Perkins 2000 Series Workshop Manual.

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Perkins 2000 Series

WORKSHOP MANUAL

6 cylinder diesel enginesfor industrial applications

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Publication TPD 3245, Issue 2.© Proprietary information of Perkins Group Limited, all rights reserved.The information is correct at the time of print.Published in September 1999 by Technical Publications,Perkins Engines Company Limited, Lancaster Road, Shrewsbury, Shropshire, SY1 3NX, England

is document has been printed from SPI². Not for Resale

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This document has been printed from SPI². Not for Resale

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Contents

10 General informationIntroduction ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 11

New 2000 Series engines . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 11

Cylinder bore identification . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 11

Engine identification . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 12

General safety precautions .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 13

Safety . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 14

Engine lift equipment ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 14

Asbestos joints . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 14

Dangers from used engine oils ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 15

Environmental protection ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 15

Viton seals . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 15

Practical information ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 16

11 SpecificationsBasic engine data . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 19

Recommended specific applied torques ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 22

Recommended nominal applied torques ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 24

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12 Cylinder head assemblyRocker cover12-1 To remove and to fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 25

Rocker assembly12-2 To remove and to fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 26

Tappet clearances12-3 To check and to adjust ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 27

Cylinder head12-4 To remove and to fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 2812-5 Procedure for retightening of the cylinder head bolts ... ... ... ... ... ... ... ... ... ... ... 3112-6 To dismantle and to assemble ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 3212-7 To clean and to inspect the cylinder head . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 3412-8 To renew a valve spring with the cylinder head installed ... ... ... ... ... ... ... ... ... ... 3412-9 To correct a valve seat .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 3512-10 To remove a valve seat insert .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 3612-11 To fit a valve seat insert ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 3612-12 To inspect the valve guides . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 3712-13 To renew a valve guide ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 37

Valves, valve springs and valve rotators12-14 To remove and to fit . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 3812-15 To clean and to inspect ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 38

Fuel injector sleeves12-16 To remove and to fit . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 39

Push rods12-17 To remove and to fit . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 4112-18 To inspect ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 41

Fits and clearances - Rocker assemblies ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 42

Fits and clearances - Cylinder heads and valve assemblies ... ... ... ... ... ... ... ... ... 43

13 Piston and connecting rod assemblyGeneral description ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 45

Piston and connecting rod assembly13-1 To remove and to fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 4713-2 To dismantle and to assemble ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 49

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Piston and rings13-3 To inspect .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 50

Connecting rod13-4 To inspect .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 50

Small end bushes13-5 To renew ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 51

Fits and clearances ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 52

14 Crankshaft assemblyGeneral description .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 57

Damper and pulley - early engines14-1 To remove and to fit .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 58

Damper and pulley - new engines14-2 To remove and to fit .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 59

Crankshaft hub and front oil seal14-3 To remove and to fit .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 6014-4 To fit a new oil seal to a wheelcase removed from the engine . ... ... ... ... ... ... ... . 61

Rear oil seal14-5 To remove and to fit .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 62

Crankshaft14-6 To remove and to fit .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 6314-7 To inspect .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 64

Fits and clearances ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 65

15 Wheelcase and drive assemblyGeneral description .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 67

Wheelcase15-1 To remove and to fit .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 68

Backplate15-2 To remove and to fit .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 68



Camshaft gear - bolt-on type15-3 To remove and to fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 71

Camshaft gear - integral type15-4 To remove and to fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 7215-5 To inspect .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 73

Idler gear15-6 To remove and to fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 7415-7 To set the gear backlash ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 75

Fits and clearances ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 77

16 Cylinder block assemblyGeneral description ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 79

Crankcase16-1 To fit to and to remove from a build stand . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 8016-2 To dismantle and to assemble ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 8116-3 To inspect .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 90

Cylinder liners16-4 To remove and to fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 9116-5 To clean and to inspect .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 92

Cam followers16-6 To remove and to fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 93

Camshaft16-7 To remove and to fit - bolt-on type . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 9416-8 To remove and to fit - integral type ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 9516-9 To inspect .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 96

Fits and clearances ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 97

17 Engine timingValve timing17-1 To check ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 99

Fuel injection pump timing17-2 To check and to adjust ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 100



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18 Aspiration systemGeneral description .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 103

Aspiration system maintenance .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 103

Turbocharger18-1 To remove and to fit .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 10518-2 How to check the waste-gate ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 105

Turbochargers: OE49342, OE50642, OE51140, and OE5143018-3 To dismantle and to assemble .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 10618-4 To clean and to inspect . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 108

Turbocharger: OE5067418-5 To dismantle and to assemble .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 10918-6 To clean and to inspect . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 111

Turbochargers: OE52534 and OE5253518-7 To dismantle and to assemble .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 11218-8 To clean and to inspect . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 114

Inlet manifold18-9 To remove and to fit .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 115

Exhaust manifold18-10 To remove and to fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 115

19 Lubrication systemGeneral description .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 117

Lubricating oil filter19-1 To renew the canister ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 120

By-pass filter/separator19-2 To renew the canisters .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 121

Sump19-3 To remove and to fit .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 122

Sump drain plugs .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 123

Lubricating oil pump19-4 To remove and to fit .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 12419-5 To dismantle and to assemble .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 12519-6 To inspect .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 125



Oil pressure relief valve19-7 To dismantle and to assemble ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 12619-8 To inspect .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 126

20 Fuel systemGeneral description ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 128

Overhaul instructions ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 128

Fuel injectors20-1 To remove and to fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 12920-2 To dismantle and to assemble ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 13120-3 To clean and to inspect .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 13120-4 To set and to test ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 133

Fuel lift pumps ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 135

Single acting type20-5 To remove and to fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 13520-6 To dismantle and to assemble ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 135

Double acting type20-7 To remove and to fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 13620-8 To dismantle and to assemble ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 13620-9 To test ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 137

Fuel injection pump20-10 To remove and to fit . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 13820-11 How to eliminate air from the fuel system ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 141

Air stop cylinder20-12 How to set the air-operated stop cylinder ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 142

21 Cooling systemGeneral description ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 143

Radiator21-1 To remove and to fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 146

Fan21-2 To remove and to fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 147



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Fan drive belts21-3 How to check the fan belts ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 14821-4 How to adjust the tension of the fan belts . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 148

Coolant pump21-5 To remove and to fit .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 14921-6 To dismantle and to assemble .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 15021-7 To inspect .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 153

Thermostat21-8 How to check the operating temperatures ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 15421-9 How to check the operating speed ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 155

Oil cooler21-10 To dismantle and to assemble ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 15621-11 To inspect ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 157

22 Flywheel and flywheel housingGeneral description .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 159

Flywheel22-1 To remove and to fit .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 16122-2 To inspect .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 161

Flywheel housing22-3 To remove and to fit .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 162

23 Electrical equipmentGeneral description .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 163

Alternator drive belts23-1 To check and to adjust the tension ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 165

Alternator23-2 To remove and to fit .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 166

Starter motor . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 16723-3 To remove and to fit .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 16723-4 To dismantle and to assemble the solenoid switch ... ... ... ... ... ... ... ... ... ... ... ... 16723-5 To dismantle and to assemble the starter motor ... ... ... ... ... ... ... ... ... ... ... ... ... 16923-6 To clean ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 17123-7 To inspect and to correct ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 17123-8 To test ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 17223-9 To fit the main starter cables . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 172



Engine stop solenoid23-10 How to adjust the linkage . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 173

24 Auxiliary equipmentCompressor24-1 To remove and to fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 17524-2 Compressor gear alignment .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 177

25 Running-in and testGeneral description ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 179

Running-in and test25-1 To run the engine ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 18025-2 To check the consumption rate of the engine lubricating oil .. ... ... ... ... ... ... ... .. 181

26 List of special toolsSpecial tools .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 184



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General information 10

Introduction

This workshop manual has been designed to provide assistance in the service and the overhaul of 2000 Series engines. Most of the general information, which is included in the User’s Handbook (sections 1 to 9), has not been repeated in this Workshop Manual and the two publications should be used together.

Read the ‘Safety precautions’ and remember them. They are given for your protection and must be applied at all times.

To ensure that you use the correct information for your specific engine type, refer to ‘Engine identification’ on page 12.

Danger is indicated in the text by two methods:

Warning! This indicates that there is a possible danger to the person.

Caution: This indicates that there is a possible danger to the engine.

Note: Is used where the information is important, but there is not a danger.

New 2000 Series engines

A number of specification changes were made to engines produced after July 1996. The changes were introduced on generator set engines from the following engine specification numbers:

2006TG1A SCG0602232006TG2A SGH0602242006TWG2 SGK0602252006TAG2 SGB0602262006TTAG SGJ060227

These engines can be identified by the type of sump fitted. Engines manufactured to the later specification are fitted with a sump made from a composite material. The sumps of earlier engines are made from aluminium.

The specification changes were not applied to industrial engines until August 1998 (specification number: SPD060427) and then to only certain engines. Additionally, industrial engines may be manufactured to the new specification, but retain the aluminium sump.

Perkins Engines Company Limited

is document has been printe

If the specification of your engine is in doubt, contact your Perkins distributor.

In this publication engines manufactured to the later specification will be referred to as New 2000 series engines.

Cylinder bore identification

The left and right sides of the engine are as seen from the rear (flywheel) end.

The numbers of the cylinders start from the front of the crankcase.

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d from SPI². Not for Resale

10 Engine identification

The engine number is stamped on the data plate which is fastened to the left side of the crankcase.

For early engines, a typical engine number is: 8B13718U 66381T, which consists of these codes:

8B Engine family

13718 Engine number

U Country of manufacture

66381 Build line number

T Year of manufacture

Engines made after August 1994, have a new engine number system. For these engines, a typical number is: SGK 06 0024 U 2238 B, which consists of these codes:

SG Engine application

K Engine type

06 Number of engine cylinders

0024 Engine specification number

U The country of manufacture

2238 Build line number

B Year of manufacture

Units such as the fuel injection pump and turbochargers have their own data plates.

If you need parts, service or information for your engine, you must give the complete engine number to your Perkins distributor.



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10General safety precautions

These safety precautions are important. Reference must also be made to the local regulations in the country of operation.

Only use these engines in the type of application for which they have been designed.Do not change the specification of the engine.Do not smoke when you put fuel in the tank.Clean away fuel which has been spilt. Material which has been contaminated by fuel must be moved to a safe place.Do not put fuel in the tank while the engine runs (unless it is absolutely necessary).Do not clean, add lubricating oil, or adjust the engine while it runs (unless you have had the correct training; even then extreme caution must be used to prevent injury).Do not make adjustments that you do not understand.Ensure that the engine does not run in a location where it can cause a concentration of toxic emissions.Other persons must be kept at a safe distance while the engine or equipment is in operation.Do not permit loose clothing or long hair near moving parts.Keep away from moving parts during engine operation. Warning! The fan cannot be seen clearly while the engine runs.Do not operate the engine if a safety guard has been removed.Do not remove the filler cap of the cooling system while the engine is hot and while the coolant is under pressure as dangerous hot coolant can be discharged.Fuel and oil pipes MUST be inspected for cracks or damage before they are fitted to the engine.Do not allow sparks or fire near the batteries (especially when the batteries are on charge), because the gases from the electrolyte are highly flammable. The battery fluid is dangerous to the skin and especially to the eyes.Disconnect the battery terminals before a repair is made to the electrical system.Only one person must control the engine.Ensure that the engine is operated only from the control panel or from the operator’s position.Be extremely careful if emergency repairs must be made in adverse conditions.If your skin comes into contact with high pressure fuel, obtain medical assistance immediately.

Read and use the instructions relevant to lift equipment which are given on page 14.Always use a safety cage to protect the operator when a component is to be pressure tested in a tank of water. Fit safety wires to secure the plugs which seal the hose connections of a component which is to be pressure tested.Do not allow compressed air to contact your skin. If compressed air enters your skin, obtain medical help immediately.Turbochargers operate at a high speed and at high temperatures. Keep fingers, tools and other items away from the inlet and outlet ports of the turbocharger and prevent contact with hot surfaces.Diesel fuel and lubricating oil (especially used lubricating oil) can damage the skin of certain persons. Protect your hands with gloves or a special solution to protect the skin.Do not wear clothing which is contaminated by lubricating oil. Do not put material which is contaminated with oil into the pockets.Discard used lubricating oil in a safe place to prevent contamination.Ensure that the control lever of the transmission drive is in the ‘out-of-drive’ position before the engine is started.The combustible material of some components of the engine (for example certain seals) can become extremely dangerous if it is burned. Never allow this burnt material to come into contact with the skin or with the eyes.Fit only genuine Perkins parts.



10 Safety

Engine lift equipment

Use only the lift equipment which is designed for the engine. The part number for the lift adaptor to use for the engine is: 21825 821.

Use lift equipment or obtain assistance to lift heavy engine components such as the cylinder block, cylinder head, flywheel housing, crankshaft and flywheel.

Check the engine lift brackets for security before the engine is lifted.

Asbestos joints

Some joints and gaskets contain compressed asbestos fibres in a rubber compound or in a metal outer cover. The ‘white’ asbestos (Chrysotile) which is used is a safer type of asbestos and the danger of damage to health is extremely small.

Contact with asbestos particles normally occurs at joint edges or where a joint is damaged during removal, or where a joint is removed by an abrasive method.

To ensure that the risk is kept to a minimum, the procedures given below must be followed when an engine which has asbestos joints is dismantled or assembled.

Work in an area with good ventilation.Do NOT smoke.Use a hand scraper to remove the joints - do NOT use a rotary wire brush.Ensure that the joint to be removed is wet with oil or water to contain any loose particles.Spray all asbestos debris with water and place it in a closed container which can be sealed for safe disposal.

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10Dangers from used engine oils

Prolonged and repeated contact with mineral oil will result in the removal of natural oils from the skin, leading to dryness, irritation and dermatitis. The oil also contains potentially harmful contaminants which may result in skin cancer.

Adequate means of skin protection and washing facilities should be readily available.

The following is a list of ‘Health Protection Precautions’, suggested to minimise the risk of contamination.

1 Avoid prolonged and repeated contact with used engine oils2 Wear protective clothing, including impervious gloves where applicable.3 Do not put oily rags into pockets.4 Avoid contaminating clothes, particularly underwear, with oil.5 Overalls must be cleaned regularly. Discard unwashable clothing and oil impregnated footwear.6 First aid treatment should be obtained immediately for open cuts and wounds.7 Apply barrier creams before each period of work to aid the removal of mineral oil from the skin.8 Wash with soap and hot water, or alternatively use a skin cleanser and a nail brush, to ensure that all oil is removed from the skin. Preparations containing lanolin will help replace the natural skin oils which have been removed.9 Do NOT use petrol, kerosene, diesel fuel, gas oil, thinners or solvents for washing the skin.10 If a skin disorder appears, medical advice must be taken.11 Degrease components before handling if practicable.12 Where there is the possibility of a risk to the eyes, goggles or a face shield should be worn. An eye wash facility should be readily available.

Environmental protection

There is legislation to protect the environment from the incorrect disposal of used lubricating oil. To ensure that the environment is protected, consult your Local Authority who can give advice.

Viton seals

Some seals used in engines and in components fitted to engines are made from Viton.

Viton is used by many manufacturers and is a safe material under normal conditions of operation.

If Viton is burned, a product of this burnt material is an acid which is extremely dangerous. Never allow this burnt material to come into contact with the skin or with the eyes.

If it is necessary to come into contact with components which have been burnt, ensure that the precautions which follow are used:

Ensure that the components have cooled.Use Neoprene gloves and discard the gloves safely after use.Wash the area with a calcium hydroxide solution and then with clean water.Disposal of gloves and components which are contaminated, must be in accordance with local regulations.

If there is contamination of the skin or eyes, wash the affected area with a continuous supply of clean water or with a calcium hydroxide solution for 15-60 minutes. Obtain immediate medical attention.



10 Practical information

To clean components

It is important that the work area is kept clean and that the components are protected from dirt and other debris. Ensure that dirt does not contaminate the fuel system.

Before a component is removed from the engine, clean around the component and ensure that all openings, disconnected hoses and pipes are sealed.

Remove, clean and inspect each component carefully. If it is usable, put it in a clean dry place until needed. Ball and roller bearings must be cleaned thoroughly and inspected. If the bearings are usable, they must be flushed in low viscosity oil and protected with clean paper until needed.

Before the components are assembled, ensure that the area is as free from dust and dirt as possible. Inspect each component immediately before it is fitted, wash all pipes and ports and pass dry compressed air through them before connections are made.

Use suitable gloves for protection when components are degreased or cleaned with trichloroethylene, white spirit, etc. Degreasing solutions which are basically trichloroethane are not recommended.

Suitable fluids to clean and to protect components

Warning! Full information for the use of all the products listed below and for their safe disposal, and especially for the health and safety of the personnel who use them, will be found in the Manufacturer’s data.

Ardrox 667: Ardrox Limited, Brentford, Middlesex.

Maxan 774: Henkel Chemicals Limited,Edgeware Road, London.

These products are basically methylene chloride and are safe to use on most metals for the removal of carbon and to remove paint. They can damage rubber and most plastic materials.

Method of use

The components to be degreased must be lowered completely into the degreasing solution. Allow enough time to elapse for the components to be thoroughly cleaned. Subsequently, the components must be thoroughly flushed in clean water. In use, maintain a layer of water at least 76 mm (3 inches) deep above the cleaning fluid to ensure that vapour and toxic gases are not released.

Warning! Do NOT smoke near the container. Protection for the eyes and for the skin must be used always during the use of these fluids, and the container must be in a place with good ventilation.

Oil seals

Apply petroleum jelly to oil seals before they are fitted, and do not damage the lip of the seal on sharp edges. Unless other specifications apply, fit the seal with the edge of the lip toward the bearing.

Hose connections

Do not use a screwdriver to remove hoses by force because adaptors or pipe connections can be damaged. Cut through the hose and then cut the ends of the hose from the adaptor or pipe connection.

When a new hose is fitted, a suitable rubber lubricant can be used instead of antifreeze, water or french chalk. Never lubricate a hose with oil or grease.

Gaskets, joints and ‘O’ rings

Discard all used items if an engine or a component is dismantled and fit only new and correct parts.

If a jointing compound is needed, ‘Hylomar PL 32’ jointing compound is recommended for use, but on metal joints ONLY. Only a thin application is needed, an excessive quantity of compound can restrict the flow of fluids in pipes and passages.

Caution: ‘Hylomar’ jointing compound must NOT be used in contact with any fibre joints as the solvent contained in ‘Hylomar’ can damage the joint material.

Apply a small amount of a suitable lubricant to ‘O’ ring seals to prevent damage during assembly.



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10Locking devices

Split pins, locking plates and tab washers which have been used must be discarded. Stiffnuts can be used again only if they have not lost their grip and the original torque is needed to turn them.

There must be a minimum protrusion of one full thread of the bolt or stud through the stiffnut when it is tightened fully.

Discard all stiffnuts which have nylon or fibre inserts.

Application of thread locking compounds

Remove all oil, grease and dirt from engine parts before thread locking compounds are applied to them. Most thread locking compounds have a date by which they must be used. Do not use any compounds after their expiry date.

Fits and clearances

The dimensions given at the end of each section are acceptable limits. The components which have measurements within these limits are acceptable for a complete period of service.

Certain components which are worn by more than these limits can be corrected in accordance with a Service Reclamation Scheme (SRS). Information about the Service Reclamation Schemes is available from the Service Department at Perkins Engines Company Limited, Shrewsbury.

Special tools

Special tools are available for specific jobs and should be used, where recommended, to save time and prevent damage to parts. These tools are listed in section 25.

Applied torques

The specifications for applied torques, which are given in section 11, apply to certain bolts and nuts where damage or failure can occur if they are incorrectly tightened.

Where joints are fitted, for example, between the cylinder head and the crankcase, it is also important that bolts and nuts are tightened evenly and gradually, and in the correct sequence.

The torque wrenches listed below are suitable for the requirements of the engine and are available from Perkins Distributors.

Range Part number

8 to 54 Nm (6 to 40 lbf ft) 21825 846

30 to 150 Nm (20 to 110 lbf ft) 21825 991

70 to 310 Nm (50 to 230 lbf ft) 21825 992

Checks for cracks

When possible, it is recommended that components which are affected by high stresses, such as the crankshaft, the connecting rods, the gears and the cylinder liners, are tested for cracks during overhaul. They should also be checked for cracks when they have been affected by an excessive load or impact.

It is recommended that ferrous components are tested by the electro-magnetic method if possible. Portable electro-magnetic test equipment is available from Radalloyd Limited, Oadby, Leicester.

Non-ferrous components can be tested by the use of a dye penetrant process such as ‘Ardrox 996’, available from Ardrox Limited, Brentford, Middlesex. The dye penetrant must conform to one of the standards listed below:

MIL-STD 271-EMIL-L 25135B.S. 5750D.T.D. 929

Exchange units

It is recommended that unserviceable units are returned, as complete as the new exchange unit, with covers fitted to all openings and the joint faces protected. When necessary, protect the unit, both inside and outside, from corrosion.

Parts

To ensure maximum reliability, fit only genuine PERKINS parts supplied by the official distributor. These parts are made to the latest specification and have a guarantee for 12 months. The use of parts, such as filter elements, which do not conform to PERKINS standards, may reduce the life of the engine and can affect the warranty.

If you need parts, spares or information for your engine, give the complete engine number to the official distributor.



11

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Specifications 11

Basic engine data

Engine

Number of cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

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

Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Four strokeInduction system

191 kW (256 bhp) to272kW (365 bhp) versions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turbocharged287 kW (385 bhp) to368 kW (494 bhp) versions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turbocharged and charge cooled

Combustion system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Direct injection

Nominal bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130,17 mm (5.125 in)

Stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152,4 mm (6.00 in)

Cubic capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12,17 litres (742.64 in3)

Compression ratioTAG1, 2, 3 and TWG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.9:1TTAG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15:12006-12TA1, 2 and 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17.8:1

Firing order . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1, 4, 2, 6, 3, 5No.1 cylinder is at the front (fan end)

Direction of rotation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Clockwise: view on front (fan end)

Tappet clearances (cold)Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,25 mm (0.010 in)Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,50 mm (0.020 in)

Injection timing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . As stamped on engine data plate

Dry weight of engine (approximate) . . . . . . . . . . . . . . . . . . . . . . Engine only: Typical electropak:TG1, TG1A, TG2, TG2A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1118 kg (2465 lb) 1180 kg (2601 lb)TAG, TAG2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1231 kg (2714 lb) 1365 kg (3009 lb)TWG, TWG2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1138 kg (2509 lb) 1216 kg (2681 lb)TTAG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1325 kg (2921 lb) 1459 kg (3217 lb)

Industrial Open Power Units:12TA1, 12TA2, 12TA3 . . . . . . . . . . . . . . 1255 kg (2767 lb) - includes radiator, alternator and starter motor



11 Cooling system

Capacity of coolant system (engine only)(does not include radiator) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24,4 litres (4.5 UK gallons)

Coolant system pressure . . . . . . . . . . . . . . . . . . . . . . . . . . Maximum 70 kN/m² (10 lbf/in²) to suit installation

Coolant pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Centrifugal, gear driven unit

Temperature (normal)(At sea level). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78 to 95°C (172 to 203°F)

Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Triple element, wax capsule type with radiator by-pass

Fuel system

Type. . . . . . . . . . . . . . . . . . . . . . . . . Low pressure supply to injection pump with return of spill fuel to the tank

Fuel injection pump165 kW (221 bhp) to . . . . . . . . . . . . . . . . . S3000 with 12mm lower helix elements (damper plates fitted to257 kW (345 bhp) gross . . . . . . . . . . . . . variable speed engines over 300 bhp only). Boost control device

fitted to 300 bhp engines only. Automatic selection of excess fueland retarded timing for starting. The engine is retarded by 6°.

229 kW (307 bhp) to . . . . . . . . . . . . . . . . . . . S7100 with 12mm lower helix elements and snubber valves.368 kW (494 bhp) gross . . . . . . . . . . . . . . . Boost control device fitted. Automatic selection of excess fuel

and retarded timing for starting. The engine is retarded by 6°.

Governor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . All speed, integral with fuel injection pump or electric(depending on requirements)

Lift pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Single acting, with integral preliminary fuel filter

Fuel supply pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .103 to 207 kN/m² (15 to 30 lbf/in²)

Stop control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Electrical, 24 volt

Fuel injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Low spring type, opening pressure 240 bar

Main fuel filter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Single screw-on type canister

Lubrication system

Type. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wet sump

Capacity of lubricating oil sumpMax. mark on dipstick. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 litres (5.5 UK gallons) Max. mark on dipstick - composite sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 litres (7.9 UK gallons)

Lubricating oil pressureNormal load conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .350 to 480 kN/m² (50 to 70 lbf/in²)Minimum at rated speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . *207 kN/m² (30 lbf/in²)

Pressure relief valve . . . . . . . . . . . . . . . . . . . . . . . Spring loaded plunger in body of oil pump, not adjustable

Opening pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .414 kN/m² (60 lbf/in²)

Oil filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Two, screw-on type canisters with integral by-pass valves.And a lubricating oil by-pass filter

Oil cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Single unit, tube stack type with partial by-pass for coolant

* Important for the protection of turbocharger bearings



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11Induction/exhaust system

Aspiration

2006 TTAG. . . . . . . . . . . . . . . . . . . . . . Pressure charged by twin turbochargers: OE50642 and OE50674Other 2000 series. . . . . . . . . . . . . . . . . . Pressure charged by a single turbocharger OE49342, OE50642,

OE51140, OE51430, OE52534 or OE52535

Air inlet depression limitsClean filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254 mm (10 in) W.g. nominal Dirty filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 559 mm (22 in) W.g. maximum

Air charge coolerTG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Not fittedTA, TAG and TTAG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air-to-air type, integral with radiatorTW, TWG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air-to-coolant type, integral with induction manifold

Cold start aids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Optional - Start Pilot or Fleetguard

Electrical equipment

Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Belt driven unit, 24 volt, 40 amp

Starter motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Single, 24 volt - flange-mounted

Auxiliary equipment

Air compressor (if fitted). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Single or twin cylinder, flange mounted



11 Recommended specific applied torques

Caution: The torque loads listed below apply to threads in an oil wet condition, unless the use of thread locking compound is recommended.

Application of a torque load specification is NOT enough to ensure that the relevant components are retained securely as an assembly. It is important to conform also to the recommendations for assembly and, if given, the sequence in which the bolts or nuts must be tightened. This information is given in the relevant section of this publication.

If a bolt or nut is retained with a locking washer, locking plate or split pin, the specification for a torque load can be exceeded, if necessary, by the MINIMUM amount that is needed for correct assembly.

Nm lbf ft

Alternator pulley nutPrestolite 95 7-CAV 5 54 40CAV 7 88 65

CamshaftsThrustplate setbolts/capscrews 54 40Drive gear setbolts 61 45

Compressor - single cylinder modelDrive gear nut 176 13

Compressor - twin cylinder modelDrive gear nut 200 to 250 148 to 184

Connecting rodsBig end bearing bolts and nuts 217 160

Coolant pumpPulley retaining screws (low-mounted pump) 24 18

Cylinder headsInitial tightening of all bolts and nuts 136 100Intermediate tightening of all bolts and nuts 204 150Final tightening at positions 1 to 23 in black circles ONLY +40 degrees

Caution: The drilled bolt, which is identified by the word "OIL" stamped on its head for early engines and by a recess in its head for later engines, MUST be fitted at position 22. The old and new drilled bolts are interchangeable. Certain early engines have a stud fitted at position 22 and require a nut and washer.

Rocker pedestal bolts 41 30Tappet screw lock nuts 41 30Rocker cover stud (apply Loctite 270 to thread before fitting to pedestal) 16.3 12

Rocker cover nuts 10.8 8Fuel injector sleeves 33 24



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11CrankcaseFront, centre and rear bearing cap bolts 217 160Intermediate bearing cap bolts 353 260Lateral bolts for main bearing caps 95 70

CrankshaftHub retaining nut 949 700Note: If a torque wrench is not available, tighten by hand and then use the special tool, 21825 807, to tighten by a further two flatsDamper setbolts 41 30

Exhaust manifoldsBolts 45 33

FlywheelFriction face bolts 5/16 inch UNC 24 18Friction face bolts 3/8 inch UNF 45 33Flywheel retaining bolts 122 90

Flywheel housingBolts, flywheel housing to crankcase 95 70

Front timing gearsIdler gear axle bolt - New 2000 series 300 220Idler gear axle bolts - earlier engines 61 45

Fuel injectorsCap screws, injector clamp 10,8 8Cap nut, nozzle 45 33

Fuel injection pumpBolts, pump to crankcase 47 35Hub nut 163 120Setscrews, FIP drive gear 45 33Nuts for high pressure fuel pipes 25 18Pinch bolt of Econocruise actuator lever 11 8

Lubricating oil filtersAdaptor insert 61 45

SumpSump retaining bolts (all types of sump) 41 30

Sump drain plugNew 2000 series only 61 45Caution: One of five different types of sump drain plug is fitted. Refer to section 19 to identify the correct torque figure for the drain plug of your engine.

TurbochargersVee band clamp 11 6

Nm lbf ft



11 Recommended nominal applied torques

Where instructions are not given for the correct torque to be applied to nuts and bolts, the figures which follow should be used.

Bolt size Nm lbf ft

M5 6 4.5

M6 9.5 7

M8 23 17

M10 46 34

M12 80 59

M14 127 94‘

M16 198 146

M18 273 201

M20 387 285

M22 526 388

M24 669 493



12

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Cylinder head assembly 12

Rocker cover

To remove and to fit 12-1

To remove

1 Remove the three cap nuts (A) from the top of the cover.2 The cover and joint can now be removed. For certain engines it may be necessary to first remove the air ducting between the turbocharger and the inlet manifold.

To fit

1 Remove the joint from the rocker cover and clean the two corresponding faces of the cover and cylinder head.2 Fit a new joint to the rocker cover and, ensuring that it is correctly located within the slots in the cover, secure it to the cover with a suitable adhesive. Place the cover in position on the head.3 Secure the cover with the three cap nuts and check that the joint has not moved. Tighten the cap nuts evenly to a torque of 11 Nm (8 lbf ft). Do NOT overtighten.



