Maintenance Manual, “Fluid
Recommendations”.
20. 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.
3. Look for leaks in the system.
Note: A small amount of coolant leakage across the
surface of the water pump seals is normal. This
leakage is required in order to provide lubrication for
this type of seal. A hole is provided in the water pump
housing in order to allow this coolant/seal lubricant to
drain from the pump housing. Intermittent leakage of
small amounts of coolant from this hole is not an
indication of water pump seal failure.
21. Consider high altitude operation. The cooling
capacity of the cooling system goes down as the
engine is operated at higher altitudes. A
pressurized cooling system that is large enough to
keep the coolant from boiling must be used.
22. The engine may be running in the lug condition.
When the load that is applied to the engine is too
large, the engine will run in the lug condition. When
the engine is running in the lug condition, engine
rpm does not increase with an increase of fuel.
This lower engine rpm causes a reduction in air
flow through the radiator. This lower engine rpm
also 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. Ensure that the air flow through the radiator does
not have a restriction. Look for bent core fins
between the folded cores of the radiator. Also, look
for debris between the folded cores of the radiator.
5. Inspect the drive belts for the fan.
6. Check for damage to the fan blades.
7. Look for air or combustion gas in the cooling
system.
8. Inspect the filler cap, and check the surface that
seals the filler cap. This surface must be clean.
This document has been printed from SPI2. NOT FOR RESALE
UENR0632
49
Cooling System
i06196445
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.
Cooling System - Test
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 proper level in the sight
glass.
This engine has a pressure type cooling system. A
pressure type cooling system has two advantages.
The cooling system can be operated in a safe manner
at a temperature higher than the normal boiling point
(steam) of water.
Checking the Filler Cap
This type of system prevents cavitation in the water
pump. Cavitation is the forming of low-pressure
bubbles in liquids that are caused by mechanical
forces. It is difficult to create a pocket of air in this type
of cooling system.
Table 10
Required Tools
Tool
Part Number
Part Description
Qty
A
GE50031
Pressurizing Pump
1
One cause for a pressure loss in the cooling system
can be a damaged seal on the radiator filler cap.
Illustration 42
g00921815
Boiling point of water
Remember that temperature and pressure work
together. When a diagnosis is made of a cooling
system problem, temperature and pressure must be
checked. Cooling system pressure will have an effect
on the cooling system temperature. For an example,
refer to Illustration 42 . 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.
Illustration 43
g01096114
Typical schematic of filler cap
(1) Sealing surface of both filler cap and radiator
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.
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.
Remove filler cap slowly to relieve pressure only
when engine is stopped and radiator cap is cool
enough to touch with your bare hand.
Cooling
Avoid contact with skin and eyes.
System Conditioner contains alkali.
Cooling System Conditioner contains
Avoid contact with skin and eyes.
alkali.
To check for the amount of pressure that opens the
filler cap, use the following procedure:
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.
1. After the engine cools, carefully loosen the filler
cap. Slowly release the pressure from the cooling
system. Then, remove the filler cap.
This document has been printed from SPI2. NOT FOR RESALE
50
UENR0632
Cooling System
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:
4. Take the pressure reading on the gauge to 20 kPa
(3 psi) more than the pressure on the filler cap.
5. Check the radiator for leakage on the outside.
• Filler cap
• Seal
6. Check all connection points for leakage, and check
the hoses for leakage.
The cooling system does not have leakage only if the
following conditions exist:.
• Surface for seal
Remove any deposits that are found on these
items, and remove any material that is found on
these items.
• You do not observe any outside leakage.
• The reading remains steady after five minutes.
2. Install the filler cap onto Tooling (A).
The inside of the cooling system has leakage only if
the following conditions exist:
3. Look at the gauge for the exact pressure that
opens the filler cap.
• The reading on the gauge goes down.
• You do NOTobserve any outside leakage.
Make any repairs, as required.
4. Compare the gauge reading with the opening
pressure that is listed on the filler cap.