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25


12 Rocker assembly


To remove

1 Remove the rocker cover as previously described.2 Unscrew the bolts (A1) which secure the rocker pedestals to the cylinder head.3 Remove the rocker assembly complete and carefully lift out the push rods. Ensure that the tappets remain in position in the crankcase.

To fit

1 Ensure that the tappets have remained correctly positioned in the crankcase and fit the push rods.2 Check that the lower ends of the push rods are located inside the tappets.3 Fit the rocker assembly with the tappet adjusting screws seating in the upper end of the push rods.4 Screw in the pedestal securing bolts and tighten evenly, outwards from the centre, to a torque of 41 Nm (30 lbf ft).5 Check and adjust the tappet clearances as given on page 27.6 On completion of tappet clearance adjustment, fit the rocker covers.

A 273

1



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12Tappet clearances

To check and to adjust 12-3

Check and adjust the tappet clearances in the sequence which follows. It is easier to perform this operation while the injectors are removed for servicing.

The tappet clearances are measured between the rocker levers and the tips of the valves (A).

Valves rocking means: inlet valve just opening and exhaust valve just closing.

1 Remove the rocker covers.2 Turn the crankshaft in the normal direction of rotation, anti-clockwise when viewed on the flywheel, until the inlet valves of number 6 cylinder are ‘rocking’. Check the clearances of the valves of number 1 cylinder and, if necessary, adjust to the correct clearances as shown (A).When the clearance has been set, tighten the lock nut.

Tappet clearances (cold):

Inlet . . . . . . . . . . . . . . . . 0,25 mm (0.010 in)

Exhaust . . . . . . . . . . . . . 0,50 mm (0.020 in)

3 Continue to turn the engine and adjust the remainder of the tappet clearances in the sequence given above.4 Fit the rocker covers.

Valves rocking on cylinder No

Check tappets on cylinder No

6 13 45 31 64 31 5

A 151



12 Cylinder head


Special tools:Lifting bar, 21825 816Bobbin removal tool, 21825 800Torque angle gauge, 21825 924

To remove

1 Drain the cooling system.2 Remove the air inlet ducting between the turbocharger and the induction manifold.3 Remove the rocker cover(s), operation 12-1.4 Remove rocker assembly and push rods, operation 12-2.5 Unscrew and remove the set of high-pressure fuel pipes. Do not remove the pipes individually, they MUST be removed as a full set. Do NOT bend the pipes.Warning! If a high-pressure fuel pipe becomes bent, its structure will be damaged and it may become split during use.

6 Remove the coolant rail/thermostat housing and the fuel filter assembly.7 Unscrew and remove the turbocharger(s). Remove the inlet and exhaust manifolds.8 Remove the fuel spill return pipes from the injectors. Unscrew the injector clamping bolts and withdraw the injectors.Caution: Ensure that dirt does not enter the fuel injectors.

9 Fit suitable caps or plugs to the injector nozzles, fuel pump delivery valve holders and other open apertures.10 Unscrew and remove the cylinder head securing bolts and washers together with the nut from the oilway stud (later engines are fitted with a special bolt in place of the stud and nut), working inwards from each end.11 Using the lifting bar, 21825 816, remove the cylinder head and place it on a clean surface. Protect the face of the head from damage.12 Remove the cylinder head gasket and the coolant transfer bobbins using bobbin removal tool, 21825 800.



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12To fit

1 Clean the face of the cylinder head and the top surface of the crankcase. Check that the cylinder bores are clean and free from debris.2 Fit a new cylinder head gasket over the roll pins in the crankcase top face, ensuring the side stamped ‘TOP’ is fitted uppermost.3 Fit the transfer bobbins with new sealing rings and place in position.4 Ensure that the face of the head is clean and, using lifting bar, 21825 816, carefully lower the head into position on the crankcase.5 A light application of oil must be applied under the head of each cylinder head bolt and also to the threaded area. Do NOT use an excess amount of oil. Where relevant, fit a washer to each bolt. Recent engines use a different type of bolt which must not be fitted with a washer.6 Screw the bolts in by hand to ensure the correct location. Always place the bolts in position, do NOT drop them. Lightly oil the threads on the oilway stud and fit the nut and washer. Later engines have a special bolt fitted in place of the stud.Caution: The special bolt (at position A22) is drilled and can be identified by the word ‘OIL’ stamped on its head or, for later engines, a recess in its head. The old and new types of drilled bolt are interchangeable.

7 Tighten the bolts and nut (fitted to early engines) as follows:

a Tighten all of the bolts in the sequence shown (A) to a torque of 136 Nm (100 lbf ft).

b Tighten all of the bolts in the sequence shown (A) to a torque of 204 Nm (150 lbf ft).

c Tighten ONLY the bolts shown in the black circles, in the sequence shown (A), by an additional angle of 40 degrees. A torque angle gauge, 21825 924, is available for this purpose.

8 Fit the rocker gear and push rods. Adjust the tappet clearances, see page 27, and fit the rocker covers.9 Fit the inlet manifold/charge cooler assembly. Do not fit the ducting to the turbocharger(s) at this stage.10 Fit the exhaust manifold and tighten the securing bolts to a torque of 45 Nm (33 lbf ft). Fit the turbocharger(s).

Continued

A 56



12 11 Renew the sealing rings (A) in the coolant rail/thermostat housing and fit the assembly.12 Fit the fuel filter assembly.13 Remove any blanking plugs or caps and fit the injectors. Tighten the clamping bolts to a torque of 10,8 Nm (8.0 lbf ft).14 Fit the fuel spill pipes using new washers with the banjo bolts.15 Remove the blanking covers from the fuel injection pump and fit the high-pressure fuel pipes as a complete set. Do NOT allow the pipes to become bent. Tighten the nuts to a torque of 25 Nm (18.5 lbf ft).Warning! If a high-pressure fuel pipe becomes bent, its structure will be damaged and it may become split during use.

16 Fit the air ducting between the turbocharger and the induction manifold/charge cooler.17 Refill the cooling system to the correct level.Caution: When a cylinder head had been removed and fitted, its bolts and nut must be retightened to the correct torque figures and the tappet clearances checked after the first 500 to 1 000 km. See operation 12-5. This operation does NOT apply to New 2000 Series engines - engines from build line number 91880 onward.

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12Procedure for retightening of thecylinder head bolts 12-5

Special tools:Torque angle gauge, 21825 924

Note: For engines from build line number 91880, this procedure is NOT necessary due to new procedures used when the engine is assembled.

The cylinder head bolts of engines built before build line number 91880 must be retightened after the first 12 months of operation. Additionally, if a cylinder head from one of these engines has been removed, its bolts and nut must be retightened to the correct torque figures and the tappet clearances checked after the first 500 to 1 000 km. Use the procedure which follows.

Caution: A drilled bolt, which is identified by the word "OIL" stamped on its head for early engines and by a recess in its head for later engines, is fitted at position 22 shown on the illustration (A). This special bolt MUST be used at the correct position.

1 Remove the rocker covers and the rocker assemblies.2 Wipe clean the nuts and the heads of the bolts which retain the cylinder heads.3 Make a temporary mark on each nut and on the head of each bolt, and also on the cylinder heads. Ensure that the marks are aligned.Caution: Do NOT remove or slacken more than one nut or bolt at a time.

4 Work on one bolt or nut at a time, use the sequence shown (A) and proceed as follows:All bolts and nuts:

a Remove the bolt or nut. Lubricate lightly the threads and the lower face of the bolt or the nut.

b Tighten the bolt or nut to 204 Nm (150 lbf ft). Continue in the correct sequence.

Bolts shown in black circles:

a Tighten these bolts in the correct sequence by a further 40° of angular movement or until the marks align, whichever is the tighter. A suitable torque angle gauge, 21825 924, is available.

5 Fit the rocker assemblies, tighten the bolts evenly and progressively to a torque of 41 Nm (30 lbf ft).

6 Check and, if necessary, adjust the tappet clearances, operation 12-3.7 Pour approximately 0,6 litre (1 pint) of clean engine lubricating oil over the rocker assemblies and fit the rocker covers, operation 12-2.

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12 To dismantle and to assemble 12-6

Special tools:Cup plug removal tool, 21825 855Slide hammer, 21825 849Replacer kit for cup plugs, 21825 865Drive handle, 21825 861Valve spring compressor, 21825 739Adaptor, 21825 742Insertion tool, 21825 764

To dismantle

Check all cup plugs for signs of coolant leakage. Any plugs which are in doubt must be renewed. To remove suspect cup plugs use the cup plug removal tool, 21825 855 and slide hammer, 21825 849. To fit new cup plugs, use the replacer kit, 21825 865, and the drive handle, 21825 861. Apply Loctite 575 to new cup plugs before they are fitted to the cylinder head.

1 Clean the face of the cylinder head before removing the valves and check the depth of the valves below the flame face.2 Lay the cylinder head, flame face down, on a bench with a soft surface and remove the valves by use of the valve spring compressor, 21825 739, and adaptor, 21825 742. Fit the adaptor, 21825 742, into a suitable bolt hole. Fit the compressor tool stud into the adaptor, finger-tight, then tighten the lock-nut.Note: Only certain early engines are fitted with valve rotators (rotocoils) beneath the exhaust valve springs. All other engines have solid spring seats.

3 Compress the valve springs in turn (A) and remove the collets to release the springs. Lift off the springs together with upper and lower spring seats/rotocoils. Exhaust valve stem seals must be removed before the rotocoils can be removed. To remove a seal, lever it carefully from the guide and discard. It must NOT be refitted.Note: Valve rotators (rotocoils) cannot be fitted or removed while stem seals are in position.

4 Stand the cylinder head in a suitable position to remove the valves. Identify the valves to ensure that they are returned to their original positions. Do NOT use a centre punch or number stamps for marking the valves.

A 215



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12To assemble

1 Clean all components and renew all seals.2 Fit the lower spring seats/valve rotators (A1) over the exhaust valve guides.3 Renew the valve stem seals (A3) as follows: oil the valve guide and fit the seal to the insertion tool, 21825 764 (B). Insert the tool into the guide and carefully tap the seal into position until it reaches the shoulder of the guide. Remove the tool and check that the seal is undamaged.4 Fit the seating washers (A2) over the inlet valve guides.5 Lightly lubricate the valve stems and fit the valves to their respective guides.6 Carefully lay the cylinder head, flame face down, on a soft surface. Assemble the springs (A4) and upper spring seats (A5), compress them with the valve spring compressor, 21825 739, and slide a new ‘O’ ring (A6) over the valve stem. Retain the pressure, fit the collets (A7) and slowly release the compressor.7 Check carefully to ensure that all of the collets are located correctly.

B 270

A 269

76

5

4

2

3

9

1

3

8



12 To clean and to inspect thecylinder head 12-7

Clean all of the components; use a cleaning fluid which can be diluted with water and refer to section 10 for relevant information. To remove heavy carbon deposits from most components: soak them in solutions of ‘Maxan’ or ‘Ardrox 667’.

Caution: Do not use the ‘Maxan’ or ‘Ardrox’ processes on the valve springs or the surface finish will be damaged.

If cup plugs were removed, before the cylinder head was cleaned, they must be renewed before the cylinder head is given a pressure test, see operation 12-6.

Make, locally, enough seals to close all of the openings for coolant and fit them to the cylinder head. Connect a pipe from a supply of air to the coolant galleries. Apply air at a pressure of 207 kN/m² (30 lbf/in²).

Caution: Do NOT exceed 207 kN/m² (30 lbf/in²) as damage may be caused.

Put the cylinder head in a tank of water which is at a temperature of 40-45°C (104-113°F) and inspect for bubbles from around all the cup plugs and injector sleeves. Renew plugs or sleeves which are not fully sealed. Remove the seals from the openings for coolant.

Inspect the flame face for signs of damage. If necessary, the face may be reconditioned by surface grinding, in four stages, to a maximum of 0,51 mm (0.020 in). Information about work done must be etched on an area of the flame face which is not under the gasket of the cylinder head.

Caution: When a cylinder head flame face has been machined, the valve seats must be recut to maintain the correct distance between the valve faces and the flame face of the cylinder head. See fits and clearances on page 43.

To renew a valve spring with thecylinder head installed 12-8

Special tools:Valve spring compressor, 21825 739Adaptor, 21825 742

If necessary, it is possible to renew a valve spring without removing the cylinder head. Proceed as follows:

1 Remove the relevant rocker cover, operation 12-1, and turn the engine in the normal direction of rotation until the inlet valve of the cylinder concerned just commences to open. The piston of that cylinder will then be at TDC position.2 Slacken the tappet screws of this cylinder, remove the rocker assembly and lift out the push rods.3 Cover the push rod holes to ensure that no components can drop in and fit the valve spring compressor, 21825 739, and adaptor, 21825 742, to an adjacent hole.4 Compress and remove the springs and other components in the manner described previously with the cylinder head removed.5 Renew items as necessary and fit the springs and other components. Remove the covers from the push rod holes.6 Fit the push rods and the rocker assembly. Check and reset the tappet clearances, operation 12-3, for all valves and fit the rocker cover, operation 12-1.



Th

12To correct a valve seat 12-9

Special tools:Valve seat tool, 21825 841Replacement tips, 21825 842

It is recommended that all the valve guides are inspected, and renewed as necessary, before the work is begun on the valve seat inserts. Ensure that the bores of the guides are within the limits given at the end of this section.

1 Inspect the inserts for erosion and cracks. If it is necessary to correct the inserts, lightly lap the faces of the valve seats and their relevant valves. To correct the faces of more badly damaged valve seats, use the valve seat tool, 21825 841, together with the relevant pilot. To use the tool, fit the guide (A) and proceed as shown (B). Ensure that the cutter is correct for the angle of the valve seat, which is given on page 43. The surface finish of the valve seat will be improved if a compressed air supply is used to remove debris during this operation.Warning! Ensure that eye protection is used during the above operation.

Caution: During the correction of a valve seat it is important to remove only the minimum amount of material.

2 After the inspection and correction of a valve seat and the relevant valve, fit the valve into the guide and check the depth of the head of the valve below the flame face. If the depth is more than the limits given on page 43 use a new valve to check again. If the depth is then within acceptable limits, the new valve must be fitted to the valve seat when the cylinder head is assembled.3 To ensure that the valve is fitted in its correct position, the number of the cylinder and the position of the valve must be etched above the collet groove on the valve stem. Valves must not be stamped or marked with a centre punch, because cracks may occur.If the depth still exceeds the acceptable limits, a new valve seat insert must be fitted.

A 222

B 223



12 To remove a valve seat insert 12-10

1 Secure the cylinder head on a milling machine, and use a slot drill of approximately 10 mm (3/8 in) diameter to machine two slots into the valve seat insert (A3). The depth of the slots should be 0,50 mm (0.020 in) less than the depth of the valve seat insert. The minimum depth of the insert is 10,74 mm (0.423 in). The slots should be apart by approximately 13 mm (1/2 in) between their centres. Machine the slot to within 0,5 mm (0.020 in) of the outside diameter of the insert.Caution: It is essential that the depth of the cutter is carefully set to prevent cutting through the insert and into the head. A safety margin of at least 0,5 mm (0.020 in) should be allowed.

2 Use a flat chisel, at the point which is indicated by the arrow (A2) and in the direction of the opening in the insert, to break the insert. Do not damage the recess during this operation.3 Remove the insert and check that the recess is clean and that there is no damage. Ensure that any broken pieces from the old insert are removed from the port.

To fit a valve seat insert 12-11

Special tools:Valve seat insertion tool, 21825 869

To fit

1 Replacement inserts are available in either standard or 0,050 mm (0.002 in) oversize diameters. Always check that you have the required size.2 Ensure that the counter bores in the cylinder head are clean. The insert should be frozen in liquid nitrogen immediately before insertion.3 Fit the insert immediately, using the special tool 21825 869.4 Check, using a 0,04 mm (0.0015 in) feeler gauge, that the insert is fully seated.

A 34

1

2 3



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12To inspect the valve guides 12-12

Check the clearance of each valve stem in its guide. This must be within the limits given on page 44. If the clearance is excessive, use a new valve to check again. If the clearance is still excessive, a new valve guide must be fitted.

To renew a valve guide 12-13

Special tools:Valve guide remover, 21825 752Valve guide replacer, 21825 763Reamer for valve guides, 21825 748Valve seat tool, 21825 841Replacement tips, 21825 842

1 Working from the flame face side of the cylinder head drive out the guide using drift, 21825 752.2 Ensure that the new guide is clean and free from burrs. Freeze the guide in liquid nitrogen, if available, or alternatively coat it with graphited machine oil.3 Exhaust guides must be entered with the end machined for the valve stem seal leading. Inlet guides are symmetrical and may be entered either way.4 Press fit the new guide (A1) using the replacer tool, 21825 763 (A2), and a hand press. Stop when the tool just contacts the cylinder head flame face.5 Use the reamer, 21825 748, by hand, to finish the guide bore (B).6 Recut the valve seat to the relevant angle. See operation 12-9.

A 272

1

2

B 231



12 Valves, valve springs and valve rotators


To remove

1 Remove the cylinder heads, operation 12-4.2 Remove the valves, the valve springs and the valve rotators, operation 12-6.

To fit

1 Fit the valves, the valve springs and the valve rotators, operation 12-6.2 Fit the cylinder heads, operation 12-4.

To clean and to inspect 12-15

Special tools:Gauge, 21825 754

1 Clean the valves thoroughly and inspect the head of each valve for cracks or other damage. Check the valve stems, the collet grooves and the tips of the valves for wear. On valves which appear serviceable, test, for cracks using a dye penetrant process such as ‘Ardrox 996’. See page 16.2 Check that the valves are not dished by use of a straight edge and a feeler gauge. Discard the valve if the clearance exceeds 0,38 mm (0.015 in).3 Pitted or damaged valve seat faces may be reclaimed by removing the minimum amount of material necessary at the correct angle.4 Check both inlet and exhaust valves with gauge, 21825 754 (A1), and a straight edge, to determine if a sufficient amount of material remains. Discard any valve if the head is below the top face of the gauge.5 If new valves are fitted, the cylinder number and position should be etched near to the top of the valve stem. Valves must not be stamped or marked with a centre punch as this may initiate cracking within the valve.6 Certain early engines have valve rotators (rotocoils) fitted beneath the exhaust valve springs. All other engines have solid spring seats. If valve rotators are fitted, check for cracks and other damage and ensure that the parts rotate freely in relationship to their relevant parts.

7 Inspect the tips of the valve stems. If the wear marks indicate that the valve has not rotated, the rotator for that valve must be renewed.8 Two springs are fitted over each valve. For ease of identification the exhaust valve springs are colour coded yellow and the inlet valve springs are colour coded red. Clean thoroughly the valve springs and check for wear, corrosion and distortion. Measure the ‘free length’ and the ‘length under load’ of each spring and compare the results with the figures given in fits and clearances on page 44. Discard any spring which is not acceptable.

A 271

1



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12Fuel injector sleeves


Special tools:Fuel injector remover, 21825 914Injector sleeve remover, 21825 922Injector sleeve wrench, 21825 908

To remove

1 Remove the high-pressure fuel pipes: For new 2000 series engines remove the set of high-pressure fuel pipes. For these engines, do not remove the pipes individually, they MUST be removed as a complete set. Do NOT bend the pipes.Warning! If a high-pressure fuel pipe becomes bent, its structure will be damaged and it may become split during use.

2 Remove the relevant low pressure fuel pipes and remove the injector assembly. To remove a tight fuel injector use the special tool, 21825 914, as follows: place the cylindrical portion of the tool (A1) over the fuel injector to be removed. Unscrew the nut (A2). Rotate the central part of the tool (A3) until the thread fully engages with the thread on the injector. Turn the hexagon nut (A2) with a suitable spanner; this action will lift the injector from its sleeve, without damaging the sleeve. Other, harsher methods, may damage the sleeve or the cylinder head.3 Place the injector sleeve removal tool, 21825 908, in the slots in the top of the sleeve, unscrew in an anti-clockwise direction and withdraw the sleeve. If the sleeve is a tight fit, use the special tool, 21825 922, to extract it.4 Remove and discard the rubber seal from the cylinder head and the copper washer from inside the sleeve.

A 179

2

3

1



12 To fit

1 Fit a new ‘O’ ring seal into the groove in the cylinder head and lubricate with a smear of T 8210 grease, obtainable from Edgar Vaughan, Legge Street, Birmingham.2 Lubricate the threaded end of the sleeve with Hylomar Universal sealing compound.3 Smear the outside of the sleeve with T8210 grease and screw into position by hand to ensure correct location.4 Using the tool, 21825 908, tighten the sleeve to a torque of 33 Nm (24 lbf ft).5 Fit a new copper washer over the nozzle and a new rubber seal over the injector barrel.6 Apply an even layer of anti-seize compound (‘Morris K72’ or equivalent) to the outside of the fuel injector barrel. Do NOT allow the compound to contaminate the copper washer or the nozzle of the fuel injector.7 Slide the injector into position in the cylinder head. The rubber seal will become enclosed in a counterbore in the head to prevent ingress of dirt.8 Fit the distance piece, the injector clamp and the securing bolts. Tighten evenly to a torque of 11 Nm (8 lbf ft).9 Fit the high-pressure fuel pipes as a complete set. Do NOT allow the pipes to become bent. Tighten the nuts to a torque of 25 Nm (18.5 lbf ft). Do NOT overtighten. Fit the low pressure fuel pipes.

A 179

2

3

1



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12Push rods


Caution: If a push rod has been removed, its tappet clearance must be checked and, if necessary, adjusted to the correct figure.

To remove

1 Remove the rocker covers, operation 12-1 and remove the rocker assemblies, operation 12-2.2 Withdraw the push rods and put them in storage in the sequence in which they were removed.

To fit

1 Fit the push rods into their cam followers, ensure that they are fitted to the locations from which they were removed. Fit the rocker assemblies, operation 12-2 and fit the rocker covers, operation 12-1.

To inspect 12-18

Inspect the ends of each push rod for wear and damage, and check each rod for deflection. A push rod which has a run-out of more than 0,635 mm (0.025 in) along its total length must be renewed.



12 Fits and clearances - Rocker assemblies

Bushes in rocker arms (A2)Rocker arm bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26,192 to 26,225 mm (1.0312 to 1.0325 in)Bush diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26,251 to 26,289 mm (1.0335 to 1.0350 in)Interference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,0254 to 0,0965 mm (0.0010 to 0.0038 in)

Rocker arms on shaft (A1)Bush bore. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22,212 to 22,238 mm (0.8745 to 0.8755 in)Shaft diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22,174 to 22,187 mm (0.8730 to 0.8735 in)Clearance (new). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,025 to 0,064 mm (0.001 to 0.0025 in)Permissible worn clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,127 mm (0.005 in)

A 289

1

2

6

5

4

3

8

7



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12Fits and clearances - Cylinder heads and valve assemblies

Valve in seatClearance below flame face (A8)Inlet valves. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,025 to 0,33 mm (0.001 to 0.013 in)Permissible worn dimension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,633 mm (0.025 in)Exhaust valves (new) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,025 to 0,33 mm (0.001 to 0.013 in)Permissible worn dimension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,633 mm (0.025 in)

Valve seat insertsAngle of valve seatInlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 degreesExhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 degrees

Inserts in cylinder headCylinder head bore inlet valves (A7) . . . . . . . . . . . . . . . . . . . . . . . . . . . 58,06 to 58.09 mm (2.286 to 2.287 in)Insert diameter inlet valves (A7) (standard). . . . . . . . . . . . . . . . . . 58,141 to 58,166 mm (2.2890 to 2.2900 in)Interference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,051 to 0,106 mm (0.002 to 0.004 in)

Cylinder head bore exhaust valves (A7) . . . . . . . . . . . . . . . . . . . . 52,999 to 53,002 mm (2.0866 to 2.0867 in)Insert diameter exhaust valves (A7)(standard) . . . . . . . . . . . . . . . 53,099 to 53,101 mm (2.0905 to 2.0906 in)Interference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,097 to 0,102 mm (0.0038 to 0.004 in)

Service inserts 0,05 mm (0.002 in) oversize are available.

A 289

1

2

6

5

4

3

8

7



12

Valve springsInlet and exhaust valve springs:Outer spring (A4):

Free length: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77,9 mm (3.07 in)Length under 125 ±6 lbf load:. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37,0 mm (1.457 in)

Inner spring (A5):Free length: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73,4 mm (2.89 in)Length under 65 ±3.5 lbf load: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32,8 mm (1.292 in)

Valve guidesValve guide bore in cylinder head (A6) . . . . . . . . . . . . . . . . . . . . . . . . 19,05 to 19,06 mm (0.750 to 0.7505 in)Valve guide diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19,101 to 19,114 mm (0.7520 to 0.7525 in)Interference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,041 to 0,064 mm (0.0015 to 0.0025 in)

Valves in guidesInlet valve stem diameter (A3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12,649 to 12,662 mm (0.4980 to 0.4985 in)Inlet valve guide bore. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12,687 to 12,700 mm (0.4995 to 0.500 in)Clearance (new). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,025 to 0,051 mm (0.001 to 0.002 in)Permissible worn clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,142 mm (0.006 in)

Exhaust valve stem diameter (A3) . . . . . . . . . . . . . . . . . . . . . . . . . 12,637 to 12,649 mm (0.4975 to 0,4980 in)Exhaust valve guide bore. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12,687 to 12,700 mm (0.4995 to 0.500 in)Clearance (new). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,038 to 0,063 mm (0.0015 to 0.0025 in)Permissible worn clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,203 mm (0.008 in)

A 289

1

2

6

5

4

3

8

7



13

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Piston and connecting rod assembly 13

General description

Pistons

1 The pistons (A) are cast in a low expansion type aluminium alloy with an inserted cast iron top ring groove (A1). The piston crown (B) is machined to form two valve recesses (B1) and an open combustion chamber (B2).Three rings are fitted to each piston above the gudgeon pin.

Part of the combustion chamber and piston crown are ‘hard anodised’ to thermally insulate the edge of the combustion chamber, except for the pistons of certain industrial engines which are squeeze-cast and have a ceramic fibre crown.

A range of service undersize pistons is available for engines where the crankcase top face has been machined.

The fully floating gudgeon pin is retained by two circlips and is offset from the vertical centre line of the piston. Piston crowns are stamped ‘FRONT’ and show compression ratio and height grading.

Compression ratio:TAG1, 2, 3 and TWG 15.9:1TTAG 15:12006-12TA1, 2 and 3 17.8:1

Compression height: 98,81 to 98,93 mm(3.890 to 3.895 in)

Clearance from crankcase top face to piston crown at TDC (Top dead centre) - Minus 0,28 to 0,38 mm (0.011 to 0.015 in).

Maximum limit for piston crown machining 0,127 mm (0.005 in).

The correct pistons and rings, as given in the Perkins Parts Book, must always be fitted.



A 335

1

B 277

1

2

1

45


13 Piston rings

Top ring (A1)

Molyplus inlaid face, 15 degree wedge design, fitted either side up.

Second ring (A2)

Chrome plated on face with chamfered top inner edge, marked ‘TOP’ for fitting.

Third ring (A3)

Spring backed oil control ring, chrome plated on rails and may be fitted either way up.

Connecting rods

The rods are steel forgings machined to size and drilled longitudinally to allow pressure lubrication of the small end bearings.

Early engines have two bushes fitted in the small end with an oilway gap between them (B). Subsequent engines have a single bush fitted in a wedge type rod (C).

Each rod and its cap are stamped with correlation marks (B1) on all factory built engines. The rod and cap are secured together with two fitted bolts and nuts. The big end will pass through the bore of the cylinder liner and no locking device is fitted.

During manufacture, all connecting rods are weighed and classified in groups of 113 grams (4 oz) which are identified by a letter and number stamped on each individual rod (B2). If an order is placed for a replacement connecting rod it must state the weight group ‘letter’ of the rod required.

A 278

1

2

3

B 280

1

2

C 279



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13Piston and connecting rod assembly


Special tools:Piston ring sleeve, 21825 784 Dial gauge, 21825 782

To remove

1 Drain the coolant and lubricating oil.2 Remove the cylinder head, operation 12-4.3 Remove the sump, operation 19-3.4 Remove the piston cooling jet (A) from the bottom of the relevant cylinder.Cooling jets for earlier engines are similar in principle but differ in design.

5 Unscrew the big end nuts and remove the big end cap bearing and bolts.6 Push the piston and connecting rod carefully out through the top of the bore.7 The rod and piston must be kept together with all the related parts as an assembly for the relevant cylinder.

To fit

1 Check that the piston and connecting rod are correctly assembled and that the piston and cylinder bore are clean.2 Turn the crankshaft until the crank pin, relevant to the bore in which the piston is to be fitted, is at its lowest position. Clean the crank pin and lubricate with clean engine oil.3 Fit the upper half of the big end bearing to the connecting rod, ensuring that the location tang is correctly seated. Lubricate the bearing with clean engine oil.4 Ensure that the piston cooling jet is removed from the bottom of the bore.5 Use the sleeve, 21825 784 (B1), to fit the assembly into the bore with the ‘FRONT’ marking on the piston crown toward the front of the engine. Guide the rod down carefully onto the crank pin. Fit the lower half of the bearing into the big end cap, ensuring correct location, and lubricate with clean engine oil.

Continued

A 281

B 283

1



13 6 Ensure that the flats on the big end bolts are correctly located against the flats on the connecting rod. Fit the bearing cap with the correlation marks aligned and tighten the lightly oiled nuts to a torque of 217 Nm (160 lbf ft).7 Turn the crankshaft until the piston is at TDC and measure the clearance of the piston crown below the top face of the crankcase. A dial gauge, 21825 782 (A), is obtainable for this operation. Permissible clearance is 0,28 to 0,38 mm (0.011 to 0.015 in). If necessary, it is permissible to machine up to a maximum of 0,127 mm (0.005 in) from the piston crown. Restore the ‘FRONT’ and other markings if they are removed during machining. Dial gauge must be zeroed on a flat clean surface before use.8 Fit the piston cooling jet, complete with new ‘O’ ring seal. If necessary, turn the engine to ensure that the jet pipe is positioned centrally in the slot in the piston skirt.9 Fit the sump, operation 19-3.10 Fit the cylinder heads, operation 12-4.11 Fill the coolant system to the correct level with the approved coolant mixture.12 Fill the sump to the correct level with the correct grade of lubricating oil.Refer to the User’s Handbook, TSD 3215, for the correct procedures before the engine is first started after an overhaul.

A 284



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13To dismantle and to assemble 13-2

Special tools:Piston ring pliers, 21825 793

To dismantle

1 Use piston ring pliers, 21825 793, to remove the rings from the piston.2 Make a note of the relationship between the ‘FRONT’ marking on the piston and the correlation marks on the connecting rod.3 Remove the gudgeon pin circlips and push out the pin sufficiently to release the piston from the connecting rod. Keep each assembly together.

To assemble

1 Fit the rings to the piston ensuring that the non-reversible rings are fitted correctly.2 Heat the piston to approximately 20°C (68°F). Oil the small end bushes and assemble the rod to the piston with the ‘FRONT’ marking on the piston crown in correct relationship to the correlation marks. Ensure that the gudgeon pin circlips are correctly located in their grooves.3 Set the gaps of the piston rings at equidistant intervals as shown (A) before the assembly is fitted to the engine.

A 13

2 1

3



13 Piston and rings

To inspect 13-3

1 De-carbonise the piston by soaking in a proprietary solvent such as ‘Ardrox 691’.2 Check the piston for damage or wear. Use a new piston ring as a guide when checking for wear in the ring grooves.3 Crack test the gudgeon pin and check for a push fit in the piston at 20°C (68°F). If the pin is slack in the piston the assembly should be discarded.4 Check the piston rings for damage, scores, wear, and signs of leakage. Discard the top ring if the molybdenum shows signs of wear or breaking up, if necessary, comparing it with a new ring.5 The spring in the oil control ring gives a radial pressure of 1035 kN/m² (150 lb/in²) when new and is identified by a yellow paint marking. Inspect the ring for wear, and if found to be defective, the ring and spring together must be renewed.6 Place the rings in turn in an unworn portion of their own liner to check the ring gaps. Discard any ring which has a gap exceeding the limits. Piston rings must be renewed when fitting a new cylinder liner.

Connecting rod

To inspect 13-4

1 Crack test the rod assembly electromagnetically and inspect the bolts for signs of wear or damage. Renew any components found to be defective.2 Check the small end bushes and renew as necessary, operation 13-5.3 Check the alignment of the big and small end bores in two planes. Do NOT attempt to correct a bent or twisted rod.4 Carefully inspect the bearings for cracks, scores, wear and embedded foreign material. If there is any doubt regarding their serviceability the bearings should be renewed. Always ensure that replacement bearings are of the correct size and type.



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13Small end bushes

To renew 13-5

Special tools:Con-rod bush remover/replacer, 21825 814For use only on early engines.

Early engines

1 Press out the unserviceable bushes. Remove any burrs from the eye of the connecting rod and ensure that the oilway is clear.2 New bushes should be drawn in one from each side. A tool, 21825 814 (A), is available for this purpose. Ensure that the bushes are correctly fitted with a space between them of at least 2,5 mm (0.10 in) to form an oilway.

New engines - engines fitted with wedge-type connecting rods

1 Press out the unserviceable single small end bush. Remove any burrs from the eye of the connecting rod and ensure that the oilway is clear.2 Press a new bush into the connecting rod, ensuring that the oil hole is correctly aligned with the hole in the rod.Caution: The oil hole in the new bush must be aligned with the oil hole in the connecting rod to within ±1°.

3 Cut off the protruding edges of the bush and dress up with a smooth file until flush with the side faces of the rod.4 Secure the connecting rod in a boring machine and bore the bush to the correct diameter:50,813 to 50,838 mm (2.0005 to 2.0015 in).

Remove any burrs.

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13 Fits and clearances

Pistons

Gudgeon pin in pistonBore of piston (A1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50,8000 to 50,8025 mm (2.0000 to 2.0001 in)Gudgeon pin diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50,8000 to 50,8064 mm (2.00000 to 2.00025 in)Gudgeon pin in piston - clearance (new) . . . . . . . . . . . . . . . . -0,0063 to +0,0025 mm (-0.00025 to +0.0001 in)

Top groove in piston(Wedge shaped for top ring OE 48644)Diameter over 2,779 mm (0.1094 in) rollers . . . . . . . . . . . . . . . . . 128,981 to 129,184 mm (5.078 to 5.086 in)

Piston clearance at top dead centrePiston crown (A2) below top face of crankcase . . . . . . . . . . . . . . . . . . . . . 0,28 to 0,38 mm (0.011 to 0.015 in)(Machine the piston crown to obtain the correct clearance)

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13Fits and clearances

Piston rings

Depending on the application, different piston and piston ring combinations are used on the range of 2000 series engines. Use the part number of the piston rings to determine the correct clearances for the piston rings.

Clearances of piston rings in grooves (A3)Top ring OE 48644 (wedge shaped) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Refer to ring gap dimensions

Second ring OE 48645 (new) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,076 to 0,114 mm (0.003 to 0.0045 in)Maximum permissible worn clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,152 mm (0.006 in)

Oil control ring OE 48646 (new) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,025 to 0,063 mm (0.001 to 0.0025 in)Maximum permissible worn clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,102 mm (0.004 in)Clearances of piston rings in grooves (A3)Top ring OE 50977 (wedge shaped) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Refer to ring gap dimensions


Oil control ring OE 52518 (new) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,023 to 0,060 mm (0.0009 to 0.0024 in)Maximum permissible worn clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,010 mm (0.004 in)


Oil control ring OE 50979 (new) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,023 to 0,060 mm (0.0009 to 0.0024 in)Maximum permissible worn clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,010 mm (0.004 in)

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Piston ring gaps (A4) measured with the ring fitted in a new liner

Top ring OE 48644 (new). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,40 to 0,60 mm (0.016 to 0.024 in)Maximum permissible worn gap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,52 mm (0.060 in)

Second ring OE 48645 (new). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,40 to 0,60 mm (0.016 to 0.024 in)Maximum permissible worn gap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,52 mm (0.060 in)

Oil control ring OE 48646 (new). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,40 to 0,65 mm (0.016 to 0.0256 in)Maximum permissible worn gap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,02 mm (0.040 in)

Top ring OE 50977 (new). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,40 to 0,60 mm (0.016 to 0.024 in)Maximum permissible worn gap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,52 mm (0.060 in)


Oil control ring OE 52518 (new). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,40 to 0,65 mm (0.016 to 0.0256 in)Maximum permissible worn gap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,02 mm (0.040 in)


Oil control ring OE 50979 (new). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,40 to 0,65 mm (0.016 to 0.026 in)Maximum permissible worn gap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,02 mm (0.040 in)

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13

Connecting rods

Gudgeon pin in bush (A1)Bore of bush . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50,813 to 50,838 mm (2.0005 to 2.0015 in)(Bush pressed into position and bored to size) Diameter of gudgeon pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50,8000 to 50,8064 mm (2.00000 to 2.00025 in)Clearance (new) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,0064 to 0,038 mm (0.00025 to 0.0015 in)Permissible worn clearance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,067 mm (0.0026 in)

Bush in small end (A2)Bore in connecting rod. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57,137 to 57,15 mm (2.2495 to 2.250 in)Diameter of bush . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57,277 to 57,328 mm (2.255 to 2.257 in)Interference fit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,127 to 0,19 mm (0.005 to 0.0075 in)

Alignment of connecting rod (A3)Parallel alignment between centres. . . . . . . . . . . . . . . . . . . . . . . To be no more than 0,025 mm (0.002 in) out

of parallel over a length of 254 mm (10 inches)Distance between centres . . . . . . . . . . . . . . . . . . . . . . . . . . . 274,307 to 274,333 mm (10.7995 to 10.8005 in)

End-float of big end (A4)End-float . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,076 to 0,20 mm (0.003 to 0.008 in)Permissible worn end-float . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,305 mm (0.012 in)

Clearance on diameter of big end (A5)Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,063 to 0,10 mm (0.0025 to 0.004 in) (Check that crank pin is within the limits of ovality)

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Crankshaft assembly 14

General description

The crankshaft is forged from chrome-molybdenum steel. It is dynamically balanced, and all bearing surfaces are nitride-hardened and lapped to size. The rear flange is machined to form a spigot location for the flywheel and is drilled to accept the flywheel bolts.

Drillings in the crankshaft permit oil transfer to the seven main bearings.

A drilling from each journal conveys oil to an adjacent crankpin, which incorporates an oil reservoir with a detachable plug. This plug is fitted with an ‘O’ ring and is secured by a spring clip.

Crankshafts fitted after July 1995, have a new arrangement of oil passageways which removes the need for oil reservoirs. These new crankshafts are therefore not fitted with oil reservoir plugs.

If, during overhaul, the oil reservoir plugs are removed from the earlier crankshaft, the plugs MUST be refitted before the engine is run.

Crankshaft end float is controlled by steel-backed lead bronze thrust washers, fitted either side of the centre main bearing. The lower half of the washer has a tang which locates in a slot machined in the bearing cap.

The nose of the crankshaft carries the oil pump drive gear and the main pinion, and is splined to receive the hub to which the damper and pulley are attached.

The main crankshaft oil seals are of lip type design. The rear oil seal is fitted directly into the flywheel housing and forms a seal around the rear flange of the crankshaft. For earlier engines the oil seal is carried in a housing which is bolted to the rear of the crankcase. The front oil seal is fitted in the wheelcase and forms a seal around the crankshaft hub. Both seals are supplied with a plastic insert for fitting purposes.



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14 Damper and pulley - early engines


To remove

1 Slacken the belt tensioner pulley and remove the drive belts.2 Slacken and remove the bolts which secure the pulley and damper to the hub.3 Withdraw the pulley, the hub nut locking plate, the spacer and the damper, noting the sequence for refitting.

To fit

1 Assemble the damper, the spacer, the hub nut locking plate and the pulley to the crankshaft, in the correct sequence.2 Fit the sixteen setbolts and spring washers. Tighten the setbolts evenly to a torque of 41 Nm (30 lbf ft).3 Refit the drive belts, adjust to the correct tension, and tighten the belt tensioner pulley.



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14Damper and pulley - new engines


Engines from build line number 971621 have a new damper and pulley. The new arrangement does not include a hub locking plate or a spacer.

The new damper and pulley are fully interchangeable with those fitted to all earlier engines, but it is NOT possible to fit the new damper without the new pulley.

To remove

1 Remove the alternator belt. Slacken the tensioner pulley for the fan belts and remove the fan belts.2 Slacken and remove the bolts which retain the pulley and the damper on the crankshaft hub.3 Remove the pulley and the damper.

To fit

1 Fit the damper and the pulley to the crankshaft. The pulley fits over the large crankshaft nut. If the bolt holes in the pulley are not in alignment with those in the crankshaft hub, remove the pulley, rotate it by one notch, try it again and if necessary one more time until the bolt holes are aligned correctly.Warning! Do NOT loosen the crankshaft nut.

2 Fit the damper and the pulley and fit the 16 bolts and spring washers. Tighten the bolts to a torque of 41 Nm (30 lbf ft).3 Fit the drive belts and adjust them to the correct tension. Tighten securely the tensioner pulley for the fan belts.



14 Crankshaft hub and front oil seal


Special tools: Spanner, 21825 807

To remove

1 Remove the pulley and damper as previously instructed in this section.2 Using the spanner, 21825 807, and a suitable hammer, unscrew and remove the hub securing nut.3 Withdraw the hub and front cone.4 Carefully lever out and discard the front oil seal.

To fit

1 Check the crankshaft hub splines and cone for signs of wear, and renew if necessary.2 Fit a new oil seal to the wheelcase. Ensure that the seal is positioned correctly, as shown (A).Note: Each new seal is supplied fitted with a plastic mandrel for assembly purposes. This mandrel must NOT be removed until the fitting of the seal is completed.

3 Apply a light film of clean engine oil to the hub splines prior to fitting the hub and cone.4 Check the hub nut threads, lightly oil, and fit the nut by hand.5 Tighten the nut to 950 Nm (700 lbf ft) by torque spanner or, alternatively, by the following method with the spanner, 21825 807, and a 1,8 kg (4 lb) hammer:

a Use the spanner to tighten the nut as fully as possible by hand.

b Scribe suitable alignment marks on the hub and nut and use a hammer to tighten the nut by a further two flats.

c If difficulties are encountered when fitting the locking plate, the nut may be tightened by the minimum amount necessary. It must NOT be slackened.

6 Fit the pulley and damper, see operation 14-1 or operation 14-2.

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14To fit a new oil seal to a wheelcase removed from the engine 14-4

The plastic mandrel supplied with the seal must NOT be removed until the fitting of the seal is completed.

Grease, oil or other sealants must NOT be applied to the seal or housing during assembly.

1 Ensure the seal housing in the wheelcase is free from oil and other possible debris.2 Support the wheelcase on a flat horizontal surface under a hand press, ensuring sufficient clearance is available to avoid disturbing the plastic mandrel whilst pressing in the seal.3 Place the seal at the entrance to the bore with the part number facing outwards.4 Cover the seal completely with a flat metal plate and operate the press until light bottoming of the seal is felt.5 Wipe away any excess dry sealant which has been displaced from the seal outer casing.6 Do NOT remove the plastic mandrel until the wheelcase has been fitted to the engine.



14 Rear oil seal


Special tools:

Oil seal tool, 27610 007

To remove

1 Drain the engine oil and remove the flywheel, operation 22-1.2 Use a centre punch to make two holes in the edge of the seal at diametrically opposite positions (A1 and A2). Drill two holes, of 5 mm (3/16 in) diameter, in the seal at the positions shown (A1 and A2).3 Select two suitable self-tapping screws, complete with plain washers, and fit the screws to the drilled holes. Leave a small space between the face of the seal and the plain washers. Use two screwdrivers, as levers, between the plain washers and the flywheel housing (oil seal housing on early engines) to remove the oil seal.4 Clean the bore of the flywheel housing, or oil seal housing, which was in contact with the old seal.

To fit

Ensure that the crankshaft and the bore of the flywheel housing are clean and free from grease.

Caution: Check that the part number of the new seal is the correct one for the engine.

1 Ensure that the flywheel location dowel is fitted to the crankshaft. Fit the guide part of the special tool, 27610 007, onto the end of the crankshaft and secure it with the four bolts. Take care not to damage the fine edge of the guide during fitting.2 Before the oil seal is fitted, check the guide and the crankshaft again for dirt or for a rough surface finish which could damage the lip of the oil seal. Remove and discard the yellow inner sleeve from the new oil seal and fit the seal onto the guide. The lip of the seal must be toward the crankcase.Caution: Do NOT apply oil or grease to the oil seal to assist the operation. There is a dry lubricant on the contact face of a new seal for this purpose.

3 Slide the collar part of the tool onto the guide until the face of the collar is against the outer face of the oil seal. Lubricate lightly the thread of the stud and also the thrust washer. Fit the nut and washer to retain the collar. Rotate the nut until the seal is pressed fully into the flywheel housing or oil seal housing for earlier engines.

4 Remove the complete tool. The tool should be kept assembled to protect the guide part.5 Fit the flywheel, operation 22-1.

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14Crankshaft


Special tools:

Engine build stand, 21825 993

Puller, 21825 806

To remove

1 Drain the engine lubricating oil and coolant whilst the engine is still installed.2 Remove the unit and fit it to the engine build stand, 21825 993. See operation 16-1.3 Remove the sump and oil pump, operation 19-3 and operation 19-4.4 Remove the coolant pump, operation 21-5 and the thermostat housing/coolant rail assembly.5 If fitted, remove the compressor, operation 24-1.6 Remove the fuel injection pump, operation 20-10.7 Remove the starter motor, operation 23-3.8 Remove the alternator, operation 23-2.9 Remove the flywheel housing, operation 22-3.10 If fitted, remove the crankshaft rear seal housing.11 Remove the crankshaft hub and damper assembly, operation 14-3 and operation 14-1 or operation 14-2.12 Remove the wheelcase, operation 15-1.13 Unscrew the idler gear retaining bolt and withdraw the gear and thrust plate.14 Remove the camshaft gear or, for engines with an integral gear, remove the camshaft, operation 16-8.15 If fitted, remove the fuel pump adapter plate and discard the ‘O’ rings. Remove the wheelcase backplate and discard the gasket.16 Disconnect the connecting rods from the crankshaft. Ensure that the caps and shell bearings are retained with their respective rods.17 Slide the piston and connecting rod assemblies into the bores until they are clear of the crankshaft.

18 Remove the main bearing caps, if necessary using the puller, 21825 806, and remove the lower half main bearing shells from the caps.19 Using suitable lifting equipment, lift out the crankshaft and remove the upper half of the main bearing shells and thrust washers.

To fit

1 Lightly oil the upper halves of the main bearing shells and fit them to the crankcase.2 Carefully lower the crankshaft into position.3 Fit the main bearing caps as given in operation 16-2, paragraphs 3 and 4. Check that the crankshaft rotates freely. Lever the crankshaft to the extremes in each direction and measure the end float. Limits are 0,127 to 0,33 mm (0.005 to 0.013 in).4 Withdraw each piston and connecting rod assembly from its bore and fit the upper half of the big end bearing to the connecting rod. Ensure that the location tang is correctly seated. Lubricate the bearing with clean engine oil and guide the connecting rod carefully onto the crank pin. Fit the lower half of the bearing into the big end cap, ensuring correct location, and lubricate with clean engine oil. Ensure that the flats on the big end bolts are correctly located against the flats on the connecting rod. Fit the bearing cap with the correlation marks aligned and tighten the lightly oiled nuts to a torque of 217 Nm (160 lbf ft).5 Fit the backplate, complete with a new gasket and, where necessary, the fuel pump adapter plate, complete with new ‘O’ ring seals.6 Turn the engine until No.1 piston is at the TDC position. Fit the camshaft and idler gears with the timing marks correctly aligned - see section 16.7 Fit the wheelcase.8 Fit the crankshaft hub and damper assembly, operation 14-3 and operation 14-1 or operation 14-2.9 For early 2000 series engines, fit the crankshaft rear seal housing.10 Fit the flywheel housing, operation 22-3.11 Fit the alternator, operation 23-2.12 Fit the starter motor, operation 23-3.13 Fit the fuel injection pump, operation 20-10.14 If necessary, fit the compressor, operation 24-1.



14 15 Fit the coolant pump, operation 21-5 and the thermostat housing/coolant rail assembly.16 Fit the oil pump and sump, operation 19-4 and operation 19-3.17 Remove the engine from the build stand, operation 16-1.18 Refill with clean engine oil of the correct grade and specification.19 Fill the coolant system to the correct level with the approved coolant mixture.

To inspect 14-7

1 Thoroughly clean the assembly.2 Inspect the pinion and oil pump drive gear assembly for wear and damage.3 Where relevant, extract all the oil reservoir plugs: tap each plug in slightly, remove the retaining clip and screw in a suitable bolt to withdraw the plug.4 Clean all the components with special attention to the crankshaft oilways.5 Perform a crack test on the shaft, pinion and oil pump drive gear, preferably using the electromagnetic process. Renew as necessary.6 Where relevant, refit the oil reservoir plugs, complete with new ‘O’ rings, as follows: Oil the bores, press in the plugs, fit the retaining clips and pull the plugs back against the retaining clips.If necessary, it is possible for the crankshaft to be reground. Re-grinding is permissible in four stages, each of 0,25 mm (0.010 in) on the diameter.

Caution: The crankshaft MUST be re-nitrided if it is re-ground by more than 0,25mm (0.010 in).

Should the crankshaft be re-ground several times, re-nitriding will be necessary at:

a Minus 0,51 mm (0.020 in)

and

b Minus 1,02 mm (0.040 in)

For further details about crankshaft re-grinding, please contact the Service Department at Perkins Engines Company Limited, Shrewsbury.



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Crankshaft journalsDiameter (A1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99,0473 to 99,0727 mm (3.8995 to 3.9005 in)Permissible worn dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98,9838 mm (3.897 in)Ovality - permissible worn dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,076 mm (0.003 in)Journals in main bearings - clearance. . . . . . . . . . . . . . . . . . . . . . . 0,0127 to 0,089 mm (0.0005 to 0.0035 in)

Crank pinsDiameter (A2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82,5348 to 82,5373 mm (3.2494 to 3.2495 in)Diameter - permissible worn dimensions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82,4611 mm (3.2465 in)Ovality - permissible worn dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,076 mm (0.003 in)

Deflection of crankshaftDeflection of crankshaft (A7) when it is held on‘V’ blocks under numbers 1 and 7 main journals (A6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,030 mm (0.012 in)(The deflection must be progressive from the outer main journals to the centre main journal)

End-float of crankshaftWidth between crankshaft webs of central journal (A3) . . . . . . . . . . 80,645 to 80,696 mm (3.175 to 3.177 in)Width of centre bearing and thrust washers (A4) . . . . . . . . . . . . . . . 80,315 to 80,467 mm (3.162 to 3.168 in)Clearance (new) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,178 to 0,381 mm (0.007 to 0.015 in)Permissible worn clearance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,51 mm (0.020 in)

Flywheel on crankshaftDiameter of crankshaft (A5). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107,899 to 107,925 mm (4.248 to 4.249 in)Bore of flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107,95 to 107,975 mm (4.250 to 4.251 in)Clearance (new) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,025 to 0,076 mm (0.001 to 0.003 in)

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Wheelcase and drive assembly 15

General description

The wheelcase assembly of the new 2000 series engine consists of an aluminium wheelcase and a cast iron backplate. For earlier engines, the backplate is manufactured from aluminium. The assembly is situated at the front end of the crankcase and houses the engine gear train. The backplate is located on the crankcase by dowels and is secured by close fitting bolts. This ensures the correct positioning of the front seal in relation to the crankshaft.

A steel oil transfer tube is fitted between the backplate and the front end of the main oil gallery in the crankcase. Lubricating oil is supplied through this tube and through drillings in the backplate to the fuel injection pump.

The wheelcase provides mounting points for the coolant pump, alternator and belt tensioner bracket. The backplate houses the radiator by-pass tube and provides mounting points for the compressor and fuel injection pump.

The gears of new 2000 series engines have a different gear tooth design and are not interchangeable with those fitted to earlier engines.

The idler axle fitted to new 2000 engines does not require adjustment.



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15 Wheelcase


To remove

1 Drain the engine coolant.2 Remove the following components:

a (a) Sump - see operation 19-3.b Alternator - see operation 23-2.c Belt tensioner bracket.d Crankshaft hub - see operation 14-3.e Coolant pump - see operation 21-5.f Compressor (if fitted) - see operation 24-1.

3 Remove the wheelcase retaining bolts and withdraw the casing.4 Discard all gaskets and clean the joint faces.

To fit

1 Renew all gaskets.2 Fit the wheelcase, complete with a new gasket.3 Fit the components removed in paragraph 2 of the removal sequence.4 Refill the coolant system.

Backplate


To remove

1 Remove the wheelcase, operation 15-1.2 Remove the fuel injection pump assembly, operation 20-10.3 Remove the coolant rail, thermostat housing and the radiator by-pass tube from the top of the backplate.4 Turn the engine until No.1 piston is at TDC with the relevant mark on the flywheel aligned with the timing pointer in the flywheel housing. The timing marks on the camshaft and crankshaft gears should now be facing the idler gear axle, and the mark on the front end of the crankshaft at the 12 o’clock position.5 Bend back the tabs on the camshaft gear locking plate and slacken the retaining bolts. The camshafts of certain engines have an integral gear; for these engines the camshaft must be removed, operation 16-8.6 Remove the idler gear retaining bolt and withdraw the gear and thrust washer.7 For engines with removable camshaft gears: Unscrew the camshaft gear retaining bolts and remove the gear and lockplate, then remove the camshaft thrust plate.8 If fitted, remove the fuel pump adaptor housing from the backplate and discard the ‘O’ rings.9 Unscrew the three backplate retaining bolts and carefully tap the plate free from the dowels.10 Discard the gasket and clean the joint faces.11 Withdraw the oil transfer tube from the backplate and discard the ‘O’ ring.



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15To fit

1 Fit the oil transfer tube (A1) to the backplate, complete with a new ‘O’ ring (A2).2 Fit a new gasket over the two dowels in the front of the crankcase, fit the backplate and secure with the three bolts.3 Fit the camshaft thrust washer and tighten the setscrews evenly to a torque of 54 Nm (40 lbf ft).4 Fit the camshaft gear (B1), locating it on the roll pin in the end of the camshaft. The bolt holes are offset and will only align in one position. Use a new locking washer (B5) and fit the bolts (B6) finger tight only at this stage.5 Slide the idler gear (B2) on to its axle, with the timing marks aligned with the corresponding marks on the camshaft and crankshaft gears as shown (C).6 Fit the idler gear thrust plate (B3) and securing bolt (B4). Ensure that the slot in the plate (D1) is correctly located on the roll pin (D2), then tighten the bolt to a torque of 61 Nm (45 lbf ft).7 Tighten the camshaft gear retaining bolts to a torque of 61 Nm (45 lbf ft), and bend over the locking plate tabs to secure. Ensure that the tabs are bent fully against the flats of the bolts heads.

Continued

A 285

1

2

B 286

1

3456

2

C 295

1

23

D 287

1

2



15 8 For early engines: fit the fuel pump adaptor (A2) and renew the two ‘O’ ring seals (A1 and A3).9 Fit the fuel injection pump, operation 20-10.10 Fit the radiator by-pass tube, thermostat housing and coolant rail, renewing all gaskets and ‘O’ rings seals.11 Fit the wheelcase, operation 15-1.

A 288

1

3

2



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15Camshaft gear - bolt-on type


To remove

1 Remove the wheelcase, operation 15-1.2 Turn the engine until No.1 piston is at TDC with the relevant mark on the flywheel aligned with the timing pointer in the flywheel housing. The timing marks on the camshaft and crankshaft gears should now be facing the idler gear axle as shown (A), and the mark on the front end of the crankshaft at the 12 o’clock position.3 Remove the idler gear (A1).4 If fitted, bend back the locking plate tabs, remove the retaining bolts and carefully lever off the camshaft gear (A3).5 Inspect the gear for worn or damaged teeth and renew if necessary.6 Do not turn the engine from its present position.

To fit

1 Fit and secure the camshaft gear (A3) to the camshaft with the timing mark aligned with the corresponding marks on the idler gear (A1).2 Fit the idler gear.3 Check that the gear backlash is within limits. Refer to Fits and clearances on page 77. If the backlash is not within the limits, the position of the idler gear axle may need to be adjusted, see operation 15-7.4 Fit the locking plate, if one was previously fitted, fit the retaining bolts, tighten them to a torque of 61 Nm (45 lbf ft) and bend up the tabs on the locking plate.Note: It has been found that the locking plate for the camshaft gear is no longer required and therefore will not be fitted to engines manufactured after August 1998.

5 Fit the wheelcase, operation 15-1.

A 295

1

23



15 Camshaft gear - integral type


To remove

To remove the camshaft gear from this type of camshaft, the camshaft must first be removed from the engine.

1 Remove the cam followers, operation 16-6.2 Remove the idler gear, operation 15-6.3 Remove the camshaft, operation 16-8.4 Place the camshaft in a hydraulic press with the camshaft gear uppermost. Support the gear under the thrust plate with suitable packing, such as vee blocks. Carefully press the camshaft from the gear and remove the thrust plate and the key.Caution: Do not damage the camshaft during this operation.

To fit

1 Support the camshaft in a suitable press. Fit the thrust plate to the camshaft. Ensure that the plate is fitted with the words ‘FRONT’ (A1) uppermost, away from the cams.2 Insert a new key in the camshaft keyway.

3 Heat the gear in a pre-heated oven at 300oC for a minimum of 15 minutes.Warning! Protective gloves and overalls must be used when handling the heated camshaft gear.

4 Place the gear on the camshaft while still hot and press it onto the camshaft until the distance between the rear face of the gear and the rear face of the camshaft flange (B4) is 11,54 mm (0.4545 in).5 Fit the camshaft, operation 16-8.

A 142

1

B 143

1

2

3

4



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15To inspect 15-5

1 Inspect the camshaft gear journal for burrs or other damage. If the damage cannot be removed by the use of a fine grade of emery cloth, renew the camshaft.Measure the outside diameter of the journal. It must be between 65,1637 and 65,1815 mm (2.5655 and 2.5662 in). If it is beyond these limits the camshaft must be renewed.

2 Inspect the bore of the gear for burrs or other damage. If the damage cannot be removed by the use of a fine grade of emery cloth, renew the gear.Measure the diameter of the gear bore. It must be between 65,0875 and 65,1078 mm (2.5625 and 2.5633 in). If it is beyond these limits the gear must be renewed.



15 Idler gear


To remove

1 Remove the wheelcase, operation 15-1.2 Turn the engine until No.1 piston is at TDC with the relevant mark on the flywheel aligned with the timing pointer in the flywheel housing. The timing marks on the camshaft and crankshaft gears (A3 and A2) should now be facing the axle of the idler gear (A1), and the mark on the front end of the crankshaft at the 12 o’clock position.3 Check and note the end float of the idler gear.4 Check the gear for excessive play on the axle.5 Remove the securing bolt and thrust plate.6 Withdraw the gear and check for worn or damaged teeth.7 Do not turn the engine from its present position.

To fit

1 Slide the gear onto the axle, with the timing marks aligned with the relevant markings on the camshaft and crankshaft gears.2 For new 2000 series engines: Fit the idler gear thrust plate and securing bolt. Tighten the bolt to a torque of 300 Nm (220 lbf ft). Check that the end float is within these limits: 0,10 to 0,25 mm (0.004 to 0.010 in). If it is outside the limits, the assembly of the idler gear and bushes must be renewed.For earlier 2000 series engines, fit the idler gear thrust plate and securing bolt. Ensure that the slot in the plate is correctly located on the roll pin before tightening the bolt. Tighten the bolt to a torque of 61 Nm (45 lbf ft). Check that the end float is within these limits: 0,051 to 0,20 mm (0.002 to 0.008 in). If it is outside the limits, the assembly of the idler gear and bushes must be renewed.

3 Check the backlash of the idler gear, see Fits and clearances on page 77. If a new gear has been fitted, the position of the idler gear axle may require adjustment to obtain the correct backlash dimensions. Refer to page 76. This operation does NOT apply to new 2000 series engines.4 Fit the wheelcase,operation 15-1.