5. If the filler cap is damaged, replace the filler cap.
Test For The Water Temperature
Gauge
Testing The Radiator And Cooling
System For Leaks
Table 12
Table 11
Required Tools
Required Tools
Tool
Part Number
Part Description
Qty
Tool
Part Number
Part Description
Qty
A
-
Thermometer
1
A
GE50031
Pressurizing Pump
1
Use the following procedure in order to check the
cooling system for leaks:
Personal injury can result from escaping fluid
under pressure.
If a pressure indication is shown on the indicator,
push the release valve in order to relieve pressure
before removing any hose from the radiator.
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.
Making contact with a running engine can cause
burns from hot parts and can cause injury from
rotating parts.
Remove filler cap slowly to relieve pressure only
when engine is stopped and radiator cap is cool
enough to touch with your bare hand.
When working on an engine that is running, avoid
contact with hot parts and rotating parts.
Cooling System Conditioner contains
Avoid contact with skin and eyes.
alkali.
Check the accuracy of the water temperature
indicator or water temperature sensor if you find
either of the following conditions:
1. After the engine is cool, loosen the filler cap slowly
and allow pressure out of the cooling system. Then
remove the filler cap from the radiator.
• The engine runs at a temperature that is too hot,
but a normal temperature is indicated. A loss of
coolant is found.
2. Ensure that the coolant level is above the top of the
radiator core.
• The engine runs at a normal temperature, but a hot
temperature is indicated. No loss of coolant is
found.
3. Install Tooling (A) onto the radiator.
This document has been printed from SPI2. NOT FOR RESALE
UENR0632
51
Cooling System
Coolant temperature can also be read on the display
screens of the Electronic Service Tool.
3. Hang the water temperature regulator in the
container of water. The water temperature
regulator must be below the surface of the water
and away from the sides and the bottom of the
container.
4. Keep the water at the correct temperature for ten
minutes.
5. After ten minutes, remove the water temperature
regulator. Ensure that the water temperature
regulator is open.
Replace the water temperature regulator if the
water temperature regulator is not open at the
specified temperature. Refer to Specifications,
“Water Temperature Regulator”.
i02788939
Water Pump - Test
Illustration 44
g03863733
Table 13
Typical example
(1) Water manifold assembly
Required Tools
Tool
Part Number
Part Description
Qty
Remove a plug from water manifold assembly (1).
Install Tooling (A) in the open port:
A
GE50033
Pressure Gauge
1
A temperature indicator of known accuracy can also
be used to make this check.
Start the engine. Run the engine until the temperature
reaches the desired range according to the test
thermometer. If necessary, place a cover over part of
the radiator in order to cause a restriction of the air
flow. The reading on the water temperature indicator
should agree with the test thermometer within the
tolerance range of the water temperature indicator.
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.
i02788898
Water Temperature Regulator -
Test
Personal injury can result from escaping fluid
under pressure.
If a pressure indication is shown on the indicator,
push the release valve in order to relieve pressure
before removing any hose from the radiator.
1. Remove the water temperature regulator from the
engine.
2. Heat water in a suitable container until the
temperature is 98 °C (208 °F).
This document has been printed from SPI2. NOT FOR RESALE
52
UENR0632
Cooling System
Illustration 45
g01417901
Typical example
(1) Port
(2) Water manifold
Perform the following procedure in order to determine
if the water pump is operating correctly:
1. Remove one plug from port (1).
2. Install Tooling (A) in port (1).
3. Start the engine. Run the engine until the coolant is
at operating temperature. Refer to Specifications,
“Water Temperature Regulator” for further
information.
4. Note the water pump pressure. The water pump
pressure should be 100 to 125 kPa (15 to 18 psi).
This document has been printed from SPI2. NOT FOR RESALE
UENR0632
53
Basic Engine
Basic Engine
If necessary, replace the connecting rod bearings.
Refer to Disassembly and Assembly, “Connecting
Rod Bearings - Remove” and Disassembly and
Assembly, “Connecting Rod Bearings - Install” for the
correct procedure.
i02788973
i02801041
Piston Ring Groove - Inspect
Main Bearings - Inspect
Inspect the Piston and the Piston
Rings
Main bearings are available with smaller inside
diameters than the original size bearings. These
bearings are for crankshafts that have been ground.