A 295

1

23



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15To set the gear backlash 15-7

Special tools:Reaming jig, idler gear axle, 21825 999

Note: This operation is NOT applicable to New 2000 series engines.

The backlash of the timing gears is set by the position of the idler gear axle. If, during an overhaul, a new idler gear, a new idler gear axle or a new crankcase is used, the correct position for the idler gear can change and effect the backlash setting of the gears.

To obtain the position that will give the correct backlash settings for the idler gear, the position of the dowel holes may have to change. To do this, the dowel holes must be reamed to a larger size by 0,38 mm (0.015 in), this will give them a diameter of 8,33 mm (0.328 in). If this operation has been done before, they may have to be reamed by a further 0,38 mm (0.015 in) to a finished size of 8,73 mm (0.3437 in).

According to the size of the dowels which are to be fitted, a selection of these location pins and reamers will be necessary:

Dowel size 8,33mm (0.32in) oversizeDowel part number: OE51709/1Location pin: 21825 830Reamer: 21825 833Location pin: 21825 831

Dowel size 8,73mm (0.343in) oversizeDowel part number: OE51709/2Location pin: 21825 831Reamer: 21825 834Location pin: 21825 832

To fit a new idler gear to an existent crankcaseDowel part number: OE51385Location pin 21825 829Reamer 21825 835

Continued



15 To adjust the backlash of the timing gears

If the crankcase is to have its original idler gear and idler gear axle fitted, they should be fitted with the original dowels and then the backlash must be checked. The backlash limits are:

Between the idler gear and the drive gear for the fuel injection pump (FIP):

0,05 to 0,15 mm (0.002 to 0.006 in).Between the idler gear and the camshaft gear:

0,05 to 0,15 mm (0.002 to 0.006 in).Between the idler gear and the crankshaft gear:

0,15 to 0,40 mm (0.006 to 0.010 in).

If these clearances cannot be obtained, use the procedure which follows:

1 The camshaft gear and the crankshaft gear must be fitted and the FIP drive gear must be fitted, but without its bolts at this time.2 Fit the idler gear axle (A1) without the dowels, fit spring washers to the bolts and tighten the bolts lightly.3 Fit the gear and check the backlash at four equally spaced points on its circumference between the gears of the camshaft and the crankshaft.4 Adjust the position of the idler gear axle to achieve a backlash of 0,05 to 0,15 mm (0.002 to 0.006 in) between the idler gear and the camshaft gear and also between the idler gear and the FIP drive gear. And ensure that the backlash between the idler gear and the crankshaft gear is between 0,15 and 0,25 mm (0.006 and 0.010 in).5 Remove carefully the idler gear, ensure that the idler gear axle is not disturbed; tighten the bolts of the idler gear axle to a torque of 61 Nm (45 lbf ft).Caution: Ensure that the correct tools are used for the size of dowels to be fitted.

6 Fit the reaming jig, 21825 999, over the idler gear axle, fit the relevant location pin into one of the dowel holes (A2) and use the relevant reamer in the other dowel hole to ream the other hole in the crankcase to the next relevant size.7 Fit the relevant locating pin to the dowel hole and remove the other locating pin. Ream the second dowel hole with the same reamer.8 Remove the locating pin and the reaming jig. Ensure that the dowel holes are clean. Fit new dowels of the correct size.9 Use a centre punch to distort the dowel holes similar to that shown (A3).10 Fit the idler gear, operation 15-6.

A 02

1 2 3



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Idler gear (A)Bore of bush when fitted and machined (A1) . . . . . . . . . . . . . . . . . . 51,765 to 51,816 mm (2.038 to 2.040 in)Axle diameter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41,2850 to 41,2877 (1.6250 to 1.6255 in)End-float - new 2000 Series (A2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,010 to 0,254 mm (0.004 to 0.010 in)End-float - earlier engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,51 to 0,20 mm (0.002 to 0.008 in)

Gear trainBacklash - new 2000 Series . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,15 to 0,25 (0.006 to 0.010 in)Permissible worn limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,38 mm (0.015 in)Backlash - earlier engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,051 to 0,152 (0.002 to 0.006 in)Permissible worn dimension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,20 (0.008 in)

Oil pump drive gearBacklash - new 2000 Series . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,15 to 0,25 mm (0.006 to 0.010 in)Permissible worn limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,38 mm (0.015 in)Backlash - earlier engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,102 to 0,254 mm (0.004 to 0.010 in)Permissible worn limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,305 mm (0.012 in)

A 314

1

2



16

Th

Cylinder block assembly 16

General description

The crankcase is a single unit cast in high grade nickel-chrome iron and comprises the crank chamber and the cylinder block. The crank chamber extends below the crankshaft line to ensure rigidity. Lateral bolts to the front, centre and rear main bearing caps provide additional stiffness.

Five transverse webs within the crankcase provide support for the crankshaft and camshaft. The crankshaft is carried in seven bearings, secured by removable caps and fitted with thrust washers at the centre bearing.

The camshaft has seven journals. On all engines prior to build line number 79339 the camshaft runs in bearing surfaces machined in the crankcase parent metal. Industrial engines, from build line number 79339, have a bush fitted to the front journal with the six remaining journals running in bearing surfaces machined in the crankcase parent metal.

The low-mounted camshaft is gear driven from the front of the crankshaft through an idler gear. It is drilled through its complete length to form an oil gallery and runs in bearings or bearing surfaces machined in the crankcase.

Oil is transferred from the centre bearing to lubricate the remaining six camshaft journals and certain other components.

The drive gear is located on the shaft by a single dowel and retained by five setbolts/capscrews and a locking plate. For certain early engines, the drive gear is pressed onto the camshaft and is located by a woodruff key.

Slip-fit wet-type cylinder liners manufactured from cast iron and which have been induction hardened are used. The liner bore is honed and carbide finished, which results in a matt surface.

Caution: If a used liner is to be refitted to an engine, it is vital that NO re-honing or de-glazing of the bore is undertaken.

The top of the liner is flanged and forms a coolant seal with the counterbore seat in the crankcase top face. Three grooves are machined into the skirt of the liner to accept three composition sealing rings.



79


16 Crankcase

To fit to and to remove from abuild stand 16-1

Special tools:Strap wrench, 21825 825Lift adaptor for engine, 21825 821Build stand - engine, 21825 993

To fit to a build stand

To obtain access to the crankcase and further main components, the engine must be disconnected from its driven unit and fitted in a build stand. Instructions to disconnect the driven unit are to be found in the publication of the relevant manufacturer. To fit the engine to a build stand proceed as follows:

1 Disconnect the batteries.2 Close the valves and disconnect the pipes for the fuel supply and the fuel return.3 Drain the coolant system (refer to the User’s Handbook TSD 3215), remove the radiator, operation 21-1, and the relevant coolant pipes and air ducts.Warning! Remove carefully the radiator filler cap as the system may be under pressure.

4 Drain the lubricating oil from the engine by the removal of the drain plugs from the base of the sump.5 Remove the fan, operation 21-2.6 Remove the air cleaner assembly and the ducting to the turbocharger.7 If a compressor is fitted, remove the compressor air filter and associated pipework. Disconnect the coolant and oil pipework and remove the compressor.8 Remove the turbocharger exhaust outlet pipe and, where applicable, the diffuser. Prior to removal, scribe alignment marks to ensure correct orientation on reassembly.9 Remove the alternator and drive belt.10 Slacken the belt tensioner and remove the belts and the tensioner assembly.11 Use the filter wrench, 21825 825, to remove the oil filter canisters. Disconnect all relevant pipework and remove the oil cooler and, if fitted, the oil bypass filter.12 Remove the turbocharger(s), complete with the oil supply and drain pipework.13 Remove the oil filler and the dipstick tube assemblies.

14 Fit the mounting brackets to the crankcase. Using a crane and the lifting beam, 21825 821, support the crankcase, remove the transportation stands and fit the crankcase to the build stand, 21825 993.

To remove from a build stand

1 Fit the lift adaptor, 21825 821, to the engine, use a suitable hoist to remove the engine from the build stand and support it with transportation feet.2 Fit the oil cooler assembly and its coolant pipes, secure pipes with hoses and hose clips. Fit the connecting pipework between the sump, oil cooler and crankcase and fit the compressor oil feed pipe.3 Fit the engine stop solenoid, refer to section 23 for setting details.4 Fit new oil filter canisters as detailed in section 4 of the User’s Handbook, TSD 3215.5 Fit the oil by-pass filter together with all the relevant pipework.Warning! Fuel and oil pipes MUST be inspected for cracks or damage before they are fitted to the engine.

6 Fit the fan, operation 21-2.7 Connect the exhaust pipes.8 Fit the radiator, operation 21-1.9 Fit the air cleaner assembly and connect the ducting to the turbocharger.10 Set the fuel injection pump timing, operation 17-2.11 Fill the lubrication system to the correct level with clean engine lubricating oil, see User’s Handbook TSD 3215.12 Fill the coolant system to the correct level, see User’s Handbook TSD 3215.13 Connect the fuel supply.14 Connect the batteries.15 Eliminate air from the fuel system, operation 20-11.



Th


Special tools:Cylinder head lifting bar, 21825 816Bobbin removal tool, 21825 800Flywheel lifting bracket, 21825 817Bearing cap removal tool, 21825 806Engine build stand, 21825 993Lapping tool. 21825 902Piston replacer sleeve, 21825 784Dial gauge, 21825 782Torque angle gauge, 21825 924Sump guide studs, 21825 812Flywheel guide studs, 21825 802Spanner, 21825 807

To dismantle

1 Fit the assembly of the engine to a build stand, operation 16-1.It is recommended that small items (for example: low pressure fuel pipes, clips, brackets, etc.) are labelled, to indicate their location and purpose, and are stored with the relevant engine parts.

2 Remove the exhaust manifolds.3 Remove the main pulley and damper from the crankshaft hub. Unscrew the crankshaft nut and remove the hub.4 Disconnect and remove the low pressure fuel pipes. Unscrew the fuel filter and remove the filter header.5 Remove the coolant rail and the thermostat housing.6 Disconnect the coolant pump pipework. Unbolt the pulley from the coolant pump and remove the pump.7 Remove the air inlet manifold/charge cooler and associated pipework.8 Remove the high-pressure fuel pipes, unions and shrouds.9 Remove the rocker covers and fuel injectors.10 Remove the rocker gear and pushrods. The pushrods must be stored in the correct sequence to ensure that they are fitted to their original positions when the engine is assembled.11 Fully slacken the tappet adjusting screws before removing the rocker pedestal bolts. Slacken the cylinder head bolts and nuts in the reverse order to the tightening sequence, shown on page 86. Note the positions for any brackets retained by the cylinder head bolts. Remove the bolts and nuts and, using the lifting bar 21825 816, remove the cylinder heads.

Take care not to damage the rocker oil feed studs. Remove the coolant bobbins, head gaskets, roll pins and oil feed studs; a special tool, 21825 800, is available for bobbin removal.12 Remove the starter motor and solenoid assembly, operation 23-3.13 Remove the tappet cover, gasket, baffle plate and the rocker oil feed pipe. Lift out the cam followers. The cam followers must be stored in the correct sequence to ensure that they are fitted to their original positions when the engine is assembled.14 Remove the flywheel, operation 22-1, use the lifting bracket 21825 817. Remove the flywheel housing, operation 22-3.15 Rotate the build stand until the sump is uppermost and remove the sump.16 Remove the wheelcase, operation 15-1.17 Remove the oil transfer pipes, the connections and the suction intake assembly. Remove the oil pump complete with drive gear and shims.Note: Shims are not fitted to the oil pumps of new 2000 series engines.

18 Remove the rear end oil seal housing - not fitted to new 2000 series engines.19 Disconnect and remove the stop solenoid. Remove the fuel injection pump drive gear and remove the fuel injection pump, together with its mounting bracket and, if fitted, the adaptor plate. If fitted, remove the oil distribution block.20 For engines fitted with an integral camshaft gear, remove the camshaft as given in operation 16-8. For all other engines: remove the camshaft gear retaining bolts, remove the retaining bolts of the idler gear and withdraw the thrust plate. Remove the idler gear and camshaft drive gear. Remove the camshaft thrust plate and carefully withdraw the camshaft. Remove the idler gear axle.21 Remove the backplate and rotate the build stand until the engine is horizontal. Remove the piston cooling jets, unscrew the big end nuts, remove the bearing caps and carefully withdraw each of the pistons.22 Remove the lateral bolts of the main bearing caps and extract the bearing caps, if necessary use the removal tool, 21825 806. Use a crane and suitable sling to lift out the crankshaft.



16 To assemble

The crankcase should be cleaned and any suspect cup plugs renewed. If any blanking plugs have been removed they should be replaced at this stage. It is recommended that the engine is rebuilt using the sequence which follows:

1 Fit the mounting brackets to the crankcase and secure the crankcase in the engine build stand, 21825 993.2 Oil the camshaft bearing housing and carefully slide the camshaft into position.3 Rotate the build stand until the sump mounting face is uppermost. Fit and oil the upper halves of the main bearing shells. Check that the dowels are fitted at the front, centre and rear bearing cap positions and, using a suitable sling, carefully lower the crankshaft assembly into position. Feed the upper halves of the thrust washers into place at each side of the centre bearing, with the bronze face of each washer toward the crank web. Fit the lower half bearing shell and lower halves of the thrust washers to the centre main bearing cap and fit the cap. Fit the remaining caps complete with lower half bearing shells. Ensure that the correlation numbers on each cap correspond to the adjacent numbers on the crankcase.

4 Apply a light coat of oil to the threads of the main bearing cap bolts. Fit all the bolts but do not tighten at this stage. Fit the lateral bolts, complete with plain washers, to the front, centre and rear bearing caps. Tighten the main bearing cap bolts in the sequence shown (A). The bolts for the centre, front and rear bearing caps must be tightened to a torque of 216 Nm (160 lbf ft). The intermediate bearing cap bolts must be tightened to a torque of 272 Nm (200 lbf ft). Finally, tighten the lateral bolts to a torque of 95 Nm (70 lbf ft) in the alphabetical sequence shown (A).5 Check that the crankshaft rotates freely and measure the crankshaft end float, it must be between 0,127 and 0,33 mm (0.005 and 0.013 in).6 Ensure that the cylinder liners have been cleaned and inspected as given in operation 16-5 and perform a liner protrusion check as follows: Carefully fit the liners, without sealing rings, into their relevant positions in the crankcase.

Continued

A 148

10 8

9 1

2

5

6

73

4 12

1115

16

17

18

19

14

13

20

AC E

D B F



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167 Measure and record the liner flange protrusion above the crankcase top face at four equidistant points.Protrusion limits are 0,076 to 0,127 mm (0.003 to 0.005 in) and must also meet the following requirements (A).

Maximum variation of 0,025 mm (0.001 in) between the highest and lowest points on any one liner flange.Maximum variation of 0,025 mm (0.001 in) between protrusions at adjacent points of neighbouring liners.

8 Use ‘Engineers blue’ to check the contact between the liner flanges and their seating faces. To ensure a satisfactory seal, the contact area must cover 100% of the circumference and at least 50% of the width and any position. If the area of contact does not conform to these requirements, the flange of the cylinder liner must be lapped to the shoulder in the crankcase by the use of a lapping compound. A lapping tool, 21825 902, is available for this operation.

Continued

A 156

0.114 0.089

0.114

0.127

0.089

0.089

0.076

0.102 0.102 0.102 0.127

0.076

0.076 0.076 0.076 0.076 0.076

0.114 0.127

0.127 0.089

0.127 0.102

0.102

0.127

0.102

0.076

0.076

0.076 0.127 0.127 0.127

0.114

0.076 0.076 0.127 0.076 0.076

0.127 0.114

0.1020.127

0.076

0.102 0.127

0.076

0.127

0.076

Acceptable

Unacceptable



16 When a new liner is fitted and the protrusion check is satisfactory, etch its position number on the top face (A2) of the liner adjacent to the large coolant port. Do NOT mark the flange face (A1).

9 When the protrusion check for the cylinder liners is satisfactory, remove the liners and ensure that the seats are clean and have been degreased.10 Fit the cylinder liners, operation 16-4.11 Rotate the build stand until the engine is almost horizontal. Assemble the pistons and connecting rods as detailed in section 13 and clean the bores of the cylinder liners. Before each piston assembly is fitted, turn the crankshaft until the appropriate journal is at its lowest position. Clean the journal and lubricate with clean engine oil.12 Fit the upper half of the big end bearing to the connecting rod, ensuring that the location tang is correctly fitted. Lubricate the bearing with clean engine oil. Enter the piston/connecting rod assembly through the compression sleeve tool, 21825 784, into the bore with the ‘FRONT’ marking on the piston crown to the front of the engine. Guide the rod carefully onto the crank pin.13 Fit the lower half of the bearing into the big end cap ensuring correct location, and lubricate with clean engine oil. Fit the bearing cap with the correlation marks aligned, ensure that the big end bolts are correctly seated and tighten the lightly oiled nuts to a torque of 217 Nm (160 lbf ft). Repeat the procedure for the remaining five assemblies.14 Fit the six piston cooling jets, complete with new ‘O’ ring seals, secure each with a bolt and spring washer.15 Rotate the build stand until the engine is upright. Turn the crankshaft until the piston is at TDC (top dead centre) and measure the clearance of the piston crown below the crankcase top face. A dial gauge, 21825 782, is obtainable for this purpose. Permissible clearance is 0,28 to 0,38 mm (0.011 to 0.015 in). If necessary, it is permissible to machine up to a maximum of 0,127 mm (0.005 in) from the piston crown. Perform the check on all pistons. Restore the ‘FRONT’ and other markings if they are removed during machining.16 Fit the two rocker gear oil feed studs and the blanking plug, complete with new sealing washer, to the crankcase top face. Ensure that the feed stud oilways are clear before fitting.

Continued

A 292

1 2



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1617 Fit a new ‘O’ ring seal to the oil transfer tube and position the tube in the crankcase front end face. Fit the two dowels to the front face and position a new gasket over the dowels. Fit the backplate and retain with three bolts with plain and spring washers.18 Fit the fuel injection pump adaptor using new ‘O’ rings on the spigot and between the adaptor and backplate. Fit the rear support bracket to the crankcase and loosely attach the support block.19 Lightly smear the camshaft journals and bearing surfaces with clean engine oil and insert the camshaft into the crankcase.20 For engines with the bolt-on type of camshaft gear proceed as follows:

Fit the thrust plate and tighten the capscrews to a torque of 54 Nm (40 lbf ft). Fit the camshaft drive gear and secure with a dowel and five setbolts tightened to a torque of 61 Nm (45 lbf ft). Bend up the tabs of the locking plate.

For engines with the integral type of camshaft gear proceed as follows:

Rotate the camshaft gear until the capscrews which retain the thrust plate can be fitted through the access holes in the camshaft gear. Tighten the capscrews evenly to a torque of 54 Nm (40 lbf ft).

21 Fit the fuel injection pump drive gear and secure with retaining plate and bolts.22 For new 2000 series engines: Fit the dowel for the idler gear axle, fit the axle, fit the gear and collar and retain with the capscrew. For earlier engines: Fit the idler gear axle locating dowels and retain the axle with three setscrews. Fit the idler gear. For all engines, align the timing marks as shown (A).Note: On early engines, if a new idler gear, a new idler gear axle or a new crankcase is used, the position of the idler gear axle must be set correctly to obtain the correct backlash for the gears. Refer to operation 15-7.

23 Ensure that the crankcase and cylinder head flame faces are clean and dry. Fit the coolant bobbins, complete with new ‘O’ ring seals, into the top face of the crankcase. Fit the dowels and the new cylinder head gaskets, noting that the gaskets are marked ‘TOP’, and lower the cylinder heads into position. A lifting bar, 21825 816, is obtainable for this purpose.

Continued

A 295

1

23



16 24 Position the lifting eyes. A light application of oil must be applied under the head of each cylinder head bolt and also to the threaded area. Do NOT use an excess amount of oil. Where relevant, fit a washer to each bolt.Note: Recent engines use a different type of bolt which MUST be fitted without a washer.

25 Screw the bolts in by hand to ensure the correct location. Always place the bolts in position, do NOT drop them. Lightly oil the threads on the oilway stud and fit the nut and washer. Later engines have a special bolt (A22) fitted in place of the stud and nut.Caution: The special bolt (at position A22) is drilled and can be identified by the word ‘OIL’ stamped on its head or, for later engines, a recess in its head. The old and new types of drilled bolt are interchangeable.

26 Align the heads by temporarily fitting the inlet manifold without the gasket and, using the sequence shown (A), tighten the bolts (and nut where relevant) of each cylinder head as follows:

a Tighten all bolts in the sequence shown (A) to a torque of 136 Nm (100 lbf ft).

b Tighten all bolts in the sequence shown (A) to a torque of 204 Nm (150 lbf ft).

c Tighten ONLY the bolts in the black circles, in the sequence shown (A), by an additional angle of 40 degrees. A torque angle gauge, 21825 924, is available for this purpose.

Remove the inlet manifold.

Caution: Except for new 2000 series engines, the bolts and nuts of a newly fitted cylinder head must be re-tightened to their final torque figures, and the tappet clearances checked, after the first 500 to 1000 km.

27 Lightly oil the cam followers and fit them to their relevant positions in the crankcase. Fit the rocker oil feed pipe and secure with three bolts and shouldered washers. Fit the gasket, baffle plate, gasket and the tappet cover and secure the engine breather pipe to the tappet cover. If the engine is fitted with an oil distribution block it should now be refitted complete with plugs and adaptors as appropriate.

Continued

A 56



Th

1628 Fit the push rods and assemble the rocker gear. Refer to section 11 for torque settings. To facilitate barring over the crankshaft, screw two bolts into its rear face. Turn the crankshaft anticlockwise, viewed from the flywheel end, and adjust the tappet clearances in the sequence which follows. ‘Valves rocking’ means ‘inlet valve just opening, exhaust valve just closing’.

Adjust the valve tappet clearances, as shown (A), to these dimensions:

Inlet valves: 0,25 mm (0.010 in).

Exhaust valves: 0,50 mm (0.020 in).

29 Re-check each clearance after tightening the lock nut of the adjusting screw to 40 Nm (30 lbf ft). Do not fit the rocker covers permanently until the injection pump timing procedure has been done. Pour oil over the rocker and valve assemblies and fit the rocker covers.30 Fit the air inlet manifold/charge cooler assembly, use new gaskets at the joint face. Fit the coolant pipe between the charge cooler and the rear end of the crankcase.31 Fit the rear oil seal housing and oil seal to the crankcase rear face.Note: A rear oil seal housing is not fitted to new 2000 series engines.

Rotate the build stand until the sump mounting face is uppermost.

32 Fit the oil pump dowels and, where necessary, the original shims, and fit the oil pump complete with drive gear, to the bearing cap.Check the drive gear backlash at four equidistant points on the gear. With the engine upright in the normal running position, the backlash should be 0,10 to 0,25 mm (0.004 to 0.010 in). Adjust if necessary by varying the shim thickness between the pump and the bearing cap. Shims are supplied in thicknesses of 0,2 and 0,3 mm (0.008 and 0.012 in).

Continued

Valves rocking on cylinder number

Adjust tappets on cylinder number

No.6 No.1No.3 No.4No.5 No.2No.1 No.6No.4 No.3No.2 No.5

A 151



16 33 Fit the suction intake assembly, the oil transfer pipes and connections to the oil pump and crankcase.34 Fit the wheelcase complete with a new gasket at the joint face. Before tightening the securing bolts use a straight edge to align the base with the sump mounting face, the base should be within 0,08 mm (0.003 in) of the sump mounting face.35 Fit the sump guide studs, 21825 812, apply two lines of Hylogrip sealant along the joints where the wheelcase meets the backplate and position the new gasket. Carefully fit the sump, remove the guide studs and fit the bolts, complete with plain and spring washers.Caution: When tightening bolts on rear pannier sumps the four bolts immediately to the front of the pannier (two each side, near the centre of the sump), must be tightened last to a torque of 28 Nm (21 lbf ft).

36 With the crankcase in the upright position, fit the flywheel housing as follows:For new 2000 series engines, the crankshaft rear oil seal is fitted directly in the flywheel housing and the joint between the flywheel housing and the crankcase must be sealed by the use of a special sealant, ‘Loctite gasket eliminator 518’. Ensure that the faces of the flywheel housing and crankcase are clean and dry. Apply a continuous bead of ‘Loctite gasket eliminator 518’ to the cylinder block as shown (A1).

For earlier engines, which have a separate housing for the crankshaft rear oil seal, the flywheel housing is fitted directly onto the crankcase. No gasket is required and sealant must NOT be applied.

Lift the housing onto the locating dowels and fit the retaining bolts and washers. Tighten the bolts evenly to a torque of 61 Nm (45 lbf ft).

37 Fit the flywheel guide studs, 21825 802, to the crankshaft, position the flywheel using lifting bracket, 21825 817, ensure that it is correctly located over the dowel and fit the retaining bolts. Remove the guide studs, fit the remaining bolts and tighten all bolts to a torque of 122 Nm (90 lbf ft).38 Fit and secure the starter motor assembly.39 Fit the rear cone, the crankshaft hub, the front cone and the crankshaft nut, ensure that the oil seal lips are properly positioned on the hub. If an adequate torque wrench and reduction unit is available, tighten the crankshaft nut to a torque of 949 Nm (700 lbf ft). If not, tighten the nut hand-tight then a further two flats using spanner 21825 807. To ensure alignment of the nut locking plate the nut may be tightened further but must NOT be slackened.

Continued

A 300

1



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1640 Fit the fuel injection pump, operation 20-10.41 Fit the fuel injectors, operation 20-1. Fit both rocker covers complete with new gaskets.42 Blow through high pressure fuel pipes with dry compressed air before proceeding: Loosely fit the injector feed pipes. Note that the high pressure pipes of recent engines are joined and must be fitted as a set. Ensure that each pipe is aligned correctly, press the rubber shroud inserts over each pipe, then position the shrouds over the inserts with steel backplates where necessary. Do NOT bend the pipes. Tighten the pipe unions taking care not to strain or twist the pipes. Finally secure the shrouds with bolts and spring washers.43 Assemble the coolant rail to the thermostat housing, using new ‘O’ ring seals on all connections. Fit the thermostat-to-wheelcase coolant pipe then fit the coolant rail assembly, complete with thermostat, and secure to the cylinder heads.44 Fit the fuel filter bracket and fit the low pressure fuel pipes, check all pipes for cleanliness before fitting. Strict cleanliness must be observed when assembling pipes and fittings to the engine. Fit a new fuel filter canister as described in the User’s Handbook TSD3215.45 Position a new coolant pump gasket and fit the coolant pump, connect the relevant hoses and connections and fit the alternator adjusting strap beneath the relevant cover bolt. Fit the coolant pump drive pulley and tighten the securing bolts to a torque of 24 Nm (18 lbf ft).46 Fit the crankshaft damper, locking plate and main pulley and secure with bolts and spring washers. Tighten the bolts to a torque of 41 Nm (30 lbf ft).47 Assemble the exhaust manifold and, using new gaskets, bolt the assembly to the cylinder heads. Use the two tie plates between diagonally opposite bolts at the number 2 and 5 cylinder positions and apply Rocol J-166 to the bolt threads before fitting.48 Mount the compressor, complete with drive gear, on the rear of the backplate, use a new gasket at the joint face and secure with three bolts, nuts and spring washers. For engines without compressors the banking plate should be fitted.49 Connect the coolant pipework between the crankcase and the compressor and the compressor and the base of the thermostat housing. Fit the compressor air filter and pipework.50 Fit the oil filler assembly, complete with a new gasket. Fit the dipstick assembly.51 Secure the alternator mounting bracket and alternator to the coolant pump outlet connection, fit plain and spring washers to each bolt. Attach the alternator to its adjusting strap but do not tighten. On new engines the alternator mounting is an integral part of the coolant pump cover.

52 Fit the belt tensioner assembly, then the alternator drive belt and the three main drive belts. Set the belt tensions as given in section 4 of the User’s Handbook, TSD3215.53 Apply a light coat of anti-seize compound to the mounting stud threads and assemble the turbocharger unit to the exhaust manifold/mounting duct. Fit the turbocharger diffuser and the exhaust outlet pipe, realign the marks which were made during dismantling to ensure correct orientation. Prime the turbocharger bearings by pouring 0,2 ltr (1/3 pint) of clean engine lubricating oil into the aperture at the top of the bearing housing. Check the turbocharger oil feed and drain pipes for damage and restrictions and assemble to the engine complete with new gaskets where necessary. Fit the duct between the turbocharger and the air inlet manifold, use a new seal at the ‘V’ band camp end. Tighten ‘V’ band clamps to a torque of 8 Nm (6 lbf ft).54 Remove the engine from the build stand, operation 16-1.



16 To inspect 16-3

Special tools:Remover tool for cup plugs, 21825 855Slide hammer, 21825 849Replacer kit for cup plugs, 21825 865Drive handle, 21825 861Cutting tool, 21825 791Cutter, 21825 792

Crankcase

Remove all blanking plugs and clean the crankcase thoroughly giving special attention to oilways. Refit the coolant plugs to the cylinder block, apply ‘Loctite 225’ to the threads and use new sealing washers where necessary. Remove any suspect core plugs using the core plug remover, 21825 855, and slide hammer, 21825 849. To fit new core plugs use the replacer kit, 21825 865, and drive handle, 21825 861.

Test the crankcase for cracks as follows: make, locally, enough seals to close all of the coolant apertures and fit them to the crankcase. Immerse the crankcase in water which has been maintained at 60°C (140°F) for 20 minutes. Apply air pressure at 207 kN/m² (30 lbf/in²) and examine for leaks. If there is a fault in the casting, contact the service department at Perkins Engines Company Limited Shrewsbury.

Top face

Eroded bobbin recesses and fretting of the crankcase top face may be rectified. Details of the relevant service reclamation schemes may be obtained from the Service Department at Perkins Engines Company Limited, Shrewsbury. A range of service undersize pistons is available for use when the top face of the crankcase has been machined.

Liner recesses

Check each liner flange seat for fretting or cracks.

A cutting tool (A), 21825 791 and cutter 21825 792, may be used to restore unsatisfactory seats or to restore seat depths after the top face of the crankcase has been machined.

Inspect the lower recesses for erosion and damage around the sealing areas. Instructions for any necessary repairs may be obtained from the Service Department at Perkins Engines Company Limited, Shrewsbury.

A 303



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16Cylinder liners


Special tools:Remover/replacer tool, 21825 790Cylinder liner clamp, 21825 844

To remove

1 Drain cooling and engine lubrication systems.2 Remove the cylinder head/s, operation 12-4.3 Remove the sump, operation 19-3, and remove the pistons, operation 13-1.4 Turn the engine to a vertical position with the flame face uppermost.5 Extract the cylinder liners using the special tool, 21825 790. Remove and discard the sealing rings.6 Inspect the cylinder liners, operation 16-5.Caution: Ensure that the cylinder liners are not damaged while they are out of the crankcase.

To fit

Before each cylinder liner is fitted, it is recommended that ‘Loctite Ultra Copper Sealant’ (Loctite 5920) is applied to the crankcase (A1) around the seats for the cylinder liner flanges. ‘Linalube’ must be applied to the sealing ring area at the lower end of the cylinder bore.

Ensure that the cylinder liner seats are clean and have been degreased.

1 Apply a thin smear of ‘Linalube’ to the sealing ring area at the base of each cylinder bore. Ensure a 100% covering of that area. Repeat the procedure for each cylinder.2 Apply ‘Loctite 5920’ as a bead of 2-3 mm (1/8 in) diameter (A2). Ensure that the sealant is applied evenly around the whole circumference. Do NOT apply too much sealant. Repeat the procedure for each cylinder.Warning! ‘Loctite Ultra Copper Sealant’ starts to harden after 30 minutes.

3 Apply a light smear of ‘Linalube’ to the sealing rings and fit them to the liner as shown (B). Ensure that the white marks on the sealing rings are on the outside and face towards the liner flange.Caution: An excessive quantity of ‘Linalube’ may cause hydraulic locking during fitting of the liner.

Continued

A 141

1

2

B 298



16 4 Liners may be pressed in by hand. If difficulties are encountered it is advisable to withdraw the liner and check that the rings are correctly fitted and that an excessive amount of ‘Linalube’ has not been applied. As each cylinder liner is fitted, fit a cylinder liner clamp, 21825 844, to retain it securely.Do NOT use mineral oil on the crankcase and sealing rings if ‘Linalube’ is not available. Tight liners may be pressed in using the remover/replacer tool, 21825 790 (A).

5 After the cylinder liners have been fitted, check the bores (B) for ovality and taper. The maximum acceptable limit for both taper and ovality is 0,05 mm (0.002 in). The lower bore dimension should not be less than 130,14 mm (5.124 in).6 Remove the clamps and fit the pistons, operation 13-1.7 Fit the cylinder heads, operation 12-4.8 Fit and the sump, operation 19-3. Fill the coolant and lubrication systems to the correct levels.


Ensure that the seals have been removed. Soak the liners in a carbon solvent, such as Ardrox 667 or Maxan 776. See Warnings and instructions on how to use these solvents on page 16.

Check for cracks in each cylinder liner by use of the electro-magnetic method if possible. Inspect the top flange for fretting and the coolant areas for erosion and pitting. Special attention should be given to the area of the sealing ring grooves. Unserviceable cylinder liners must be renewed.

Silicon carbide liners are fitted and they MUST NOT BE RE-HONED.

Cylinder liners with a thicker flange are available to enable correct liner protrusion to be established after restoration work. These liners are identified by a groove machined around the top flange. Cylinder liners with thicker flanges are available in two sizes: +0,05 mm (+0.002 in) and +0,127 mm (+0.005 in).

When a new liner is fitted, etch its cylinder position number on the liner top face on satisfactory completion of the protrusion check given on page 83.

B 297

A 296



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16Cam followers


To remove

1 If a compressor is fitted to the engine, drain the coolant system to below the level of the coolant inlet pipe of the compressor.2 Remove the rocker covers and the rocker assemblies, operation 12-1 and operation 12-2. Withdraw the push rods and store them in the correct sequence to ensure that they can be refitted to their original positions.3 Where fitted, disconnect and remove the oil feed and coolant pipes from the compressor, and remove the compressor air supply pipe.4 Slacken the hose clip and remove the breather pipe from the cam follower cover.5 Remove the cam follower cover and withdraw the baffle. Discard the joints.6 Lift out the cam followers. Keep the cam followers in the correct sequence to ensure that they can be refitted to their original positions.Inspect the cam followers for wear and scuffing, and check each one in its respective bore. If the cam follower is otherwise serviceable, slight damage may be removed by the use of a smooth oilstone.

To fit

1 Ensure that the joint faces on the cover plate and crankcase are clean.2 Lightly smear the cam followers with clean engine oil and fit them to the correct positions in the crankcase.3 Fit the baffle and cover plate, complete with new joints.4 Fit the breather pipe to the cover and tighten the clip.5 Fit the oil feed pipe, the coolant pipes and the air supply pipe to the compressor.6 Fit the push rods to the relevant cam followers. Fit the rocker assembly, operation 12-2, and adjust the tappets, operation 12-3.7 Fit the rocker covers, operation 12-1.8 If the coolant system was drained, fill to the correct level with the approved coolant mixture.



16 Camshaft

To remove and to fit - bolt-on type 16-7

To remove

1 Remove the cam followers, operation 16-6.2 Remove the alternator, operation 23-2.3 Remove the coolant pump, operation 21-5.4 Remove the crankshaft pulley assembly, operation 14-1 or operation 14-2, and the wheelcase, operation 15-1.5 Turn the engine until No.1 piston is at TDC with the relevant mark on the flywheel aligned with the timing pointer in the flywheel housing. The timing marks on the camshaft and crankshaft gears should now be facing the idler gear axle as shown (A), and the mark on the front end of the crankshaft at the 12 o’clock position.6 Remove the five bolts from the drive gear and withdraw the gear.7 Unscrew and remove the thrust plate.8 Carefully withdraw the camshaft.

To fit

1 Lightly smear the journals and bearing surfaces with clean engine oil and carefully insert the camshaft.2 Ensure that the thrust plate bolts and their respective holes in the crankcase are clean and free from grease. Fit the thrust plate. Apply ‘Loctite 242’ to the threads of the bolts, fit the bolts and tighten each bolt to a torque of 54 Nm (40 lbf ft).3 Fit and secure the camshaft gear (A3) to the camshaft with the timing mark aligned with the corresponding marks on the idler gear (A1). Fit the locking plate, if one was previously fitted, fit the retaining bolts, tighten them to a torque of 61 Nm (45 lbf ft) and bend up the tabs on the locking plate. Check the end float as shown (B). Limits for end float are 0,152 to 0,405 mm (0.006 to 0.016 in).4 If the end float exceeds the limits it must be corrected by fitting a new thrust plate or drive gear.5 When the end float is correct, check that the gear retaining screws are tightened to the correct torque figure, 61 Nm (45 lbf ft).6 Ensure that the timing marks on the idler gear (A1), crankshaft gear (A2) and camshaft gear (A3) are correctly aligned. Check the backlash between the idler gear and the camshaft gear, and also between the idler gear and the crankshaft gear. Refer to Fits and clearances on page 77.

7 Fit the wheelcase, operation 15-1.8 Fit the crankshaft pulley assembly, operation 14-1 or operation 14-2.9 Fit the coolant pump, operation 21-5.10 Fit the alternator, operation 23-2.11 Fit the cam followers, operation 16-6.

A 295

1

23

305B



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16Camshaft

To remove and to fit - integral type 16-8

To remove

1 Remove the cam followers, operation 16-6.2 Remove the alternator, operation 23-2.3 Remove the coolant pump, operation 21-5.4 Remove the crankshaft pulley assembly, operation 14-1 or operation 14-2, and the wheelcase, operation 15-1.5 Remove the idler gear.6 Rotate the camshaft gear until the capscrews which retain the thrust plate can be seen through the access holes in the gear.7 Remove the thrust plate capscrews.8 Carefully withdraw the camshaft.

To fit

1 Turn the engine until the number 1 piston is at TDC with the mark on the end of the crankshaft at the top position.2 Lightly smear the camshaft journals and bearing surfaces with clean engine oil and carefully insert the camshaft into the crankcase.3 Rotate the camshaft gear until the capscrews which retain the thrust plate can be fitted through the access holes in the gear. Ensure that the capscrews and their respective holes in the crankcase are clean and free from grease. Apply ‘Loctite 242’ to the threads of the capscrews, fit the capscrews and tighten each to a torque of 54 Nm (40 lbf ft).4 Check the camshaft end float as shown (A). Limits for end float are 0,152 to 0,405 mm (0.006 to 0.016 in). If the end float exceeds the limits it must be corrected by fitting a new thrust plate or drive gear.5 Fit the idler gear.6 Ensure that the timing marks on the idler gear (BI), the crankshaft gear (B2) and the camshaft gear (B3) are correctly aligned.7 Check the backlash between the idler gear and the camshaft gear, and also between the idler gear and the crankshaft gear. Refer to Fits and clearances on page 77.8 Fit the wheelcase, operation 15-1.9 Fit the crankshaft pulley assembly, operation 14-1 or operation 14-2.10 Fit the coolant pump, operation 21-5.11 Fit the alternator, operation 23-2.12 Fit the cam followers, operation 16-6.

306A

304B

1

23



16 To inspect 16-9

1 After the camshaft has been removed from the crankcase, clean thoroughly and check for cracks. The electro-magnetic method is recommended. If this method is not available, use the dye penetrant process.2 Check the cams and journals for wear or damage. Small marks can be removed by the use of a smooth oilstone. Ensure that the shape of each cam is not affected.3 Check the thrust plates for wear or damage and renew them if necessary.4 Where necessary, check the camshaft bush in the crankcase for wear or damage and renew if necessary. New camshaft bushes are a tight fit in the crankcase.5 With the camshaft fitted in the crankcase, check the end float as given in operation 16-7 or operation 16-8. If the end float exceeds the limits it must be corrected by fitting a new thrust plate or drive gear.6 Check the backlash between the idler gear and the camshaft gear, and also between the idler gear and the crankshaft gear. Backlash dimensions are given on page 77.



Th


Cylinder liners in the cylinder blockLiner flange bore in cylinder block (A2) . . . . . . . . . . . . . . . . . . . . . 155,067 to 155,143 mm (6.105 to 6.108 in)Outside diameter of cylinder liner flange . . . . . . . . . . . . . . . . . . . . 154,788 to 154,838 mm (6.094 to 6.096 in)Clearance (new) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,229 to 0,355 mm (0.009 to 0.014 in)Depth of counterbore in the cylinder block (nominal) (A1) . . . . . . 12,588 to 12,591 mm (0.4956 to 0.4957 in)Depth of the flange of the cylinder liner (nominal) . . . . . . . . . . . . . . . 12,675 to 12,700 mm (0.500 to 0.499 in)Protrusion of the cylinder liner above the flame face of the crankcase . 0,076 to 0,127 mm (0.003 to 0.005 in)

Caution: Cylinder liners must be selected carefully to obtain the correct protrusion dimensions.

Cylinder liners when not fitted to the cylinder blockBore of cylinder liner (A3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130,175 to 130,2005 mm (5.125 to 5.126 in)Permissible worn dimension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130,480 mm (5.137 in)

A 294

1 2

4

3

6

5

7



16

End float of camshaftClearance (new). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,152 to 0,40 mm (0.006 to 0.016 in)Permissible worn clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,51 mm (0.020 in)

Camshaft bearingsBore in cylinder block (A6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66,027 to 66,053 mm (2.5995 to 2.6005 in)Diameter of camshaft journals . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65,875 to 65,900 mm (2.5935 to 2.5945 in)Clearance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,127 to 0,177 mm (0.005 to 0.007 in)Permissible worn clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,254 mm (0.010 in)

Shell-type camshaft bearingNote: A bearing is only fitted to the front position on non-generator set industrial engines.Bore in cylinder block (A6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70,091 to 70,117 mm (2.7595 to 2.7605 in)Bore of shell-type bearing when installed in crankcase (A7) . . . . 65,9765 to 66,040 mm (2.5975 to 2.6000 in)

Main bearing housing in crankcaseBore of bearing housing (A5) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104,140 to 104,165 mm (4.100 to 4.101 in)

Bearing caps in crankcaseWidth in crankcase for bearing cap (A4) . . . . . . . . . . . . . . . . . . . . 168,275 to 168,300 mm (6.625 to 6.626 in)Width of bearing cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168,283 to 168,295 mm (6.6253 to 6.6258 in)Fit (new) . . . . . . . . . . . . . . . . . . . . . . . . 0,018 mm (0.0007 in) clearance to 0,020 mm (0.0008 in) interference

A 294

1 2

4

3

6

5

7



17

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Engine timing 17

Valve timing

To check 17-1

Caution: This operation requires a high degree of accuracy to avoid a false reading.

1 Remove the timing pointer cover from the flywheel housing.2 Remove the rocker covers and joints.3 Turn the engine forward (clockwise viewed from the front) until the valves of No. 6 cylinder are ‘rocking’ (i.e., inlet valve just opening and exhaust valve just closing).4 Adjust the clearance of the No. 1 cylinder inlet valve to 0,89 mm (0.035 in).5 Continue turning the engine forward until a 0,13 mm (0.005 in) feeler gauge is just nipped between the No. 1 inlet valve rocker arm and its valve stem. The inlet valve opening mark ‘V1’ on the flywheel should now be aligned with the flywheel housing timing pointer.6 If satisfactory, return the engine to the No. 6 cylinder valves ‘rocking’ position. If not, check the timing gear marks (A).On completion, proceed as follows:

1 Reset No. 1 cylinder inlet valve clearance to 0,25 mm (0.010 in) and fit the timing pointer cover.2 Remove the joints from the rocker covers and clean the corresponding faces of the covers and cylinder head. Fit new joints to the rocker covers, ensuring that they are correctly located within the slots in each cover, and fit the covers. Secure each cover with the three cap nuts and check that the joints have not moved. Tighten the cap nuts evenly to a torque of 11 Nm (8 lbf ft). Do NOT over tighten.



A 295

1

23

99


17 Fuel injection pump timing

To check and to adjust 17-2

1 The injection timing position is stamped on the engine data plate.2 Secure the stop lever in the NO FUEL position and remove the front rocker cover.3 Turn the engine in the normal direction of rotation (anti-clockwise viewed on flywheel) until No. 1 inlet valve closes. Remove the timing pointer cover (A1) from the side of the flywheel housing.Note: The position of the timing pointer on the flywheel housing depends on the type and age of the engine. For new engines the timing pointer is at the 10 o’clock position when viewed from the rear of the engine.

4 Continue turning the engine until the figure on the flywheel, corresponding to that stamped on the engine data plate, aligns with the timing pointer in the flywheel housing aperture.5 Remove the cap nut from the fuel injection pump and withdraw the timing pointer location device (B1). Ensure that the timing pointer (C1) is now visible through the aperture.6 Invert the location device and refit it to its original position with the location slot horizontal. If the timing is correct the location device (D1) will enter fully.

Continued

A 307

1

B 3081

C 309

1

1

D 310



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177 If the location device does not enter fully the timing is incorrect and the access cover (A1) must be removed from the front of the engine.8 Slacken the four gear retaining bolts (B) and turn the pump camshaft, with a 30 mm spanner, until the location device enters fully under light pressure.9 Tighten the gear retaining bolts to a torque of 45 Nm (33 lbf ft) and withdraw the location device.10 Turn the engine backwards a minimum of 60 degrees and repeat paragraphs 4, 5 and 6.11 If timing is still incorrect repeat paragraphs 4 to 9 inclusive.12 Proceed as follows when the timing is correct.13 Fit the front access cover plate.14 Withdraw the location device (C1), invert it and refit it as shown (C). The pointer location slot MUST face outwards. Fit the cap nut.15 Fit the rocker cover, release the engine stop lever and fit the timing pointer cover plate to the flywheel housing.

B 312

1

A 311

1

C 313

1



18

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Aspiration system 18

General description

The induction system of the engine is supplied with air under pressure by means of a turbocharger driven by the energy of the waste exhaust gases. The part number of the turbocharger can be found on the turbocharger data plate. Early engines are fitted with one of these: OE49342, OE51140 or OE51430. New 2000 series engines are fitted with OE52534 or OE52535. TTAG engines are fitted with two turbochargers: OE50642 and OE50674. Turbochargers OE51430 and OE52535 are each fitted with a waste-gate.

The exhaust manifolds direct the exhaust gases to the turbine wheel of the turbocharger rotor, causing the rotor to spin. The turbocharger compressor impeller, which forms part of the rotor assembly, draws air in through the air cleaner and delivers it to the induction manifold, under pressure, to be distributed to each cylinder as the inlet valves open. A waste-gate, fitted to certain turbochargers, monitors the boost delivery pressure in the turbocharger compressor and, once this reaches a pre-set figure, opens and allows the excess pressure to escape.

TWG engines are fitted with an air-to-coolant charge cooler, interposed between the turbocharger and the induction manifold. This serves to lower the temperature of the compressed induction charge before it passes into the engine. The charge cooler is supplied by coolant from the engine. The coolant flows through a matrix of tubes within the charge cooler before recirculating through the engine coolant system.

All TA, TAG, and TTAG engines are fitted with an air-to-air charge cooler, an intercooler. It is mounted at the front face of the coolant radiator. The turbocharger compressor directs air through the intercooler before it passes through large bore pipework into the induction manifold.



Aspiration system maintenance

The following points should receive particular attention:

1 Service the air cleaner in accordance with the Perkins recommendations given in section 4 of the User’s Handbook, TSD3215, or in the equipment manufacturer’s manual.2 At frequent intervals inspect the induction and exhaust systems for leakage and deterioration of hose connections. If the systems are disturbed they must be reassembled carefully to ensure perfect joints and to prevent cracking of manifolds due to uneven tightening.3 During servicing, take special care to prevent dirt and loose articles from entering the induction and exhaust systems where they could damage the compressor or turbine wheels of the turbocharger.4 The exhaust manifolds are made from a special alloy to protect the turbocharger turbine wheel from damage by loosened scale. Manifold components designed for non-turbocharged engines are not suitable for use in conjunction with a turbocharger.5 At frequent intervals check that the turbocharger oil feed and drain pipes are undamaged. Restriction of oil flow may result in turbocharger bearing failure. Check the bore of the drain pipe at oil change intervals.6 Use an approved lubricating oil of the correct grade and specification and maintain the engine lubrication system in accordance with the User’s Handbook, TSD3215.7 Make periodic checks to ensure that the exhaust system is unrestricted (for example: by choked silencer or damaged exhaust pipe). Overheating and loss of performance will occur if the exhaust back-pressure exceeds 51 mm (2 in) Hg under full load.8 If investigation of an engine fault involves checking the turbocharger, remove the trunking and spin the rotor assembly by hand. Check for freedom to rotate and listen for noises indicating binding or rubbing. If necessary, remove the turbocharger for cleaning and bearing checks, as described later.

Continued

103


18 9 Certain turbochargers are fitted with a waste-gate. The operation of the waste-gate must be checked at the intervals specified in the service schedule given in the User’s Handbook, TSD3215.Caution: If a new turbocharger is fitted or if a turbocharger has been removed and refitted to an engine, it must be primed with clean engine oil of the correct specification before the engine is first started. Refer to operation 18-1.



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18Turbocharger

Description

The turbocharger is a turbine driven compressor which utilises the energy of the exhaust gases to increase the mass of the induction charge.

The unit is secured to the exhaust manifold assembly and consists of a bearing housing which contains the rotor assembly and bearings and to which is secured the turbine and compressor housings.

The rotor bearings are of the fully floating sleeve type. Lateral location of the rotor and control of end float is achieved by use of a shaft-mounted thrust ring assembly and a thrust bearing plate. Filtered oil from the engine is delivered under pressure to the turbocharger to provide bearing lubrication.

Drillings in the bearing housing direct oil to the bearings and the thrust bearing. The rotor assembly is sealed at each end by split ring type seals.

If the turbocharger is correctly used and maintained the life expectancy between overhauls may be regarded as equal to that of an engine. In the event of a turbocharger failure the cause must be found and rectified before a replacement is fitted. It is also necessary to check that the failure has not caused, or may eventually cause, any further internal damage to the engine.

Reconditioned turbochargers are available from Perkins distributors. Service kits, which include all of the new parts required for turbocharger overhaul, are also available from Perkins distributors.


To remove

1 Remove the turbocharger air ducts and the oil feed and drain pipes. Do NOT damage or bend the pipes.2 Support the turbocharger, unscrew the four securing nuts and remove the unit.

To fit

1 Clean the exhaust manifold and turbocharger mating faces, position the turbocharger on the exhaust manifold and secure with nuts and plain washers.2 Fit the oil supply and drain pipes. Tighten the two bolts which retain the oil inlet flange to a torque of 20 Nm (15 lbf ft). Connect the air duct. Where ‘V’ band clamps are used, they should be tightened to a torque of 8 Nm (6 lbf ft).3 Prime the turbocharger bearing housing as follows: Clean the area around the blanking plug fitted to the inlet flange of the oil supply pipe. Remove the plug and add 0,2 litres of clean engine oil, of the correct grade, to the bearing housing. Fit and tighten the blanking plug.

Caution: The turbocharger/s MUST be primed with clean engine oil before the engine is first started.

How to check the waste-gate 18-2

1 Apply air pressure up to a maximum of 207 kN/m² (30 lbf/in²) and feel for movement of the end of the control rod. This should be about 1,15 mm (0.045 in).2 If the rod fails to move, disconnect the rod from its lever and try to move the lever by hand. If the lever is stiff, that part of the turbocharger must be dismantled and cleaned.3 With the rod still disconnected, test the assembly again with air pressure upto 207 kN/m² (30 lbf/in²). If the rod fails to move, the diaphragm and rod assembly must be renewed.



18 Turbochargers: OE49342, OE50642, OE51140, and OE51430

These turbochargers are very similar in both design and operation.

Whilst OE49342 is illustrated (A), OE51140 and OE50642 differ from OE49342 in only minor details. Turbocharger OE51430 is the same as OE51140 except it is fitted with a waste-gate. The operations which follow apply to these three types of turbocharger.

Oil pressure with the engine on load must be between 2,0 kgf/cm² (30 lbf/in²) and 4,0 kgf/cm² (60 lbf/in²). Under idling conditions pressure should not fall below 0,7 kgf/cm² (10 lbf/in²).

To dismantle and to assemble 18-3

To dismantle

Refer to the exploded view (A) for itemised parts.

1 Use a scriber to mark the relative positions of the turbine housing (A23), the bearing housing (A19) and the compressor housing (A1). This will ensure correct alignment during reassembly.2 Clamp the unit on the turbine inlet flange in a vice in an upright position.3 Remove the bolts (A4) and the clamping plates (A2) and lift off the compressor housing.Caution: Compressor wheel blades can be easily damaged with compressor housing removed.

4 Bend back the tabs on the locking plates (A25) and remove the bolts (A24) and clamping plates (A26) from the turbine housing (A23). Lift the core assembly away from the turbine housing.Caution: Turbine blades can be easily damaged with the turbine housing removed.

Continued

A 302

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185 Use a scriber to mark the relative position of the compressor impeller (A6) to the turbine shaft (A21). Hold the turbine wheel in a suitable fixture and remove the compressor lock nut (A5).Note: Left hand thread. Do NOT bend the shaft.

6 Slide the compressor impeller (A6) off the shaft.7 Ease out the retaining ring (A7), using a small screwdriver, and remove the oil seal plate (A8) from the bearing housing (A19). Remove the ‘O’ ring seal (A9) from the bearing housing and push out the oil slinger (A11) from the oil seal plate.8 Lift out the oil baffle (A12).9 Remove the three flat head cap screws (A14) and withdraw the thrust bearing (A15) and thrust collar (A16).10 Remove the shaft assembly (A21) together with the seal (A22) and remove the heat shield (A20).11 Remove the outer retaining rings (A17), withdraw the bearings (A18), and remove the inner retaining rings (A17).

To assemble

Assembling of the unit is the reversal of the dismantling procedure after the inspection process has been completed.

The following points must be observed if a satisfactory rebuild is to be achieved:

1 Ensure that the parts which have been marked for alignment purposes are fitted correctly.2 Bevelled faces of the retaining rings (A17) must be assembled towards the bearings (A18).3 Lightly smear all parts with a film of clean engine oil prior to fitting.4 Do not force seals (split ring) into bores as they may fracture and cause binding.5 Take care not to trap or damage the ‘O’ ring seal (A9) when assembling the plate (A8) to the bearing housing (A19).6 Mount a dial test indicator gauge at the end of the shaft and check the end float of the shaft between the extreme positions.Total travel should be between 0,10 mm to 0,16 mm (0.004 to 0.006 in).

7 Mount the dial test indicator gauge on the compressor impeller boss and check the extreme radial travel by pushing the impeller towards and away from, in turn, the dial test indicator.Total travel should be between 0,46 mm and 0,30 mm (0.018 to 0.012 in).

Note: Readings outside the acceptable travel limits in paragraphs 6 or 7 will indicate that a complete overhaul is necessary or that a service replacement is required.

8 When fully assembled, check by hand that the rotor spins freely.9 The following specific torques must be applied during assembly:

Bolts (A4) - 8,5 Nm (75 lbf in)

Bolts (A24) - 20,3 Nm (180 lbf in)

Lock nut (A5) - 14 Nm (124 lbf in)

Screws (A14) - 4,5 Nm (40 lbf in)

10 Bend over the tabs of the locking plates on the turbine and compressor housings.



18 To clean and to inspect 18-4

To clean

1 Use a commercially approved non-caustic cleaning solution to soak parts until all deposits have been loosened.2 Clean all aluminium parts with a bristle type brush or plastic scraper. Vapour blast may be used except on the shaft and bearing surfaces.3 Blow compressed air through all drilled passageways and ensure that the surfaces adjacent to the turbine and compressor wheels are clean, smooth and free from deposits.

To inspect

1 Inspect the shaft bearing journals and the walls of the seal grooves for wear and excessive scratches. Minor scratches may be tolerated.2 Check the turbine and compressor wheels for cracked or damaged blades but do NOT attempt to straighten blades.3 Check the thrust bearing surfaces for wear or damage. Minor scratches are acceptable. Ensure that the feed grooves in the thrust bearing are clean.4 Replace the bearings if excessively scratched or worn.5 Replace the bearing housing if the bearing or seal bores are severely scratched or worn.6 Have the balance of the rotor assembly checked at an establishment which has the relevant special equipment and knowledge.7 Replace the ‘O’ ring seal (A9).8 Check the turbine housing for signs of rubbing, flaking and overheating. Slight damage is acceptable but otherwise the housing should be replaced.9 Check the compressor housing for damage due to contact with the rotor. Slight damage is acceptable but otherwise the housing should be replaced.



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18Turbocharger: OE50674


To dismantle

1 Use a scriber to mark the relative positions of the turbine housing (A23), the bearing housing (A12), the compressor housing and the ‘V’ band clamp (A2). This will ensure correct alignment during reassembly.2 Clamp the unit on the turbine inlet flange in a vice in an upright position.3 Slacken the ‘V’ band clamp and carefully remove the compressor housing.Caution: Compressor wheel blades can be easily damaged with the compressor housing removed.

4 Bend back the tabs on the clamping plates (A15). Remove and discard the bolts (A16) and clamping plates5 Check that the bearing housing and turbine assembly rotates freely in the turbine housing. If not, tap the turbine housing (A23) lightly with a copper hammer. Do NOT hit the turbine wheel to aid removal. Remove the assembly from the turbine housing (A23).

Caution: Turbine blades can be easily damaged with the turbine housing removed.

6 Locate the turbine wheel in a 29 mm socket clamped in a vice or a suitable fixture. Use a scriber to mark the relative position of the compressor impeller (A4) to the turbine shaft (A22). Remove the compressor wheel lock nut (A3).Note: Left hand thread. Do NOT bend the shaft.

7 Slide the compressor impeller (A4) from the shaft.8 Remove the assembly from the socket and carefully withdraw the turbine shaft and wheel (A22) from the bearing housing (A12).9 Carefully remove the piston ring type seal (A9) from the shaft.10 Remove the heat shield (A9).11 Secure the bearing housing, with the diffuser (A5) uppermost, in a vice fitted with soft jaws.12 Remove the four diffuser screws and washers. If the screws are tight, use a penetrating oil to help loosen them. Discard the screws. Carefully remove the diffuser.13 Remove the oil slinger (A7) from the diffuser. Remove and discard the piston ring type seal (A6) from the oil slinger.

Continued

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18 14 Remove and discard the oil baffle (A17).15 Remove the shim (A19).16 Remove the thrust bearing (A20) and the thrust collar (A21).17 Remove and discard the ‘O’ ring seal (A18).18 Use circlip pliers to remove the two circlips (A14) and the journal bearing (A13) from the compressor side of the assembly. Discard the circlips and the journal bearing.19 Turn the bearing housing over. Remove and discard the two circlips (A11) and the journal bearing (A10).

To assemble

Before assembly, ensure that the compressor wheel and the turbine shaft/wheel have both been individually balanced by an establishment having the relevant special equipment and knowledge. The two parts must then be assembled and balanced. During balancing, the alignment marks on the end of the shaft and the compressor wheel MUST be aligned.

1 Place the turbine housing on a flat bench with the turbine end uppermost. Fit the circlip with its bevelled edge facing upwards.Caution: Circlips (A1) must always be fitted with the bevelled edge facing the journal bearing.

2 Lubricate the journal bearing and fit it into the bearing housing. Fit the second circlip with its bevelled edge facing the bearing.3 Turn the turbine housing over and repeat the procedure with the other journal bearing and circlips.4 Fit the heat shield.5 Fit a new piston ring seal to the turbine shaft.6 Use clean engine oil to lubricate the turbine shaft, then enter the shaft into the bearing housing. Adjust the piston ring seal so that the gap is opposite to the oil drain in the bearing housing.Caution: Gently press down on the turbine wheel and rotate it slightly to assist with properly locating the piston ring seal.

7 Support the assembly in a suitable fixture and use pliers to pull out the two roll pins by approximately 3mm (0.100 in).Caution: Do not use excessive force with the pliers as the roll pins may collapse. if the roll pins collapse they must be renewed.