1. Check the piston for wear and other damage.
If necessary, replace the main bearings. Refer to
Disassembly and Assembly, “Crankshaft Main
Bearings - Remove and Install” for the correct
procedure.
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
i02801042
Cylinder Block - Inspect
1. Remove the piston rings and clean the grooves
and the piston rings.
2. Fit new piston rings in the piston grooves.
1. Clean all of the coolant passages and the oil
passages.
3. Check the clearance for the piston ring by placing a
suitable feeler gauge between the piston groove
and the top of piston ring. Refer to Specifications,
“Piston and Rings” for the dimensions.
2. Check the cylinder block for cracks and damage.
3. The top deck of the cylinder block must not be
machined. This will affect the depth of the cylinder
liner flange and the piston height above the
cylinder block.
Inspect the Piston Ring End Gap
1. Clean all carbon from the top of the cylinder bores.
4. Check the front camshaft bearing for wear. Refer to
Specifications, “Camshaft Bearings” for the correct
specification of the camshaft bearing. 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.
2. Place each piston ring in the cylinder bore just
below the cylinder ring ridge.
3. Use a suitable feeler gauge to measure piston ring
end gap. Refer to Specifications, “Piston and
Rings” for the dimensions.
Note: The coil spring must be removed from the oil
control ring before the gap of the oil control ring is
measured.
i03625788
i02799220
Cylinder Liner Projection -
Connecting Rod Bearings -
Inspect
Inspect
Table 14
The connecting rod bearings fit tightly in the bore in
the rod. If the bearing joints are worn, check the bore
size. This can be an indication of wear because of a
loose fit.
Required Tools
Tool
Part Number
Part Description
Qty
Connecting rod bearings are available with smaller
inside diameters than the original size bearings.
These bearings are for crankshafts that have been
ground.
(continued)
This document has been printed from SPI2. NOT FOR RESALE
54
UENR0632
Basic Engine
(Table 14, contd)
(Table 15, contd)
A
B
C
D
29990021
Clamp bolt (M16 x 2 mm)
6
Maximum Variation in Each
Liner
0.050 mm (0.0020 inch)
CH12571
GE50006
GE50007
Hard Washer
Clamp washer
Maximum Average Variation
Between Adjacent Liners
0.08 mm (0.0031 inch)
0.100 mm (0.0040 inch)
6
6
Clamp washer
Maximum Variation Between
All 6 Liners
Cylinder liner projection
tool
E
GE50002
1
9. If a liner does not meet the recommended cylinder
liner projection specification, check the following
parts:
1. Clean the cylinder liner flange and the cylinder
block surface. Remove, any nicks on the top of the
cylinder block (1).
• The depth of the cylinder block bore should be
100.00 ± 0.03 mm (3.937 ± 0.001 inch).
2. Install the cylinder liners to the cylinder block
without seals or bands. Ensure that the cylinder
liners are installed to the original positions.
• The liner flange should be 100.12 ± 0.03 mm
(3.942 ± 0.001 inch).
If the dimensions for the liner flange do not match
the specifications, replace the liner. Then repeat
the liner projection measurements. If the
dimensions for the depth of the cylinder block bore
do not match the specifications, replace the
cylinder block. Then repeat the liner projection
measurements.
Illustration 46
g01944741
3. Install Tooling (B), Tooling (C) and Tooling (D) to
Tooling (A). Install Tooling (A) around the liner (2).
Refer to illustration 46 .
4. Tighten the clamp bolts to a torque of 14 N·m
(10 lb ft).
5. Use Tooling (E) to measure the cylinder liner
projection at “A” , “B” , “C” and “D” . Refer to
illustration 47 .
6. Record the measurements for the cylinder.
7. Repeat steps 3 to 6 for each cylinder.
8. Add the four readings for each cylinder. Divide the
sum by four in order to find the average.
Table 15
Specifications
0.06 to 0.18 mm
Liner Projection
( 0.0024 to 0.0071 inch)
(continued)
This document has been printed from SPI2. NOT FOR RESALE