8 Fit the thrust collar. Ensure that the balance mark on the thrust collar is aligned with that on the shaft.9 Apply a light coat of engine oil to the thrust bearing and fit it to the bearing housing.

10 Fit a new shim. It must be fitted with the letter ‘T’ facing away from the thrust bearing.11 Fit the oil baffle into the housing.12 Fit a new piston ring to the oil slinger. Apply a light coat of engine oil to the slinger and insert it into the oil seal plate.13 Lubricate and install the ‘O’ ring seal.14 Align the balance marks on the oil slinger with that on the end of the shaft and fit the diffuser onto the bearing housing.15 Fit four new diffuser bolts and washers. Tighten the diffuser bolts in a diagonal pattern to a torque of 24,9 Nm (220 lbf in).Caution: Tighten the bolts to the correct torque twice to ensure that all four are tightened equally.

16 Align the balance marks and fit the compressor wheel onto the shaft. Fit the compressor wheel lock nut (left-hand thread). Ensure that the nut is fitted with its flat side towards the compressor wheel. Tighten to a torque of 45,2 Nm (400 lbf in).17 Secure the turbine housing in a vice or suitable fixture. Fit the bearing housing assembly to the turbine housing. Fit four new clamp plates, align the scribe marks, fit eight new bolts and tighten to a torque of 45,2 Nm (400 lbf in).18 Position a dial test indicator so that its plunger is resting on the end of the shaft. Check the end float of the shaft between the extreme positions.Total travel should be between 0,051 mm to 0,125 mm (0.002 to 0.0049 in).

19 Mount the dial test indicator gauge with its plunger resting on the side of the shaft above the compressor wheel and check the extreme radial travel by pushing the impeller towards and away from, in turn, the dial test indicator.Total travel should be between 0,485 mm and 0,746 mm (0.0191 to 0.0294 in).

Continued

A 160

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18Note: Readings beyond the acceptable limits in paragraphs 18 or 19 will indicate that a complete overhaul is necessary or that a service replacement is required.

20 Loosely fit the ‘V’ band clamp and fit the compressor housing.21 Align the scribe marks and tighten the ‘V’ band clamp to a torque of 8,5 Nm (75 lbf in) and bend up the tabs of the lock plate.


To clean

1 Use a commercially approved non-caustic cleaning solution to soak parts until all deposits have been loosened. Bead blasting may be used on the turbine housing, but only if chemicals do not clean sufficiently.Caution: Do NOT use bead blasting on any other turbocharger components.

2 Clean all aluminium parts with a bristle type brush or plastic scraper. Vapour blast may be used except on the shaft and bearing surfaces.Caution: Do NOT use a wire brush or metal scraper on any turbocharger component.

3 Blow compressed air through all drilled passageways and ensure that the surfaces adjacent to the turbine and compressor wheels are clean, smooth and free from deposits.In the event of carbon build-up, it may be necessary to carefully blast the piston ring groove area of the turbine wheel using low-grade shot medium.

Caution: Shot blasting specific areas for long periods may effect the balance of the component.

To inspect

Refer to the illustration (A) on page 109.

1 Inspect the shaft bearing journals and the walls of the seal grooves for wear and excessive scratches. Minor scratches may be tolerated.2 Check the turbine and compressor wheels for cracked or damaged blades but do NOT attempt to straighten blades.3 Place the turbine shaft (A22) on a vee block with a dial test indicator positioned at the opposite end to the turbine wheel. Rotate the turbine wheel and check the reading on the dial gauge. The total variation must not exceed 0,025 mm (0.001 in).Caution: Do NOT attempt to straighten a distorted turbine shaft.

4 Inspect the journals of the turbine shaft for excessive scratches and wear. Minor scratches are acceptable. The minimum diameter of the turbine shaft journals is 15,961 mm (0.628 in).5 Check the thrust bearing surfaces for wear or damage. Minor scratches are acceptable. Ensure that the feed grooves in the thrust bearing are clean. Replace the bearings if excessively scratched or worn.6 Renew the bearing housing (A12) if the bearing or seal bores are severely scratched or worn. Ensure that the tapped holes are clean. The bore of the bearing housing must not exceed 28,023 mm (1.103 in).7 Check the profile in the turbine housing for damage caused by possible contact with the rotor. Inspect the outer and inner walls for cracks or flaking caused by overheating, also check the mounting flanges for signs of distortion.8 Check the compressor housing for damage caused by possible contact with the rotor. Slight damage is acceptable but otherwise the housing should be replaced. Check the condition of the ‘V’ band groove.9 Inspect the oil slinger (A7). Ensure that the walls of the seal grooves are not scored or damaged. Also check for signs of rubbing on the flat surfaces. The groove width in the oil slinger must not exceed 1,664 mm (0.0665 in).10 Inspect the seal bore of the diffuser (A5), renew if scored or damaged.11 Inspect the heat shield (A9), renew if there are signs of distortion, rubbing or cracks.



18 Turbochargers: OE52534 and OE52535


To dismantle

1 Use a scriber to mark the relative positions of the turbine housing (A26), the bearing housing (A18) and the compressor housing (A3). This will ensure correct alignment during reassembly.2 Clamp the unit on the turbine inlet flange in a vice in an upright position.3 Remove, if fitted, the retaining ring (A1) and baffle plate (A2).4 Remove, if fitted, the two nuts which retain the cylinder of the waste-gate assembly. Make a note of the position of the nuts for correct reassembly.5 Remove the eight bolts and the clamping plates (A5) and lift off the compressor housing. If fitted, remove the ‘O’ ring seal (A4).Caution: Compressor wheel blades can be easily damaged with the compressor housing removed.

6 Bend back the tabs on the clamping plates (A25) and remove the bolts (A24) and clamping plates from the turbine housing (A26). Lift the bearing housing assembly away from the turbine housing.Caution: Turbine blades can be easily damaged with the turbine housing removed.

7 Locate the turbine wheel in a 19 mm socket clamped in a vice or a suitable fixture. Use a scriber to mark the relative position of the compressor impeller (7) to the turbine shaft (23). Remove the compressor wheel lock nut (A6).Note: Left hand thread. Do NOT bend the shaft.

8 Slide the compressor impeller (A7) from the shaft.9 Remove the assembly from the socket and carefully withdraw the turbine shaft and wheel (A23) from the bearing housing assembly.10 Carefully remove the two piston ring type seals (A22) from the shaft.11 Remove the heat shield (A21).12 Using circlip pliers, remove the insert retaining ring (A8).

Continued

A 316

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1813 Use two flat screwdrivers to gently remove the oil seal plate (A9).14 Remove the oil slinger (A12) and and remove and discard its piston ring seal (A11).15 Remove and discard the ‘O’ ring seal (A10).16 Remove the oil baffle (A13).17 Remove the thrust bearing (A14) and the thrust collar (A15).18 Remove and discard the two circlips (A16) and withdraw the journal bearing (A17).19 Turn the bearing housing over. Remove and discard the two circlips (A19) and withdraw the journal bearing (A20).

To assemble

Before assembly, ensure that the compressor wheel and the turbine shaft/wheel have both been individually balanced by an establishment having the relevant special equipment and knowledge. The two parts must then be assembled and balanced. During balancing, the alignment marks on the end of the shaft and the compressor wheel MUST be aligned.

1 Place the turbine housing on a flat bench with the turbine end uppermost. Fit the circlip with its bevelled edge facing upwards.Caution: Circlips (A1) must always be fitted with the bevelled edge facing the journal bearing.

2 Lubricate the journal bearing and fit it into the bearing housing. Fit the second circlip with its bevelled edge facing the bearing.3 Turn the turbine housing over and repeat the procedure with the other journal bearing and circlips.4 Fit the heat shield.5 Fit new piston ring seals (A22) to the turbine shaft. Fit them with their gaps 180 degrees apart as shown in the illustration (A) on page 112.6 Lubricate the turbine shaft and fit it into the bearing housing.Caution: The piston ring seals MUST be fitted with their gaps 180 degrees apart. Gently press down on the turbine wheel and rotate it slightly to assist with properly locating the piston ring seals.

7 Support the assembly in a suitable fixture and fit the thrust collar. Ensure that the balance mark on the thrust collar is aligned with that on the shaft.8 Apply a light coat of engine oil to the thrust bearing and fit it to the bearing housing.9 Apply a small amount of clean engine oil to the ‘O’ ring seal and fit it into the housing.

10 Fit the oil baffle into the housing.

11 Fit a new piston ring to the oil slinger and insert it into the oil seal plate.

12 Fit the oil seal plate into the bearing housing. Ensure that the balance marks on the oil slinger are aligned with those on the end of the shaft. Gently tap the oil seal plate with a soft-faced hammer to seat it fully.13 Use circlip pliers to fit the circlip.14 Align the balance marks and fit the compressor wheel onto the shaft. Fit the compressor wheel lock nut (left-hand thread). Tighten to a torque of 17 Nm (150 lbf in).15 Secure the turbine housing in a vice or suitable fixture. Fit the bearing housing assembly to the turbine housing. Fit the three clamp plates, align the scribe marks and tighten the six bolts to a torque of 20 Nm (180 lbf in).16 Position a dial test indicator so that its plunger is resting on the end of the shaft. Check the end float of the shaft between the extreme positions.Total travel should be between 0,038 mm to 0,093 mm (0.0015 to 0.0037 in).

17 Mount the dial test indicator gauge with its plunger resting on the side of the shaft above the compressor wheel and check the extreme radial travel by pushing the impeller towards and away from, in turn, the dial test indicator.Total travel should be between 0,394 mm and 0,635 mm (0.0155 to 0.0250 in).

Note: Readings outside the acceptable travel limits in paragraphs 16 or 17 will indicate that a complete overhaul is necessary or that a service replacement is required.

18 If fitted, install the ‘O’ ring seal.

Continued

A 160

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18 19 Fit the compressor housing and align the scribe marks. Take care not to damage the compressor wheel. Fit the two clamp plates and secure with eight bolts and locking washers, where relevant, fit the cylinder of the waste-gate assembly. Tighten the bolts to a torque of 8.5 Nm (75 lbf in).20 When fully assembled, check by hand that the rotor spins freely.21 Bend over the tabs of the locking plates on the turbine and compressor housings.22 Where necessary, fit the inlet baffle and its retaining ring to the compressor housing.


To clean

1 Use a commercially approved non-caustic cleaning solution to soak parts until all deposits have been loosened. Bead blasting may be used on the turbine housing, but only if chemicals do not clean sufficiently.Caution: Do NOT use bead blasting on any other turbocharger components.

2 Clean all aluminium parts with a bristle type brush or plastic scraper. Vapour blast may be used except on the shaft and bearing surfaces.Caution: Do NOT use a wire brush or metal scraper on any turbocharger component.

3 Blow compressed air through all drilled passageways and ensure that the surfaces adjacent to the turbine and compressor wheels are clean, smooth and free from deposits.

To inspect

1 Inspect the shaft bearing journals and the walls of the seal grooves for wear and excessive scratches. Minor scratches may be tolerated.2 Check the turbine and compressor wheels for cracked or damaged blades but do NOT attempt to straighten blades.3 Check the thrust bearing surfaces for wear or damage. Minor scratches are acceptable. Ensure that the feed grooves in the thrust bearing are clean.4 Replace the bearings if excessively scratched or worn.5 Renew the bearing housing if the bearing or seal bores are severely scratched or worn. Ensure that the tapped holes are clean.6 Check the profile in the turbine housing for damage caused by possible contact with the rotor. Inspect the outer and inner walls for cracks or flaking caused by overheating, also check the mounting flanges for signs of distortion.

7 Check the compressor housing for damage caused by possible contact with the rotor. Slight damage is acceptable but otherwise the housing should be replaced. Check the condition of the ‘V’ band groove.8 Inspect the oil slinger (A12). Ensure that the walls of the seal grooves are not scored or damaged. Also check for signs of rubbing on the flat surfaces.9 Inspect the bore of the oil seal plate (A9), renew if scored or damaged.10 Inspect the heat shield (A21), renew if there are signs of distortion, rubbing or cracks.



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18Inlet manifold


Note: References to coolant drain and refill, and to removal of the coolant pipes, ONLY apply when an engine is fitted with an air-to-coolant charge cooler.

To remove

1 Drain the engine coolant.2 Disconnect and remove the coolant pipes from both ends of the charge cooler casing.3 Remove the bolts securing the air intake pipe to the manifold. Discard the gasket.4 Where necessary, remove the compressor air intake filter.5 Remove the bolts and washers which secure the manifold to the cylinder heads. Remove the manifold and discard the gaskets.

To fit

1 Renew all gaskets and ensure that all joint faces are clean and undamaged.2 Fit and secure the manifold to the cylinder heads with the relevant bolts and washers. Tighten the bolts evenly.3 Fit the air intake pipe to the manifold, renew the gasket and tighten the bolts securely.4 If relevant, fit the compressor air intake filter.5 Fit the coolant pipes to the charge cooler casing.6 Refill the coolant system with the recommended coolant mixture.

Exhaust manifold


To remove

1 Remove the boost control pipe from between the fuel injection pump and the air intake pipe.2 Disconnect the air intake pipe from the turbocharger and remove it from the engine.3 Disconnect the oil feed and drain pipes from the turbocharger.4 Remove the bolts and clamps securing the manifold to the cylinder heads, and withdraw the assembly. Make a note of the position of the clamps and bolts to assist when refitting.5 If necessary, separate the turbocharger from the manifold.

To fit

1 Always use new gaskets and ensure that all joint faces are clean.2 Fit and secure the manifold to the cylinder heads with the relevant bolts, washers and plates.3 Tighten the bolts evenly to a torque of 45 Nm (33 lbf ft).4 Fit the turbocharger to the manifold if it was separated on removal.5 Fit the air intake pipe.6 Fit the boost control pipe.



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Lubrication system 19

General description

The engine has a wet sump type system. One of two types of sump is fitted: a cast aluminium type or, for recent engines, a version made from a composite material. The capacity of the aluminium sump is 25 litres (5.5 UK gallons) to the maximum mark on the dipstick and 18 litres (4 UK gallons) to the minimum mark. The capacity of the composite sump is 41 litres (9 UK gallons) to the maximum mark on the dipstick and 34 litres (7.5 UK gallons) to the minimum mark. The drain plug fitted to the sump depends on the type of engine.

Continued



117


19 The oil is circulated in the system at a pressure of 310 to 480 kN/m² (45 to 70 lbf/in²). Pressure is controlled by a relief valve assembly (A3) contained in the body of the oil pump (A2). The oil pump is mounted on the front main bearing cap and is driven by a large spur gear on the front of the crankshaft.

Oil is drawn by the oil pump through a strainer (A1), and is delivered, under pressure, to the oil cooler (A4), the base of which forms the oil filter header bracket.

After being cooled by the engine coolant, the oil passes through the two canister type filters (A5) which incorporate filter by-pass valves.

The filtered oil is then directed into the transfer pipe which returns the oil to the main oil gallery which is machined in the crankcase.

Drillings in the crankcase provide lubrication for the camshaft and crankshaft bearings. The crankshaft shown (A) is of the early type which included an oil reservoir within each crankpin. The crankshafts of engines built after July 1995 have a new arrangement of oil passageways which removes the need for oil reservoirs.

Key to illustration (A)

1 Suction filter2 Pressure pump3 Oil pressure relief valve4 Oil cooler5 Parallel-flow main filters6 Piston cooling jets7 Supply to turbocharger8 Supply to injection pump (early engines)9 Idler gear axle

High pressure system

Restricted flow system

Suction spill and splash lubrication

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19Two oilway studs in the top face of the crankcase allow the passage of oil for lubrication of the rocker gear, push rods and tappets.

Individual drillings from the main gallery supply oil, under pressure, to the piston cooling jets. The jets, fitted with an ‘O’ ring type seal, are fitted to the underside of the main oil gallery. Oil flow from the jets is continuous when the engine is running and is directed at the inside of the piston.

The idler gear axle and bearing are supplied with oil under pressure from the main gallery, with the gear train being splash lubricated.

Oil to the fuel injection pump passes through drillings in the mounting plate and backplate and returns to the sump through a drain hole at the front of the pump. For recent engines, lubricating oil is supplied to the fuel injection pump by an external flexible pipe connected to the main oil gallery of the crankcase.

Oil is delivered to the turbocharger bearings through a steel pipe from the engine system and returns to the sump through a flexible drain pipe.

Certain engines are fitted with an oil by-pass filter. The by-pass filter uses centrifugal force to remove particles from the oil. After the oil has passed through the filter it is returned to the sump. The by-pass filter is fitted in addition to the main oil filter canisters NOT instead of them.



19 Lubricating oil filter

Two canister type filters are fitted to a header which is part of the oil cooler. Each canister incorporates a filter by-pass valve which allows a continuous flow of oil should the element become blocked.

To renew the canister 19-1

Special tools:Strap wrench, 21825 825

1 Put a tray under the canisters and use a strap wrench, 21825 825, to remove each canister (A1).2 Check that the sealing rings are correctly fitted to the new canisters and clean the contact faces of the filter head.3 Fill the two new canisters with new engine lubricating oil of the correct grade and lubricate the top of each canister seal with the same oil.4 To install the new canisters use this procedure: Tighten the canisters, on their adaptors, until the sealing rings are in contact with the face of the filter head, then turn the canisters a further 11/4 turns, by hand. Do NOT overtighten.

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19By-pass filter/separator

This filter is only fitted to certain engines. It is used in conjunction with the main lubricating oil filters. It is NOT an alternative. The filter must be serviced at the intervals specified for engine oil and main filter changes.

To renew the canisters 19-2

1 Clean the area around the by-pass filter. Remove the filter bowl (A2), remove and discard the rotor (A3).2 Remove the seal (A4) from the filter bowl and clean all the components, especially the recess for the seal in the filter bowl and the contact face for the seal on the housing.3 Fit a new seal to the recess in the filter bowl and lubricate the face of the seal with clean engine lubricating oil.4 Fit a new rotor to the spindle and ensure that it can rotate freely. Fit the filter bowl and tighten the nut (A1) to a torque of 20 Nm (15 lbf ft).5 When the engine is operated, check for leakage from the by-pass filter.

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19 Sump


To remove

1 Drain the engine lubricating oil into a suitable clean container. Refit the sump drain plug, refer to page 123 for the correct torque figure for the sump drain plug.2 If fitted, remove the sump noise shield.3 Disconnect the oil filler tube and the dipstick assembly from the sump. This is not applicable to new 2000 series engines.4 Remove the oil feed pipe and elbow connection from between the sump and the crankcase. This is not applicable to new 2000 series engines.5 Remove the sump bolts and, where necessary, the brackets and spacers, and remove the sump.6 Discard all gaskets and ‘O’ rings.

To fit

1 Clean all joint faces. Renew all gaskets and ‘O’ rings.2 Fit a new sump gasket to the crankcase face. For new 2000 series engines, fit a new flexible seal to the sump. Ensure that the seal is fitted correctly. When seen in section, the long part of the seal (A1) should be inserted into the groove in the sump.3 Carefully place the sump in position, taking care not to disturb the gasket. If necessary use guide studs.4 Fit the relevant brackets and spacers. Fit the retaining bolts and tighten evenly to a torque of 41 Nm (30 lbf ft). If relevant, fit the sump noise shield.5 Fit the lubricating oil feed pipe and elbow connection between the oil cooler and the crankcase; use new ‘O’ ring seals. This is not applicable to new 2000 series engines.6 Fit the oil filler tube, complete with a new gasket, and fit the dipstick assembly. This is not applicable to new 2000 series engines.7 Replenish the sump to the correct level with the correct grade of engine lubricating oil.

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19Sump drain plugs

The sump plug fitted will be one of five different types. These are given below, together with the correct torque figures to be used.

Caution: A thread insert is fitted to certain sumps. Inspect the thread to find which type is fitted to your engine.

New 2000 series engines (A): This is a brass socket plug with a 3/4 inch BSP thread. It fits into an insert in the composite sump. The plug should be tightened to a torque of 61 Nm (45 lbf ft). A special tool, 27610 006, is obtainable for removal and fitting of the plug.

Sump with a thread insert (B): This plug has a 7/8 UNS thread. Use a spanner - size 11/8 AF - to tighten the drain plug (B1) to a torque of 115 Nm (85 lbf ft).

Sump without a thread insert (C): This plug has a 5/8 BSP thread. Use a spanner - size 13/16 AF -to tighten the drain plug (C1) to a torque of 47,5 Nm (35 lbf ft). Retain the drain plug with locking wire.

Sump without a thread insert (D): This plug has a 3/4 BSP thread. Use a spanner - size 15/16 AF -to tighten the drain plug (D1) to a torque of 61 Nm (45 lbf ft).

Sump without a thread insert (E): Use a spanner - size 15/16 AF - to tighten the drain plug (E1) to a torque of 61 Nm (45 lbf ft).

Caution: If the sump plug is overtightened the thread in the sump may been damaged. It is permissible to repair the thread with a 5/8 inch BSP Helicoil insert.

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19 Lubricating oil pump


To remove

1 Drain the engine oil and remove the sump, operation 19-3.2 Remove the oil strainer and pipework.3 Unscrew the bolts securing the pump to the main bearing cap and remove the unit.4 Retain any shims fitted between the pump and the bearing cap.

To fit

1 Fit the pump to the bearing cap, using the original shims (A2) where relevant. Ensure that the pump is correctly located on the dowels (A1) and tighten the retaining bolts.Note: New 2000 series engines do not have shims fitted when new but, if the oil pump or drive gear has been renewed, it may be necessary to fit shims to obtain the correct backlash for the drive gear.

2 The gear backlash must be between 0,010 and 0,025 mm (0.004 and 0.010 in) and is adjusted by varying the shims (A2) fitted between the pump and the bearing cap.3 Fit the oil strainer and pipework; use new ‘O’ rings.4 Fit the sump, operation 19-3, and replenish with oil.

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Special tools:Puller, 21825 837Bolts, 21825 838

To dismantle

1 Withdraw the drive gear (A1) using puller, 21825 837 (A2), with bolts (2 off), 21825 838.2 Unscrew and remove the pump casing bolts and dismantle the unit.

To assemble

1 Lightly oil all the moving parts whilst ensuring the casing joint faces remain dry and clean.2 Jointing compound must NOT be used on these faces during assembly.3 Assemble the pump in the sequence illustrated on page 124 (A). Drive gear end float limits are 0,130 to 0,165 mm (0.005 to 0.0065 in).4 Before tightening the casing bolts, check using a straight edge, that the pump mounting faces are aligned with each other.5 Heat the drive gear to 150°C (302°F) and press it on until flush with the end of the shaft.6 Allow to cool, fit the puller, 21825 837, and tighten the centre bolt to a torque of 20 Nm (15 lbf ft) against the end of the shaft.7 Remove the puller and check that the gear has remained flush with the end of the shaft.8 If movement is evident the shaft and gear must be checked for wear and renewed as necessary.

To inspect 19-6

To inspect

1 Clean all components and inspect the gears, casings, and bearings for signs of wear or damage.2 Carefully stone any small burrs and polish out any slight scoring.3 If possible, crack test all gears.

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19 Oil pressure relief valve


The valve assembly is an integral part of the oil pump. It consists of a spring loaded plunger (A1) directly connected to the oil pump outlet, and retained by a cap nut (A2).

To dismantle

1 Unscrew the cap nut and withdraw the spring and plunger.

To assemble

1 Lightly oil the spring and plunger before sliding into position.2 Fit a new washer (A3) under the cap nut and tighten securely.

To inspect 19-8

1 Examine the plunger and the bore in the casing for wear or scoring.2 Check that the plunger is a close slide fit within the bore.3 Slight burrs may be stoned away, but if the wear is excessive the parts must be renewed.4 Inspect the spring for wear and distortion and check that it conforms to the following dimensions:

Free length: 80,77 mm (3.18 in).

Fitted length: 65,50 mm (2.58 in).

5 Renew the spring if there is any doubt regarding its serviceability.

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Fuel system 20



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General description

A mechanically driven fuel feed pump draws fuel from the supply tanks and delivers it, via the main filters, to the injection pump gallery. The gallery pressure is maintained at a constant pressure by a low-pressure relief valve which is contained in the bolt which secures the spill pipe banjo to the fuel injection pump gallery.

Fuel enters the pump elements from the gallery, and is delivered at high pressure to the six spring type injectors, which are set to operate at 240±8 bar (237±8 atmospheres).

Excess fuel and spill from the injection pump, together with spill from the fuel injectors, is returned to the supply tank.

Overhaul instructions

Scrupulous cleanliness and careful handling of the components must be observed at all times when servicing items in the fuel system.

Thoroughly clean each component and its surrounding area before dismantling, and fit sealing caps or plugs to all unions immediately following any disconnections.

Key to schematic diagram (A)High pressure fuelLow pressure fuelSpill return to tank Lubricating oil

1 Priming plunger2 Fuel feed pump3 Fuel filter canister4 Relief valve5 Fuel injector6 Spill return to supply tank7 Lubricating oil

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20Fuel injectors

Fuel injector fault

A fuel injector fault can cause an engine misfire.

To find which injector is defective, operate the engine at a fast idle speed. Loosen and tighten the union nut of each of the high pressure fuel pipes at the fuel injection pump. When the union nut of the defective injector pipe is loosened, it has little or no effect on the engine speed.

Warnings!Ensure that the fuel does not spray onto your skin.Ensure that the fan guards are fitted.


Special tools:

Removal tool, 21825 914

To remove

1 Clean the area around the fuel injector and around its connections.2 Disconnect and remove the leak-off pipe assembly from the fuel injectors.3 Disconnect and remove the relevant high pressure fuel pipe. For new 2000 series engines, remove the complete assembly of high pressure fuel pipes. Do NOT bend the pipes.Caution: Ensure that dirt does not enter the fuel injector.

4 Remove the nuts (bolts for early engines) and the clamp which retains the relevant fuel injector and withdraw the fuel injector. Fit plastic protection caps to the open apertures on the fuel injector to protect it from dirt. Remove and discard the copper sealing washer and the rubber seal, and temporarily seal the top of the fuel injector sleeve to prevent the entry of contamination.5 To remove a tight fuel injector, use the removal tool, 21825 914. Place the cylindrical portion of the tool (A1) over the relevant fuel injector and unscrew the nut (A2). Rotate the central part of the tool (A3) until the thread fully engages with the thread on the injector. Turn the nut (A2) with a suitable spanner; this action will lift the fuel injector from its sleeve without damage to the sleeve. Other, harsher methods, may damage the sleeve or the cylinder head.

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20 To fit

1 Ensure that the fuel injector sleeve is clean and is free from carbon deposits.2 Fit a new rubber seal (A1) onto the body of the fuel injector and a new copper sealing washer (A2) to the nozzle. Fit the aluminium distance piece above the rubber seal.3 Apply evenly anti-seize compound (‘Morris K72’, ‘Copaslip’ or equivalent) to the body of the fuel injector between the arrows (B1). Do NOT allow the anti-seize compound to contaminate the copper washer or the nozzle of the fuel injector (B2).Caution: Ensure that dirt does not enter the fuel injector.

4 If fitted, remove the plastic protection caps from the fuel injector. Fit the fuel injector into the fuel injector sleeve. Apply an even layer of anti-seize compound of 1 mm thickness to the threads of the retaining studs. Secure the fuel injector with the clamp and nuts. Tighten the nuts evenly to a torque of 11 Nm (8 lbf ft). If the injector studs have been removed these should be refitted and tightened to a torque of 11 Nm (8 lbf ft).5 Fit the set of the high pressure fuel pipes. Ensure that there is no tension on the connections and that the connections do not turn when the nuts are tightened. Tighten the fuel injector pipe nuts to a torque of 25 Nm (18.5 lbf ft). Do NOT overtighten and do NOT bend the pipes.6 Fit and tighten all clamps which have been removed.7 Fit the leak-off pipe, complete with new washers, and eliminate air from the fuel system, operation 20-11.8 Run the engine and check for leakage.

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To dismantle

1 Lightly grip the injector body in a vice and unscrew the nozzle cap nut.2 Withdraw the nozzle assembly, transfer block spring cap, valve spring and adjusting shims.3 Keep all the components from each injector together in individual trays.Caution: Each needle valve is matched to its individual body and must not be used with any other body.

To assemble

1 Lightly secure the injector body (A1) in a vice.2 Insert the adjusting shims (A2), valve spring (A3) and spring seat (A4). Locate the transfer block (A5) around the spring seat.3 Immerse the valve (A6) and nozzle (A7) in clean test oil and slide the valve fully home. Locate the assembly on the transfer block and fit the nozzle cap nut (A8). Tighten the nut to a torque of 45 Nm (34 lbf ft).


To clean

If the facilities are available, the injectors should be cleaned ultrasonically. Alternatively, proceed as follows:

1 Wash the components of each injector in paraffin or fuel oil and dry with a jet of dry compressed air.2 Soak the nozzle in a carbon solvent and remove any remaining carbon using the relevant cleaning kit, together with a cleaning wire of the correct size. Wires are not included in the kit and must be purchased separately.3 It is important that the correct size of wire is used to clean the spray holes. Fit the wire into the holder with a maximum protrusion of 1,5 mm (0.0652 in), this will minimise the risk of the wire breaking in the nozzle spray holes.4 When the spray holes are cleared, re-soak each nozzle in carbon solvent, rinse in clean water and dry with a jet of dry compressed air. Dip in clean test oil.

Continued

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20 5 Blow through in reverse flow direction to remove any remaining loose particles.Before purchasing cleaning kits, check the size of the nozzle holes. The number of holes and hole size varies depending on the age and type of engine.

To inspect

1 Use a magnifying glass to inspect each valve and nozzle for damaged or worn seats and spray holes. If the valve face or nozzle is discoloured, due to overheating, both components must be renewed.2 Dip the needle valve in clean test oil and insert it fully into the nozzle bore, held in a near vertical position.3 Withdraw the valve by approximately one third of its travel. When released the valve should slide onto its seat under its own weight.4 Inspect the pressure faces between the injector body, transfer block and nozzle for signs of scratches or damage which could allow leakage under pressure.5 Check the shims for damage and inspect the springs for distortion.



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20To set and to test 20-4

Warning! Fuel injectors should only be serviced by personnel who have had the correct training and are aware of the dangers associated with high pressure fuel sprays.

A suitable test rig, such as a Testmaster or Poptest MK3, is required for the testing of fuel injectors. The test rig container must be filled with clean test oil which conforms to the ISO standard 4113.

Warning! When testing a fuel injector, the nozzle must be turned away from the operator, as the spray has sufficient force to penetrate human skin.

1 Slacken the vent screw and operate the hand pump until bubble-free test oil emerges. Tighten the screw and continue pumping until bubble-free oil flows from the discharge connection.2 Connect the discharge connection to the injector inlet and tighten securely. Close the pressure gauge valve to prevent damage to the gauge and operate the hand lever vigorously to expel air from the fuel injector.

Opening pressure test

Open the valve of the pressure gauge a quarter turn, operate the lever SLOWLY, and note the pressure to which the gauge needle ‘flicks’ indicating the nozzle valve opening. Opening pressure should read a minimum of 240 bar (237 atmospheres).

If the pressure reading is incorrect the fuel injector must be dismantled and adjusted by changing the shims. Add shims to increase pressure; remove shims to reduce pressure.

Leakage test

When the correct setting is obtained, dry the nozzle tip and pump up the pressure slowly until the needle indicates a reading of 20 bar (20.3 atmospheres) below the opening pressure previously recorded. Maintain this pressure for 10 seconds and then inspect the nozzle tip.

Slight dampness is acceptable but there should be no droplets of oil before the 10 seconds has elapsed. Do NOT attempt to rectify any leakage by overtightening the nozzle.

If droplets are forming within the 10 second period, dismantle the nozzle holder assembly, clean the parts, reassemble and perform the test again. If the fuel injector fails the test again, the nozzle must be renewed.

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20 Back leakage test

Pump up the pressure slowly until the gauge needle indicates a reading of 230 bar (226 atmospheres). Release the hand lever and note the time taken for the pressure to drop naturally to 150 bar (150 atmospheres).

If the time taken is less than 6 seconds the nozzle assembly must be rejected. Continue monitoring the gauge and check the total time taken for it to register 100 bar (99 atmospheres). This time must not be less than 45 seconds.

Prior to rejecting a nozzle assembly it is advisable to ensure that pressure loss has not been caused by dirt or carbon on the pressure faces. In the event of a high number of rejections it is advisable to check that the fault does not lie within the setting outfit.

Chatter and atomisation test

To perform the chatter and atomisation tests, switch off the pressure gauge of the nozzle tester by closing the shut-off valve. This will prevent damage to the gauge.

When the hand lever is operated rapidly, the nozzle must be heard to chatter and provide a well-atomised spray of fuel.

Note: Slow movements of the hand lever will NOT produce the same results.

If a nozzle assembly, which has been ultrasonically cleaned, does not chatter, it MUST be renewed.

To perform the atomisation check, operate the hand lever at approximately two strokes per second. Check that each of the nozzle holes emits an equal and fully atomised spray of oil. A spray pattern which is even but not fully atomised is NOT acceptable.

The spray pattern produced by a used nozzle may differ from the ideal pattern obtained from a new nozzle, though the engine running behaviour may not necessarily be impaired.

Note: Carbon build up within the injector nozzle will cause low power from the engine. Ideally a flow check should be performed if the necessary equipment is available.

On completion of tests, fit protective caps or plugs over the nozzle and open connections. Store the injectors in a dry atmosphere until they are required.



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20Fuel lift pumps

One of two types of lift pump is used on the 2000 series range of engines, either single acting or double acting types.

Single acting type


To remove

1 Clean the area immediately surrounding the feed pump.2 Disconnect the fuel pipes and remove the securing nuts and washers.3 Remove the lift pump from its mounting.

To fit

1 Refitting is a reversal of the removal procedure; use a new gasket.


To dismantle

1 Withdraw the sliding tappet (A1).2 Unscrew and remove the hand primer (A4).3 Carefully unscrew the roller-tappet shell (A2) and extract the plunger (A3), non-return valve (A6), spring (A7), spacer ring (A5) and spring seat (A8), noting the sequence of withdrawal. The priming plunger of early models differs slightly from that shown (A).4 Clean all parts and carefully inspect for wear or damage.

To assemble

1 Apply a light coat of clean engine oil to all parts.2 Assemble the pump in the sequence as shown (A).3 Firmly secure the roller-tappet shell and the hand primer.4 Sealing rings and any parts which are worn or damaged must be renewed.5 Test the pump as given in operation 20-9.

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20 Double acting type


To remove

1 Before removing the lift pump from its mounting, slacken each of the banking plugs over the three valves, the priming pump body (A1) and the large cap plug over the pump plunger (A2). Disconnect the fuel pipes and remove the lift pump retaining bolts. Remove the pump from its mounting.

To fit

1 Refitting is a reversal of the removal procedure; use a new gasket.Particulars of further tests for both pumps involving special apparatus are available from the pump manufacturer, if required.


To dismantle

1 Remove the priming pump, plugs, valve springs, valves and pump plunger. Check all components for wear and damage, and check that the springs are in good condition. The priming plunger of early models differs slightly from that shown (A).Caution: The pump plunger and spring are supplied as a matched pair, identified by a colour code and must be renewed as a pair if necessary.

1 Remove the circlip (A3) from the pump body and withdraw the roller/tappet assembly. Dismantle the assembly and inspect the components for wear and damage. Renew any items in doubtful condition.2 Check the action of the hand priming pump and replace as a unit if found to be unserviceable.

To assemble

1 Apply a light coat of clean engine oil to all components and assemble the pump using new joint washers. Tighten the plugs and priming pump securely.2 Test the pump as given in operation 20-9.

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20To test 20-9

Note: This operation applies to both the single acting and double acting type of fuel lift pumps.

1 Perform a leakage test by blanking off the delivery connection and applying air pressure at 193 kN/m² (28 lbf in²) to the suction connection, with the pump immersed in fuel oil. Check for air bubbles and at the same time, operate the pump plunger to ensure that there is no leakage from the plunger bore.



20 Fuel injection pump

Due to the complexity of the fuel injection pump and the extent to which special equipment is required for overhaul, Perkins recommend that customers take advantage of the Service Exchange Scheme should malfunctions occur within the pump unit.


To remove

1 Disconnect and remove all relevant pipework and linkages. Do NOT bend the pipes.Note: For new 2000 series engines the high pressure fuel pipes must be removed and fitted as a complete set.

2 Remove the front rocker cover and turn the engine in the correct direction of rotation until No. 1 inlet valve closes.3 Remove the fuel injection pump access cover (A1) from the front of the engine.4 Remove the four bolts which retain the pump drive gear together with the clamping plate and withdraw the drive gear.5 Remove the four nuts and washers from the pump flange (B1) and the two nuts, bolts and washers (B2) from the rear end of the fuel injection pump.6 Carefully ease the pump towards the rear of the engine to remove.7 If a new or reconditioned fuel injection pump is to be fitted, remove the hub from the pump.

To fit

Note: The injection timing position is stamped on the data plate on the right side of the engine.

1 Turn the engine in the correct direction of rotation until the No.1 inlet valve closes.2 Remove the timing pointer cover (C1) from the flywheel housing.3 Continue turning the engine until the timing figure on the flywheel (corresponding to the injection timing on the data plate) aligns with the pointer in the flywheel housing aperture.4 If a replacement pump is being fitted, or if the drive hub has been removed, fit the hub and tighten the nut to a torque of 163 Nm (120 lbf ft).

Continued

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205 Fit new ‘O’ rings; apply a light smear of ‘Linalube’ to the larger ring (A1).6 Fit the fuel injection pump onto the four studs in the rear of the wheelcase adaptor and retain with nuts and washers. Tighten the nuts only finger-tight at this stage.7 Slacken the bolts (B1) which retain the pump support bracket. Do NOT disturb the bolts which secure the bracket to the crankcase.8 Tighten the four nuts, which secure the pump to the wheelcase adaptor, to a torque of 47 Nm (35 lbf ft).9 Fit and tighten the rear mounting bolts to a torque of 40 Nm (30 lbf ft).10 Tighten the bolts (B1) which retain the pump support bracket.11 Remove the cap nut and withdraw the timing pointer location device (C1).12 Turn the pump camshaft, using a 30 mm spanner, until the timing pointer is visible in the centre of the aperture.13 Fit the pump drive gear. Ensure that the hub bolt holes are positioned centrally within the slots in the gear. Secure the gear with the bolts and clamping plate, finger-tight only.14 Fasten the stop lever in the NO FUEL position.15 Ensure that the timing pointer is still positioned in the centre of the aperture and insert the location device with the slotted end entered in a horizontal plane.16 If necessary turn the pump camshaft, using a 30 mm spanner, until the location device (D1) enters fully.17 Tighten the pump drive gear securing bolts to a torque of 45 Nm (33 lbf ft).18 Withdraw the location device.19 Turn the engine backwards by at least 60 degrees and repeat the timing check. Proceed when the timing is correct.20 Fit the front access cover plate.

Continued

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20 21 Insert the timing pointer location device with the location slot outwards and refit the cap nut.22 Fit the front rocker cover and fit the timing pointer cover plate to the flywheel housing.23 Fit all the relevant pipework. Do NOT bend the pipes. The high pressure fuel pipes of new 2000 series engines must be fitted as a complete set.24 Release the stop lever to the RUN position.The fuel injection pump MUST be primed with clean engine oil of the correct specification before the engine is first started.

Caution: Before the engine is first started, the fuel injection pump must be primed with clean engine oil of the correct grade. Proceed as follows:

Remove the plug which retains the location device (A1) and withdraw the location device. Fill the pump and governor with the correct oil until it reaches the level of the plug hole. Fit the location device with the longest part toward the plug. Fit the plug and tighten securely.

For the correct start procedures, refer to the relevant User’s Handbook.

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20How to eliminate air from thefuel system 20-11

Air in the fuel system can cause:

Engine misfireUneven runningPoor engine performanceEngine stoppingDifficulty or failure to start

If air has entered the fuel system, the source of the problem must be traced and the fault eliminated.

Air can enter the system if:

The fuel tank is drained during normal operation.The low-pressure fuel pipes are disconnected.There is a leak from the fuel system during the operation of the engine.The fuel filter canister has been removed.There is a leak from the bowl of the preliminary filter.

To eliminate air from the system, use this procedure:

1 Ensure that there is fuel in the operating tank and that all leakages have been eliminated.2 Loosen the union at the outlet pipe from the lift pump; operate the hand priming pump (A1) and allow fuel to flow and then retighten the union.3 Continue to operate the hand priming pump and loosen the union on the outlet side of the fuel filter; allow fuel to flow before tightening the union.4 Continue to operate the hand priming pump and loosen in turn, each union where the high pressure fuel injection pipe joins its fuel injector. Tighten the unions once air has been eliminated.5 With all unions tightened, continue to hand prime until the relief valve is heard to open.6 Wipe away all spilt fuel.Warning! Ensure that:

a) Pipes have not been strained or distorted.

b) Unions and clamps have been correctly tightened.

c) Fuel does not spray onto your skin.

d) Spilt fuel has been thoroughly dispersed.

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20 Air stop cylinder

For engines utilising an air stop cylinder, one of two types may be fitted. The first illustration (A) shows the type fitted to new 2000 series industrial engines. The second (B) shows the type fitted to earlier engines. The procedure below is correct for both types.

How to set the air-operated stop cylinder 20-12

To set correctly the position between the air cylinder plunger and the stop lever of the fuel injection pump, this procedure MUST be used:

The air cylinder (A1 or B1) and the inner adjustable stop lever (A3 or B3) are fitted to the rear side of the fuel injection pump, which is next to the engine crankcase. The adjustable stop lever is connected to the outer stop lever by a common shaft.

1 Ensure that all the nuts and bolts which attach the air cylinder and the mounting bracket to the pump are secure.2 Ensure that the air system of the vehicle is fully charged.3 Rotate the outer stop lever in a clockwise direction until it is tight against its fixed stop screw.4 Energise the air cylinder (A1 or B1).5 While the outer stop lever is still held against the outer stop screw, slacken the lock nut and adjust the screw (A2 or B2) until there is a 1mm (0.039 in) gap between the screw and the plunger of the air cylinder. Tighten lightly the lock nut.6 De-energise the stop cylinder. Energise the stop cylinder and check that there is 1mm (0.039 in) gap between the outer lever and its fixed stop screw. Tighten fully the lock nut.

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Cooling system 21

General description

The illustration (A) on page 144 shows the coolant flow characteristics for a 2006 TW or TWG engine which has an air-to-coolant charge cooler. The illustration (B) on page 145 shows a 2006TA or TAG engine.



143


21 The coolant capacity of the engine, not including the radiator and pipework, is 24,4 litres (4.5 UK gallons). The coolant is circulated through the system by a belt driven pump mounted on the front of the engine. With the engine at normal working temperature the coolant is drawn from the radiator (A13) and into the oil cooler (A1). After passing through the oil cooler tube pack it flows through a steel pipe to the coolant pump. The coolant will then exit through an outlet at the rear of the pump and pass into the coolant gallery (A2). For engines (A) which include an air-to-coolant charge cooler, the coolant will pass from the pump into the charge cooler (A3), which is part of the inlet manifold assembly, before entering the coolant gallery (A2).

Coolant from the inlet gallery is directed to the cylinder liners where it circulates before passing through the transfer bobbins to enter the coolant galleries within the cylinder heads. After circulating around the cylinder heads, the coolant enters an external rail (A4) and flows forward to the thermostat housing (A6).

Key to Illustration (A)

1 Oil cooler2 Coolant inlet gallery3 Charge cooler4 Coolant rail5 Coolant outlet to radiator6 Thermostat housing7 Thermostat8 To thermostat from outlet gallery9 Thermostat by-pass to coolant pump10 Coolant pump to inlet gallery11 To coolant pump from oil cooler12 Drain plugs13 To engine from radiator14 To radiator from engine

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21

A

1 Oil cooler2 Coolant inlet gallery3 Air inlet manifold4 Coolant outlet gallery5 Coolant outlet to radiator6 Thermostat housing7 Thermostat8 To thermostat

9 Radiator by-pass system10 Coolant pump to inlet gallery11 To coolant pump from oil cooler12 Coolant pump13 To engine from radiator14 Drain plugs15 Air-to-air charge cooler16 Fan



21 The coolant passes through the open flow valves in the thermostat and into the radiator. As the coolant flows through the pipework of the radiator, it is cooled by air drawn through the radiator, around the pipework, by the engine-mounted fan. If the engine is operating at a temperature below 78°C (172°F), or 82°C (180°F) for new 2000 series engines, the thermostat main flow valves (A1) will be closed and the coolant will then flow through the by-pass ports (A2), in the base of the housing, and return to the coolant pump.

Radiator


To remove

1 Drain the coolant system as given in the User's Handbook TSD3215.2 Disconnect and remove the pipe from between the oil cooler and the radiator.3 Disconnect and remove the pipe (B1) from between the thermostat housing and the radiator.4 Release the hose clips at the radiator end of the turbocharger-to-radiator air duct.5 Remove the air duct (B2), and retaining straps, from between the connection on the inlet manifold and the radiator.6 Remove the nuts and bolts which secure the radiator to the radiator stand and carefully slide the radiator assembly away from the engine. Ensure that the fan cowl does not touch the fan blades.Caution: Do not damage the fan blades during removal and fitting of the radiator. If the fan blades become cracked or bent it will be necessary to renew the fan.

To fit

1 Place the radiator on the radiator stand and carefully slide it toward the engine until the fan blades are halfway inside the fan cowl. Take care not to damage the fan blades.2 Loosely fit the nuts, bolts and washers which retain the radiator on the radiator stand.3 Rotate the fan so that two of the fan blades are horizontal. Stand behind the engine and check the horizontal distance between the two fan blades and the fan cowl. Adjust the horizontal position of the radiator until the gap is equal at both sides, then tighten the nuts and bolts at the base of the radiator.

4 Rotate the fan until two of the fan blades are vertical. Check the distance between the radiator cowl and the fan blades at the top and the bottom of the fan. The gap between the fan blades and the radiator cowl, at the top and bottom, must be equal. If necessary, adjust the position of the fan cowl by releasing the four screws at each side. When the gaps are equal, tighten the screws securely.5 Fit the air duct (B2) between the inlet manifold and the radiator, but do not tighten the hose clips at this stage. Fit the metal retaining strap, complete with setscrews, plain and spring washers, but do not tighten the setscrews at this stage.6 View the radiator and fan from the side to check the angle of the radiator to the engine. Check the distance that the fan blades protrude from the fan cowl at the top and the bottom. The distance should be equal. If it is not, slacken the three screws at the base of each side of the radiator, adjust the angle of the radiator until the fan blade protrusions are equal, then tighten the setscrews of the strap and the screws in the base of radiator. Tighten the hose clips to a torque of 4 Nm (3 lbf ft).

Continued

A 318

1

2

B 338

1 2



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217 Fit the coolant pipe (A1) between the thermostat housing and the radiator. Use new hoses and tighten the hose clips to a torque of 4 Nm (3 lbf ft).8 Fit the coolant pipe between the oil cooler and the radiator. Use new hoses and tighten the hose clips to a torque of 4 Nm (3 lbf ft).9 Using a new hose, connect the air duct from the turbocharger to the radiator. Tighten the hose clips to a torque of 4 Nm (3 lbf ft). If the complete air duct assembly was removed, proceed as follows:10 Fit the air duct assembly between the turbocharger and the radiator, use new hoses but do not tighten the hose clips at this stage. If necessary, adjust the position of the turbocharger compressor housing so that the duct assembly lies naturally between the components. Fit the brackets to the crankcase and secure the duct assembly with the two U-bolts. Tighten the hose clips to a torque of 4 Nm (3 lbf ft).11 Fit the guards. Ensure that they are not in contact with any part of the engine except where they are attached to the fan cowl.12 Fill the radiator with the correct coolant specification.

Fan


To remove

1 Remove the radiator, operation 21-1.2 Remove the six retaining screws, remove the fan and collect the spacer if fitted.

To fit

1 Where necessary, fit the spacer. Fit the fan and retain with six bolts and spring washers. Tighten each bolt to a torque of 47 Nm (35 lbf ft).2 Check that the spring washers have seated correctly and have not spread out. If any have become distorted or have spread out from under the bolt head: remove the relevant bolt, fit a new spring washer and tighten the bolt to a torque of 47 Nm (35 lbf ft). Check that the new spring washer has seated correctly.3 Fit the radiator, operation 21-1.

A 338

1 2



21 Fan drive belts

How to check the fan belts 21-3

Check all drive belts and renew a belt if it is worn or damaged. Where more than one belt is used between two pulleys, all of the belts must be renewed together.

Check the belt tension at the centre of the longest free length, for example, position (A1). For details about the alternator belt, refer to section 23.

Use a ‘Gates "Krikit" V-belt tension gauge’ or similar tool to check the tension of the belts.

The correct tension for all belts is 400 to 489 N (90 to 100 lbf).

Note: When new belts are fitted they must be checked again after the engine has been run for 15 minutes and, if necessary, adjusted to the correct tension.

How to adjust the tension ofthe fan belts 21-4

Note: Engines produced before the new 2000 series engine have a different belt tensioner. Refer to the relevant User’s Handbook for the correct adjustment procedure.

Loosen the bolt (B1) which is covered by the triple fan belts. The plate (B2), which holds the tensioner pulley, pivots about this bolt. Loosen the bolt (B3) which locks the cam plate (B4) and also clamps the plate (B2). Use a spanner on the hexagon (B5) and rotate the cam plate until the correct tension is obtained (as given above). Then tighten the bolts (B3 and B1).

Where more than one belt is used between two pulleys, check/adjust the tension on the tightest belt.

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B 158

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5

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21Coolant pump


To remove

1 Drain the coolant system.2 Remove the radiator, operation 21-1.3 Remove the cooling fan, operation 21-2.4 Remove the alternator and drive belt/s.5 Release the belt tension and remove the coolant pump drive belts.6 Remove the coolant pump drive pulley. For engines with low mounted pump, remove the crankshaft pulley and damper.7 Slacken the hose clips and disconnect the coolant pipe from the coolant pump.8 Unscrew the pump retaining bolts and remove the pump.

To fit

1 Ensure that all joint surfaces are clean.2 Fit the pump, complete with new joints.3 Fit the crankshaft pulley, and damper if applicable.4 Fit the coolant pump pulley and tighten the securing bolts to a torque of 24 Nm (18 lbf ft).5 Fit the coolant pump drive belts.6 Fit the mounting bracket and, where applicable, the alternator and its drive belt/s.7 Adjust the tension of all belts, operation 21-4 and operation 23-1.8 Connect the coolant pipe between the oil cooler and the coolant pump.9 Fit the fan, operation 21-2.10 Fit the radiator, operation 21-1.11 Refill the coolant system with the correct coolant mixture.



21 To dismantle and to assemble 21-6

Special tools:Puller, 21825 837Bolts, 21825 838Bearing replacer, 21825 904Seal replacer, 21825 899Bearing replacer, 21825 903

To dismantle

Note: Unless the special tools required for coolant pump overhaul are readily available, users are advised to fit a ‘Service Exchange’ unit. For further details contact your Authorised Perkins Dealer.

1 Remove the pump backplate, where applicable.2 Withdraw the impeller (A5) from the shaft using the puller, 21825 837, and two bolts, 21825 838.3 Position the pump assembly on a press and remove the shaft (A4) by pressing it out towards the rear of the assembly.

4 Remove the hub (A14), lever out the front oil seal (A13) and release the circlip (A12).5 Lever out the ‘balanced’ seal (A1) and the ceramic counterface (A6).

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21To assemble

1 Pack the bearing with Shell Retinax ‘A’ grease. The later type of bearing is ‘double-sealed’ and pre-packed for life.2 Ensure that the outer diameter of the bearing and the inner diameter of the bearing housing are completely free from oil and grease.3 Use a brush to apply a coat of ‘Loctite 648’ to the shoulder inside the bearing housing (A).4 Press the bearing into the housing using the special tool, 21825 904, with the sealed side of the bearing leading.5 Apply grease to the inside of the bearing housing and insert the two spacers.6 Add a further smear of grease to the housing and press in the outer cone of the roller bearing. Lightly smear the inner part of the roller bearing with grease and assemble in position.7 Use a degreasing fluid to clean the shaft. The shaft MUST be free from oil and grease. Apply a coating of ‘Loctite 648’ to the large diameter adjacent to the flange (B).8 Support the front end of the pump on the bearing replacer, 21825 904, and press in the shaft to the limit of its travel. Visually check, through the drain aperture in the pump body, to ensure that the shaft is fully inserted. Fit the circlip.9 Press in the ‘balanced’ seal over the shaft, using tool, 21825 899, (C1).10 Fit a new ceramic counterface seal into the impeller. Do NOT touch the sealing face of the ceramic counterface seal.11 Support the pump under a press and press the impeller onto the shaft until the front face of the impeller is aligned with the end of the shaft.12 Press a new oil seal into the front of the pump, using special tool, 21825 903, with the open side of the seal facing outwards.

Continued

A 324

B 325

C 326

1



21 13 Heat the hub in an oven to a temperature of 130°C (226°F), or alternatively, immerse it in continually boiling water for approximately five minutes.Caution: Overheating of the hub may result in damage to the seal lip.

14 Place the pump on the press with the lower end of the shaft fully supported.15 Remove the hub from the heating process and, while it is still hot, press it onto the shaft firmly against the inner race of the bearing.16 It is now necessary to check the hub for tightness on the shaft. Before doing so, the pump must be allowed to stand until the hub has cooled completely.17 Fit a puller, 21825 837, to the pump hub (A) and tighten the centre bolt to a torque of 27 Nm (20 lbf ft) against the end of the shaft. The hub should remain unmoved on the shaft. If movement occurs the shaft and hub must be renewed.

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21To inspect 21-7

1 Inspect all of the components for damage or corrosion.2 Discard all seals and joints.3 Measure the diameter of the shaft (A4) and the bore of the hub (A14). The interference fit should be between 0,036 and 0,055 mm (0.00145 and 0.0022 in). If the interference measurement is not within these limits, both the shaft and the hub must be renewed.4 Clean and check the bearings (A8 and A11) for wear or damage. Spin the ball bearing by hand to check for roughness. Do NOT spin with a compressed air jet.

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21 Thermostat

Description

The thermostat (A1) is a wax-type triple-element unit fitted to a housing (A2) above the coolant pump. It is correctly located in the housing by a roll-pin (A3), fitted in the rim. This ensures that the valves are correctly positioned over the by-pass ports.

To extract the thermostat, remove the thermostat housing cover (A4) and lift out the unit. The thermostat requires no servicing and must be replaced if it becomes defective. Sticking valves may be rectified by applying silicone grease to the spindles and operating the valves by hand until they are free.

Note: Silicone grease should be applied to the valve spindles of a replacement thermostat prior to fitting, or if the engine is to stand for a period with the coolant system drained.

How to check the operatingtemperatures 21-8

1 Mark the strap of the leading valve and place the thermostat, the correct way up, in a container filled with water to the level of the valve platform. Position a thermometer in the water as close as possible to the valves.2 Heat the water, and note the temperature at which the leading valve opens sufficiently to admit a 0,05 mm (0.002 in) feeler gauge.3 Continue heating and note the opening temperature of the two trailing valves.4 Continue heating, noting the temperature at which each valve stops moving and is fully open, i.e., approximately 9 mm (0.375 in) of travel.5 Compare the readings with the following limits:New 2000 series engines:Leading valve open: 77,5 to 79,5°C (171.5 to 175°F)Trailing valve open: 81,5 to 83,5°C (179 to 182°F)All valves fully open: 93,5 to 96°C (200 to 205°F)

Earlier engines:Leading valve open: 77 to 79°C (171 to 174°F)Trailing valve open: 81 to 83°C (178 to 181°F)All valves fully open: 93 to 96°C (199 to 205°F)

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21How to check the operating speed 21-9

1 Immerse the thermostat, with all the valves fully closed, in boiling water to the level of the valve platform. Note the time taken, after immersion, for each valve to open sufficiently to admit a 0,05 mm (0.002 in) feeler gauge.2 Maintain the water at boiling point and note the time taken, from immersion, for all valves to open fully.3 Remove the thermostat and plunge it into cold water, noting the time taken for all valves to close fully.4 Compare the readings taken with the following limits:

Leading valve starts to open: Within 15 seconds

Trailing valves start to open: Within 20 seconds

All valves fully open: Within 60 seconds

All valves closed in cold water: 4 to 8 seconds

5 Should a thermostat fail to operate satisfactorily within the given limits it must be replacedCaution: If a replacement thermostat is not available, it will be necessary as a temporary measure only, to jack the valves fully open and run the engine with the radiator partly banked off. DO NOT run the engine without a thermostat fitted as this will cause the engine to overheat.



21 Oil cooler

Description

The unit consists of a finned tube pack (A1) in a housing, which incorporates the oil filter header. Coolant from the radiator passes through the brass tubes within the pack. Lubricating oil enters through a port at the rear of the housing and flows over the exterior of the pack. Baffle plates on the tube pack direct the oil across the tubes six times before it enters the oil filter header. After passing through the oil filters, the oil leaves the oil cooler assembly at the front and returns to an oil gallery in the crankcase.

The tube pack is fitted with an ‘O’ ring (A2) at each end to form an oil seal within the housing bore.


To dismantle

1 Drain the coolant and disconnect the coolant hoses and lubricating oil pipes from the unit.2 Remove the two canister type oil filters.3 Remove the bolts which secure the unit to the mounting and lift it away.

4 Unscrew the 2BA screw (A3) from each end of the housing. Push the tube pack forward enough to allow the front ‘O’ ring to be removed.5 Withdraw the tube carefully towards the rear. Do NOT attempt to push the pack through the housing with the ‘O’ ring still in position on the pack. It is possible for the ring to foul in the oilway port and cause the pack to jam. If pressure is required to remove a tube pack it must not be applied to the sheet metal ends. Use a soft round wooden block applying the end grains to the ends of the tubes. Always check that the tubes remain clear and undamaged.6 Wash the pack carefully in fuel oil, blow through the tubes with compressed air and wash in hot water.7 Blocked tubes may be cleared by soaking the pack in a solution of 1 part inhibited hydrochloric acid to three parts of fresh water. When frothing ceases, carefully remove the pack and immerse it in a solution of 2,2 kg (1 lb) of washing soda in 23 litres (5 UK gallons) of hot water. Finally blow through the tubes with compressed air and wash the pack in hot fresh water.

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21To assemble

1 Refer to paragraph 5 on page 156 with regard to the use of pressure on the tube pack. Always renew ‘O’ rings and hoses.2 Apply a light smear of rubber grease or ‘Linalube’ to both ends of the housing bore.3 Insert the tube pack into the housing, with the machined recesses aligned for the locating screws. Push the tube pack through the housing until the ‘O’ ring groove just emerges at the front.4 Fit a new lightly lubricated ‘O’ ring. Pull the tube backwards until the rear ‘O’ ring groove is just exposed.5 Fit a lightly lubricated ‘O’ ring and push the pack back into the housing to its correct position.6 Align the pack and fit the locating screws, complete with washers, to each end.7 Fit the unit to the engine with the relevant screws and washers.8 Connect the oil pipes and coolant pipes and refill the coolant system to the correct level.9 Fit new filter canisters: check that the sealing rings are correctly fitted to the new canisters and clean the contact faces of the filter head.10 Fill the two new canisters with new engine lubricating oil of the correct grade and lubricate the top of each canister seal with the same oil.11 To install the new canisters use this procedure: Tighten the canisters, on their adaptors, until the sealing rings are in contact with the face of the filter head, then turn the canisters a further 11/4 turns, by hand. Do NOT overtighten. Run engine and check for leaks.

To inspect 21-11

1 Visually inspect the pack for signs of cracks, corrosion or obvious damage.2 If possible, pressure test by applying air to the tube bores at 207 kN/m² (30 lbf/in²) pressure with the pack immersed in water at 80°C (176°F).3 Ensure that the housing is clean and completely free from burrs.



22

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Flywheel and flywheel housing 22

General description

The flywheel housing (A1) is machined from aluminium and is fitted to the rear of the crankcase. It is located by two dowels and provides the mounting for the starter motor. Additionally, the flywheel housing fitted to new 2000 series engines contains the crankcase rear oil seal.

Continued



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22 The flywheel assembly (A1) consists of a basic flywheel with a shrunk-on starter ring gear. It is secured to the crankshaft by twelve bolts and is located by a single dowel.

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22Flywheel


Special tools:Guide studs, 21825 802Lifting attachment, 21825 817

To remove

1 Remove the timing pointer from the flywheel housing to prevent it from fouling the ring gear when withdrawing the flywheel.2 Remove two horizontally opposed flywheel retaining bolts and replace with two guide studs, 21825 802.3 Unscrew and remove the remaining ten bolts.4 Carefully release the flywheel from its dowel and slide it onto the guide studs. Fit the lifting attachment, 21825 817, and using suitable lifting equipment remove the flywheel from the engine.

To fit

1 Ensure that the two guide studs, 21825 802, are fitted securely.2 Lift the flywheel onto the guide studs and align the dowel hole with the dowel in the crankshaft.3 Fit the securing bolts and washers and remove the guide studs. Tighten the bolts evenly to a torque of 122 Nm (90 lbf ft).4 Fit the timing pointer and its cover.

To inspect 22-2

1 Examine the flywheel for cracks or damage and replace if necessary.2 Inspect the ring gear for cracks or wear and if necessary, renew as follows:

a Drill holes in the ring gear body at diametrically opposite positions until it is weakened sufficiently to be driven off. Do NOT attempt to drill through the teeth.

b Remove any burrs from the flywheel ring gear and the seating area on the flywheel.

c Heat the new ring gear to approximately 215°C (419°F), fit it to the flywheel and rotate it to ensure full seating.

Warning! Always wear protective clothing when handling heated components.

d Allow it to cool naturally, and then check with a feeler gauge that it is fully against the shoulder on the flywheel.

3 Examine the flywheel friction plate for wear, scoring or cracks and renew if necessary.



22 Flywheel housing


To remove

1 Remove the flywheel, operation 22-1.2 Remove the starter motor, operation 23-3.3 Remove the bolts which secure the housing to the crankcase.4 Using suitable lifting equipment, release the housing from its dowels and remove.

To fit

1 Ensure that both joint surfaces are free from burrs and damage.2 Fit the flywheel housing as follows:For new 2000 series engines, the crankshaft rear oil seal is fitted directly in the flywheel housing and the joint between the flywheel housing and the crankcase must be sealed by the use of a special sealant, ‘Loctite gasket eliminator 518’. Ensure that the faces of the flywheel housing and crankcase are clean and dry. Apply a continuous bead of ‘Loctite gasket eliminator 518’ to the cylinder block as shown (A1).

For earlier engines, which have a separate housing for the crankshaft rear oil seal, the flywheel housing is fitted directly onto the crankcase. No gasket is required and sealant must NOT be applied.

3 Lift the housing onto the locating dowels and fit the retaining bolts and washers. Tighten the bolts evenly to a torque of 61 Nm (45 lbf ft).4 Fit the flywheel, operation 22-1.5 Fit the starter motor, operation 23-3.

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Electrical equipment 23

General description

The electrical components of the engine consist of an alternator, a starter motor and an engine stop solenoid. Certain engines may be fitted with warning/shut-down switches. One of many types of alternator may be fitted to the engine, but only one type of starter motor is utilised.

A typical wiring diagram for a 2000 series engine is shown (A).

A

A

II

III

IIIII

II II

D

F

TYPICAL WIRING DIAGRAM24 volt battery

ALTERNATOR

Run switch

24 volt2.8 wattLamp *

Ammeter *40-0-40



268

4

231

I

III II

II

II

*

Start relay *

Start switch *

When start relayis omitted *

STARTER MOTOR

Cable Data

SizeSection area

in2 mm2

I 0.093 60.00II 0.007 4.52III 0.001 0.65

* SUPPLIED BY CUSTOMER

163


23 Alternator

The alternator fitted to current engines will be rated at 55 or 70 amps, depending on application.

Each type of alternator is fitted with an integral regulator. The regulator requires no adjustment during service and is a non-repairable item.

It is not advisable to attempt repairs to the alternator. Such work requires specialist equipment and knowledge. Should alternator failure occur, operators are advised to take advantage of the Perkins service exchange scheme.

Starter motor

As specialist equipment and knowledge are necessary to overhaul the starter motor assembly, it is recommended that an exchange unit is fitted. If the equipment and expertise are available, the instructions for starter motor overhaul are given in this section.

The starter motor is a 24 volt unit, actuated by an externally mounted solenoid switch through a lever arm. The pinion assembly incorporates a positive engagement device, an overload clutch and a freewheel ratchet. It is mounted on the flywheel housing.

Operation of the starter switch energises the pull-in and hold-in coils and actuates the solenoid to move the pinion into mesh with the starter ring. Should the teeth abut, the pinion moves back against its spring load and rotates slightly until engagement occurs. The starting contacts then close in parallel with the pull-in coil, which is de-energised, and full torque is applied.

If engine resistance is excessive the pinion clutch comes into operation.

When the engine starts, the pinion is allowed to run free, in mesh with the starter ring, until the starter switch is released. The hold-in coil is then de-energised, allowing the return spring in the solenoid switch to disengage the pinion through the lever arm.

Certain engines are fitted with control switches. These are set at the factory and cannot be adjusted. Discard if faulty



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23Alternator drive belts

To check and to adjust the tension 23-1

To check

Check all drive belts and renew a belt if it is worn or damaged. Where more than one belt is used between two pulleys, all of the belts must be renewed together. See section 21 for details about the fan drive belts.

Check the alternator belt tension at the centre of the longest free length (A1).

Use a V-belt tension gauge to check the tension of the belt. The correct tension for all belts is 400 to 489 N (90 to 100 lbf).

Note: When a new belt is fitted it must be checked again after the engine has been run for 15 minutes and, if necessary, adjusted to the correct tension.

To adjust the tension

Loosen the two bolts (A2) and rotate the alternator on the pivot bolt to tighten the belt to the correct tension. Tighten the two bolts.

Check again the belt to ensure that the tension is still correct. Maximum belt life will be obtained only if belts are kept at the correct tensions.

Where more than one belt is used between two pulleys, check/adjust the tension on the tightest belt.

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23 Alternator


To remove

1 Disconnect the battery.2 Slacken the adjustment bolt (A1) and pivot bolt (A2), and remove the alternator drive belt (A3).3 Disconnect the wiring loom from the alternator. Make a note of the position of the connectors to assist during fitting.4 Remove the adjustment bolt, nut and washers. Remove the pivot bolt and lift away the alternator.

To fit

1 Fit the alternator. Retain with the pivot bolt and a spring washer. Then fit the adjustment bolt, complete with nut and washers.2 Reconnect the wiring loom to the alternator.3 Fit the alternator drive belt and adjust the tension, operation 23-1.4 Connect the battery.

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23Starter motor


To remove

1 Disconnect the battery.2 Make a note of the terminals of the starter motor assembly and of the cables which are connected to them.3 Disconnect the cables from the starter motor assembly.4 Remove the three screws and plain and spring washers and carefully withdraw the starter motor assembly.

To fit

1 Fit carefully the starter motor assembly to the flywheel housing, fit the three retaining screws, complete with plain and spring washers, and tighten securely.2 Connect the cables to the correct terminals.3 Connect the battery.

To dismantle and to assemble thesolenoid switch 23-4

To dismantle

1 Remove both jumper leads from between the solenoid switch and the starter body.A special tool will be needed for the next part of the operation. The tool can be manufactured from a 1/4 inch AF socket; the outside diameter of the socket must be ground down to 9 mm (0.354 in).

2 Extract the rubber plug from the solenoid base, insert the special tool, engage it with the timing shaft and turn it anti-clockwise until the plunger and arm are released from the shaft. Unscrew the two retaining bolts and remove the solenoid switch.3 Remove the lock nuts, the washers and the sealing rings from both of the small terminals; partially withdraw the end cover (A5) and release the small screw (A6) from the head of the terminal (A8) which retains the winding connection. Remove the end cover (A5) complete with the large terminals (A4), the lock nuts, the washers and the sealing washers. Remove also the terminal insulators (A3).

Continued

A 329

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54

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98

7



23 4 Hold the protrusion of the plunger (A2) at the opposite end of the body (A9) and release the nut which retains the switch assembly on the shaft (A1). Remove the washer, the insulation washer, the insulation bush, the contactor disc (A7), the spring, the second insulation washer and the second washer from the shaft and withdraw the plunger and the spring from the opposite end.

To assemble

1 Assemble the shaft (A1) and the plunger (A2), if they have been separated, and fit the spring to the shaft.2 Fit the shaft through the body (A9) of the solenoid switch and fit the washer, the insulation washer, the spring, the contactor disc (A7), the insulation bush, the second insulation washer, the washer and the nut in the correct sequence as shown (A). Hold the plunger and tighten the nut.3 Fit the terminal insulators. Fit the cover to the body sufficient for the small screw (A6) to be fitted through the connection and into the side of terminal 3. Fit the cover fully and fit the washers, the sealing rings and the nuts.

4 Fit a new rubber shroud to the housing of the shift lever and ensure that the lip is engaged fully in the groove.5 Align the screw link with the threaded hole in the plunger (A2) and insert the special tool through the hole in the centre of the housing. Turn the plunger clockwise until it reaches the end of the thread and insert the solenoid switch into the shift lever housing.6 Fit the two bolts which secure the solenoid switch to the starter motor and tighten them to 34,0 to 39,5 Nm (25 to 29 lbf ft). Turn the plunger anticlockwise by approximately five turns.7 DO NOT fit the flexible cable and the copper connector until solenoid adjustment is completed in operation 23-8.

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23To dismantle and to assemble thestarter motor 23-5

To dismantle

1 Remove the solenoid switch, operation 23-4.Before the starter motor is dismantled, mark the edges of each section of the starter motor to ensure their correct relationship during assembly.

2 Remove the cover (A4), release the connections and carefully withdraw the carbon brushes (A3).3 Disconnect the two cables from the field windings (A7), release the four bolts and remove the end cover (A1). Withdraw the armature (A5).4 Release the six cap screws and remove the pinion housing (A8); disconnect and remove the pinion assembly (A10).5 Remove the screw and washer from the housing (A8); withdraw the pivot and remove the shift lever (A12). Separate the housing from the yoke (A6).

To assemble

Ensure that all of the components are clean and dry before they are assembled. Apply glycerine to the new ‘O’ rings and lubricate all the bushes with clean SAE 5W/20 engine lubricating oil. Soak the fibre washers and lubricator wicks in clean SAE 5W/20 engine lubricating oil.

1 Fit a new ‘O’ ring around the end cover (A1) and align the marks which indicate the correct relationship with the yoke. Put new spring washers on the four bolts which fasten the end cover to the yoke. Apply ‘Loctite AVV’ to the threads and fit the bolts. Tighten each bolt to 12,5 to 17 Nm (110 to 150 lbf in).2 Fit a steel thrust washer, followed by a fibre washer, onto the armature shaft at the commutator end and insert the shaft into the yoke assembly. Fit a steel washer, followed by a fibre washer, onto the splined end of the shaft and lubricate the shaft and the splines with ‘Aeroshell Grease No. DID 5598’.3 Fit a new ‘O’ ring around the housing (A14) and apply some grease to the shift lever cams.

Continued

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6 78

910

11

12

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23 4 Put the shift lever housing (A8) over the protrusion of the shaft and fit two fibre washers (A9) onto the shaft. Engage the two shift lever cams in the groove of the pinion assembly and slide the assembly and the housing onto the shaft. Align the marks which indicate the correct relationship of the housing and the yoke, and apply ‘Loctite AVV’ to the threads of the five cap screws. Insert the cap screws, with new spring washers, and tighten to 12,5 to 17 Nm (110 to 150 lbf in).5 Fit the steel thrust washer (A11) onto the shaft against the pinion assembly. Fit a new ‘O’ ring (A13) to the pinion housing and put the housing around the pinion. Align the marks which indicate the correct relationship of the housings for the shift lever and the pinion. Six new special cap screws, which have a small square area of locking agent on the threads, should be inserted through the relevant holes of the pinion housing and into the shift lever housing.6 Tighten evenly the cap screws to 24,4 to 28,3 Nm (216 to 250 lbf in).

7 Check that the armature turns freely and fit the carbon brushes into their holders (A2). Ensure that the carbon brushes slide freely in the holders and tighten the retaining screws to 1,6 to 2,0 Nm (14 to 18 lbf in). Check that the wires of the carbon brushes remain free.8 Use a spring balance to check the springs of the carbon brushes. Renew the springs if the loads are not within the limits of 1,42 to 1,68 kgf (50 to 59 ozf), when the end of each spring is held in its correct position in accordance with the length of a new carbon brush.9 Spread a thin application of glycerine on the gasket of the cover (A4), and fit the ends of the cover across one of the ribbed sections of the yoke. Tighten the two screws which retain the cover to 1,13 to 1,70 Nm (10 to 15 lbf in).10 Fit the solenoid switch as given in operation 23-4.

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23To clean 23-6

Use white spirits to clean all the components. Do NOT dip the assembly of the pinion in the white spirits because the special lubricant in the assembly will be eliminated.

To inspect and to correct 23-7

1 Use an ‘Avometer’ to check the resistance of the pull-in coil and the hold-in coil. These should be 1.34 and 2.7 ohms respectively, at 20°C. Renew the solenoid switch if the coils are defective.2 Inspect the yoke assembly and the field windings, and also the starter motor housings for damage. Use suitable equipment to check the insulation of the field windings and to check that the continuity is not broken. Renew the complete assembly of the yoke and the field windings if any winding is defective.3 Inspect the armature for wear and damage, especially the splines. Check that there is no deflection of the shaft. Renew the shaft if the run-out exceeds 0,13 mm (0.005 in).4 Use suitable equipment to check that the continuity and insulation of the armature windings are not broken. The commutator should have a polished dark copper finish. Check that the run-out of the commutator is within 0,08 mm (0.003 in). If the armature is generally acceptable, the surface of the commutator may be corrected. Remove only the minimum material from the face. The final diameter MUST NOT be less than 52,375 mm (2.063 in).5 Use a growler and a 230 volt test lamp to check the armature for earthing, continuity and open circuits.6 Test the insulation of the carbon brush holders, and renew the carbon brushes if there is damage or wear. The minimum permissible length of the carbon brushes is 15,9 mm (0.625 in).7 Inspect the bushes in the end cover of the commutator and in the pinion housing. If there are indications of wear, use a 13/16 in BSF tapered tap as a puller to withdraw the old bushes. Press in the new bushes.8 Use the measurements of the old bush to machine a groove in the new bush which aligns with the lubricator wick.9 Put the end cover, or the pinion housing, in a lathe and ream the new bush to obtain an internal diameter of 19,100 to 19,152 mm (0.752 to 0.754 in). Ensure that there is concentricity of the bore with the location face of the shoulder.

10 Inspect the bush in the shift lever housing. If necessary, renew the bush and machine an oil groove which is the same as the groove in the old bush. Put the housing in a lathe and ensure that the bore is concentric with the location face of the shoulder. Bore the new bush to obtain an internal diameter of 22,20 to 22,25 mm (0.874 to 0.876 in).11 Inspect the shift lever and its shaft for wear and damage, and check that the arrangement which retains the shaft in the housing is usable.12 Check that the contactor disc is not burnt and that there is no erosion. If necessary, clean the contact face with smooth emery paper, or machine only the minimum material from the contact face: a maximum of 0,5 mm (0.002 in). If the erosion exceeds this limit, the contactor disc must be renewed.13 Check the contact faces on the heads of the terminals. Renew the terminals if they are burnt or if there is erosion.14 Inspect the assembly of the pinion. Renew the assembly if the components have excessive wear or damage.



23 To test 23-8

Caution: Ensure that the 24 volt electrical supply is connected to the correct terminals and that the insulation on the connection wires is not damaged.

1 Connect a 24 volt supply to terminals 1 and 3, push back the pinion assembly and, using a 4,76 mm (0.187 in) gauge, check the clearance between the pinion front face and its thrust washers (A). Adjust, as necessary, by turning the shift lever using the special tool (described in operation 23-4) as shown (B), with the switch de-energised. Do NOT leave the switch energised for more than 30 seconds.Caution: Adjustments must not be made while the solenoid is energised. Do NOT energise the solenoid for more than 30 seconds.

2 Replace the rubber plug in the solenoid switch, fit both jumper leads and apply a few drops of SAE 5W/20 oil to each of the three lubricating points (C).3 Test the solenoid switch for correct operating sequence, as follows:Fit a locally manufactured solid distance piece to the pinion shaft to retain the drive - to prevent the pinion gear from moving axially. Connect a 24 volt supply across terminals 1 and 3, and check with an Avometer that no reading is recorded between terminals 2 and 3 (D).

To fit the main starter cables 23-9

Caution: The main positive (red) starter cable is fitted to the terminal on the solenoid switch and the main negative (black) starter cable is fitted to the terminal on the end cover of the starter motor.

1 Fit the lugs of the relevant cables to the two terminals. Ensure that the polarity of the cables is correct and fit the locking washers and the lock nuts, or the stiffnuts if relevant.2 Hold a 19 mm (0.75 in) A/F spanner on the inner lock nuts to ensure that they do not move while the outer nuts are tightened to 25 to 30 lbf ft (34 Nm to 41 Nm) with a suitable torque wrench.

D 117

3

1 Switch

Hold in

Pull in

4 Switch

2 Battery

VIEW ON COMMUTATOR END

A 330

B 331

C 55



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23Engine stop solenoid

Description

The solenoid switch is mounted on the side of the fuel injection pump. It is used in the energised-to-run mode and is connected to the governor stop control lever.

When it is energised, the dual circuits in the solenoid activate a plunger which moves the stop control lever to the RUN position.

A pull-in coil draws the plunger until the internal switch contacts open. This breaks the circuit of the pull-in coil and leaves a low-consumption hold-in coil energised to retain the stop lever in the RUN position.

When the stop solenoid is de-energised, a coil spring returns the plunger to its rest position and the stop control lever to STOP. This occurs when the STOP button is pressed, when an engine protection device breaks the circuit or as the result of an electrical failure.

How to adjust the linkage 23-10

To enable the solenoid to energise in the shortest possible time, the linkage must be adjusted as follows:

1 Disconnect the electrical supply, slacken the lock nut (A3) and rotate the rod (A2) until the linkage is disconnected.2 Connect a 24 volt DC supply of electricity and energise the solenoid. Ensure that the connections are fitted to the correct positions. The red wire is positive, the black wire is negative and the grey wire is for the indicator.Note: During the application of electric current to the solenoid, ensure that the plunger is located correctly in the solenoid body (B).

3 Ensure that the linkage is fitted to the control lever (C3). Energise the solenoid and move the stop control lever (C3) to the maximum RUN position (toward the solenoid).4 Hold the lever at this position and adjust the lock nut (C1) until its rear face is level with the front of the rod (C2) as shown. Ensure that the lock nut is not moved from this position on the thread.5 Connect the linkage to the solenoid and rotate the rod (C2) until it reaches the lock nut. Hold the lock nut with a suitable spanner and tighten the rod securely against the lock nut.6 Energise and de-energise the solenoid to check the operation.

A 334

1 2

3

B 135

C 136

1

2 3



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Auxiliary equipment 24

Compressor

Description

Certain engines may be fitted with a compressor. The compressor will be one of two types: a single cylinder version for early engines, or a twin cylinder version for new 2000 series engines.

The single cylinder compressor is a 293 cc water cooled unit flange mounted to the rear of the wheelcase backplate. It is gear driven from the camshaft at 1.212 times engine speed.

The twin cylinder compressor is a 440 cc water cooled unit flange mounted to the rear of the wheelcase backplate. It is gear driven from the camshaft at 1.212 times engine speed.

If the compressor requires an overhaul, it is advisable to fit a reconditioned unit. These are available from authorised Perkins dealers.


To remove

1 Using a 5/16 in allen key remove the hydraulic pump and coupling, where fitted, from the rear of the compressor.2 Drain the engine coolant into a suitable clean container.3 Disconnect and remove the rubber coolant pipe from between the compressor and the crankcase.4 Remove the compressor air intake filter assembly, or disconnect the air intake pipe from the induction system (whichever is fitted).5 Unscrew the steel coolant pipe from the front of the compressor cylinder head. Do NOT bend the pipe.6 Disconnect the oil feed pipe, free it from its clips, and remove it from the engine.7 Unscrew the three compressor securing nuts and washers.8 Support and carefully withdraw the compressor (A). Discard the gasket.



A 336

175


24 To fit

1 If the drive gear has been removed, either refit the original gear or fit a new gear, as required.Caution: On certain applications the compressor is fitted with a ‘balanced’ crankshaft. These units are identified with alignment marks on both the crankshaft end and the drive gear. To ensure that these marks are correctly aligned on assembly, refer to operation 24-2.

2 Clean both joint faces and fit a new gasket over the three compressor mounting bolts.3 Slide the compressor into position ensuring that it engages with the camshaft gear. Fit the nuts and washers and tighten securely.4 Fit and secure the oil feed pipe and the two coolant pipes.5 Fit the air intake filter assembly or connect the pipe to the induction system (whichever is fitted).6 Refill the engine cooling system with coolant.7 Where necessary, fit the hydraulic pump and coupling.



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24Compressor gear alignment 24-2

The following procedure is necessary for marking the compressor crankshaft for gear alignment when this has not been completed during manufacture, and also for ensuring correct drive gear to crankshaft alignment during reassembly.

1 View the compressor crankshaft from the threaded drive end. Looking through the mounting flange cast slots (A1) rotate the crankshaft until the balance weight is at Bottom Dead Centre (BDC). This is confirmed by ensuring that the balance weight cheeks are equally displaced below the horizontal centreline on both sides looking through the slots.2 With the machined base of the compressor crankcase sitting on a flat surface check that the machined tongue (B1) on the non-threaded crankshaft end lies horizontally. Scribe a vertical line centrally on the crankshaft threaded end from the centreline to BDC (A).Check again that the crankshaft machined tongue lies horizontally.

Lightly ‘centre punch’ a dot at BDC on the vertical scribed line (A) at approximately 6.0 mm radius.

3 Before fitting the compressor drive gear ensure that both the crankshaft taper and the gear bore are thoroughly clean and free from oil.Place the gear on the taper shaft and align the crankshaft dot mark (C1) with the dot on the gear end face (C2) so that the gear balance weight is also at BDC.

Fit the gear retaining washer, lightly oil the threads of the nut and tighten it to a torque of 180 ±20 Nm (132 ±14 lbf ft). For new 2000 series engines the nut should be tightened to between 200 and 250 Nm (148 to 184 lbf ft).

Check that the dot marks on both the crankshaft and the gear remain correctly aligned.

B 176

1

C 177

1

2

A 175

1

BDC



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Running-in and test 25

General description

Every new or reconditioned engine which is supplied by Perkins Engines Limited is run and tested before it is received by the customer. There is no requirement for the running-in of the engine when it is initially in use, but it is recommended that the engine is operated in accordance with the instructions which are given in section 3 of the User’s Handbook TSD 3215.

A period of running-in, which is relevant to the rating of the engine, should be done in accordance with the instructions given below when:

A 2000 series engine has had a complete overhaul.The engine has been built with the use of a long engine, which consists of an assembly of the basic components which are new or which have been reconditioned - the crankcase, the cylinder liners, the crankshaft, the connecting rods, the pistons and the cylinder heads.A partial overhaul has used new cylinder liners, new piston rings and new bearings.



179


25 Running-in and test

To run the engine 25-1

Caution: Before the engine is run, ensure that the temporary lubricating oil filters, part number OE43712, are fitted to the oil inlet in the bearing housing of each turbocharger. The filters MUST be removed and discarded when the total period of running-in is finished; before the engine goes into service, the correct joints must be fitted in their places.

1 Prepare the engine as given in section 3 of the User’s Handbook TSD 3215.2 Start the engine and run it without a load. Check that the oil pressure is correct. Inspect the lubricating oil system and the coolant system for leakage and then stop the engine.3 Correct all leakage and add more lubricating oil and coolant, if necessary, to the correct levels. The schedule for the running-in of a 2000 series engine rated at 1500 rev/min, 1800 rev/min or 2100 rev/min is given below:

4 It is possible to overload the engine during phase 5 and, to prevent this, the load and the speed must be checked at the start of the period. During the running-in, if there is excessive noise or vibration, the cause should be found. The engine should be checked for leakage of fluids. If there are leakages, they must be corrected after the running-in is finished.The engine must only be stopped at the end of a period, or if there is an emergency.

5 When the schedule is finished and the running-in has been acceptable, check the consumption rate of the engine lubricating oil, operation 25-2.

Phase Rev/min Load or power rating

Period (minutes)

1 Rated speed Min load 52 Rated speed 25% of max load 103 Rated speed 50% of max load 104 Rated speed 75% of max load 105 Rated speed Max load 10



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25To check the consumption rate of the engine lubricating oil 25-2

The check given below is suitable for an engine which is rated at 1500 rev/min or 1800 rev/min.

1 Ensure that the level of the engine lubricating oil is exactly to the ‘H’ mark on the dipstick.2 Run the engine at its rated speed and power until the normal temperatures of the coolant and the engine lubricating oil are reached:

Coolant temperature at outlet 68°/85°CEngine lubricating oil 90°/105°C

3 Run the engine at the minimum load for two minutes. Stop the engine and check the level of the engine lubricating oil on the dipstick. Fill with new engine lubricating oil to the ‘H’ mark if necessary.4 Drain immediately the engine lubricating oil from the sump and from the heat exchanger into separate containers for exactly 20 minutes. The heat exchanger should be drained through the lowest point, which is the drain plug in the end of the housing.5 Measure separately the weight of each container with its contents and make a record of the weights.6 Fit the drain plugs in the sump and the heat exchanger and return the original engine lubricating oil to the sump. Measure the weight of the empty containers and make a record of the weight.7 Find the difference in the weight of the containers when with and without the lubricating oil. This will give the total weight of the lubricating oil. Make a record of this total.8 Run the engine at its rated speed with 90% of the maximum load, for two hours.Caution: If the engine is stopped during this phase, the test must be started again from paragraph 1.

9 At the end of the two hours, continue to run the engine without load for two more minutes. Stop the engine and repeat the procedures given in paragraphs 4, 5, 6 and 7.

The method for the calculation of the consumption rate of the engine lubricating oil, when the weights of the oil are in pounds (lb), is as follows:

Initial weight of the oil - final weight = litres/hour2.2

An acceptable consumption rate will not exceed 1,02 litres/hour.



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List of special tools 26

These tools are available from your local Perkins Distributor.

If you cannot obtain the correct tool locally contact Perkins Parts Limited, Frank Perkins Way, North Bank Industrial Park, Irlam, Manchester M30.



183


26 Special tools

A new range of numbers have been allocated to the tools used on Perkins engines. The tables in this section include all of the tools listed in the workshop manual. The additional number, in brackets below each special tool number, is the number by which the tool was previously available.

Number Description Illustration

21825 739(GA5000)

Valve spring compressor

21825 742(GA5000-3)

Valve spring compressor adaptorUse with 21825 739 (GA5000)

21825 743(GA5000-4)

Valve spring compressor adaptorUse with 21825 739 (GA5000)

21825 748(GA5003)

Valve guide reamer (inlet/exhaust)

21825 752(GA5007)

Valve guide adaptor



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26

21825 754(GA5009)

Valve face gauge

21825 763(GA5018)

Valve guide replacer

21825 764(GA5019)

Valve guide seal replacer

21825 782(GA5031)

Piston crown checking gauge

21825 784(GA5033)

Piston replacer sleeve

21825 786(GA5035)

Dial gauge and holder




26

21825 787(GA5035-1)

Check plate for cylinder linersUse with 21825 786 (GA5035)

21825 790(GA5037)

Remover tool for cylinder liners

21825 791(GA5038)

Holder - cylinder liner recess cutter

21825 792(GA5038-1)

Cylinder liner recess cutterUse with 21825 791 (GA5038)

21825 793 Ring expander

21825 800(GA5047)

Cylinder head to crankcase bobbin remover




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26

21825 802(GA5050)

Flywheel guide stud

21825 805(GA5053)

Camshft bearing remover

21825 806(GA5054)

Main bearing cap remover

21825 807(GA5055)

Crankshaft hub nut spanner

21825 812(GA5061)

Sump guide stud

21825 814(GA5063)

Small end bush remover/replacer




26

21825 816(GA5066)

Cylinder head lifting bar

21825 817(GA5067)

Flywheel lifting bracket

21825 821(GA5071)

Engine lifting beam

21825 823(GA5073)

Pressure test kit

21825 825(GA5074)

Filter wrench

21825 826(GA5075)

Internal bore gauge




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26

21825 837(GA5090)

Puller

21825 838(GA5090-1)

Adaptor boltsUse with 21825 837 (GA5090)

21825 841(GA5091)

Valve seat refacing tool

21825 844 Cylinder liner retainers

21825 846(GA5095)

Torque wrench 8 to 54 Nm (5 to 40 lbf ft)

21825 848(GA5098)





26

21825 849(GA5100)

Slide hammer

21825 855 Remover tool for cup plugs(Use with 21825 849)

21825 860(GA5100-11)

AdaptorUse with 21825 739 (GA5100)

21825 861(GA5101)

Drive

21825 865(GA5101-4)

Core plug replacer kitUse with 21825 861 (GA5101)

21825 869(GA5101-8)

Insert insertion toolUse with 21825 861 (GA5101)




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26

21825 899(GA5143)

Coolant pump water seal replacer

21825 902(GA5148A)

Lapping tool, cylinder liner flange

21825 903(GA5149)

Coolant pump oil seal replacer

21825 904(GA5150)

Coolant pump bearingseal replacer

21825 908(GA5164)

Injector sleeve remover/replacer wrench

21825 909(GA5165)

Tool holder for face cutter and reamer




26

21825 914(GA5170)

Fuel injector remover

21825 922(GA5909)

Fuel injector sleeve extractor

21825 924(GA5911)

Torque angle gauge

21825 991 Torque wrench 30 to 150 Nm (20 to 110 lbf ft)

21825 992(GA5097)


21825 993(GA5099)

Engine build stand




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26

21825 999 Reaming jig

27610 006 Sump plug adaptor

27610 007 Oil seal replacer




Perkins 2000 Series Workshop Manual.

Documents

Transcript of Perkins 2000 Series Workshop Manual.