workshop manual for 4.2482, 4.248, T4.236, 4.236, 4.212 & T4.38 diesel engines © Perkins Engines Limited Peterborough, England 1993 Publication No. 601 TPD 0393 1229 ‘This pubication supercedes the proviousexton numa 601 TPO OS82 1052. This publication is written for world wide use. In territories where legal requirements govern engine smoke emission, noise, safety factors etc., then all instructions, data and dimensions given must be applied in such a way that, after servicing (preventive maintenance) or repair- ing the engine, it does not contravene the local regulations when in use. 1. Prins Pome Sate rd Sane Line, 14236 Series Workshop Manual, January 1055.Amendment Status Number Deseri Date 1 Note: Amendment page sets 1 to 4 are included inthis publication, 1985-1988 5 To revise and add new information. Jan. 1893 4.298 Series Workshop Manual, January 1888,CONTENTS Section ENGINE PHOTOGRAPHS a TECHNICAL DATA e | OPERATING AND MAINTENANCE o FAULT DIAGNOSIS . CYLINDER HEAD MAINTENANCE e PISTONS AND CONNECTING RODS F | CYLINDER BLOCK AND LINERS 6 CRANKSHAFT AND MAIN BEARINGS H BALANCER UNIT ’ TIMING CASE AND DRIVE K LUBRICATING SYSTEM L COOLING SYSTEM “ AIR FILTERS AND FUEL SYSTEM N FLYWHEEL AND FLYWHEEL HOUSING P EXHAUSTER ° COMPRESSOR R ALTERNATOR, OYNAMO AND STARTER MOTOR s TURBOCHARGER T APPROVED SERVICE TOOLS ‘Appendix INDEX 5 | MARINE SUPPLEMENT | “Operating and maintenance information can be found in the multsingual | 4.296 Seres Users Handbook 4230 Series Workshop Marwal, January +853.Unified Threads and Engine No. Location All threads used on the 4.2482, 4248, 74.236, 4236 and 4.212 Engines except perhaps on proprietary equip- ment are Unified Series, and American Pipe Series. Later engines use some metric threads. Unified threads are not interchangeable with BSF. and although 8.S.W. have the same number of threads per inch as Unified Coarse Series, interchanging is not recommended. due to a difference in thread form, ‘The Engine Number is stamped on the cylinder block as shown in the illustrations. The number position and Composition have been changed at various times as dotalled below. Early 4.296 engines (Phase | Type) are stamped on a pad on the right hand side of the cylinder block above the rear end of the tappet cover. The number consists of 7 digits commencing with the figure "#!, Where a letter ‘A’ follows the engine number, the cylinder block fs fitted with din diameter cylinder head studs, Later 4.236 engines (Phase Il Type) and earlier 4.248, and 4212 engines are stamped on a pad on the right hand side of the oylinder block above the dynamo or alternator. The number consists of a combination of figures and letters, e.g. 248U251, 296U251 or 212251, Other letters may be included in the combination, denoting specific information, e.g. a letter 'C’ at the fend of the number indicates that the engine ie fitted ‘ith chrome plated cylinder liners. I currem engines numbers are stamped on @ label which 's fitted to the left hand side of the cylinder block above [ the fuel injection pump. Some engines also have the [engine number stamped at the top of the rear face of [the cylinder block. A typical number for this latest stem is LD21498U5102560. The engine number should be quoted in full and in the correct sequence, together with the type of vehicle for machine In which it is fitted, when requesting information or ordering parts. Engine Number Location (4296 Phase | Type) 14238 Saves Workshop Manual, Janary 1098, Engine Number Location (Earlier 4.248, Phase II 4.236 and 4.212 engines) Engine Number Location (Current Engines)FOREWORD This Workshop Manual has been compiled for use in conjunction with normal workshop practice. Mention of certain accepted practices, therefore, has been purposely omitted in order to avoid repetition. Reference to renewing joints and cleaning off joint faces, has to a great extent been omitted fom the text, it being understood that this will be carried out where applicable. Similarly, it is understood that in reassembly and inspection, all parts are to be thoroughly cleaned, and where present, burrs and scale are to be removed It follows that any open ports of high precision components, e.g. fuel injection equipment, exposed by dismantling, will be blanked off until reassembled, to prevent the ingress of foreign matter To give improved sealing, later engines are built with controlled swell type joints which are fitted dry. When fitting setscrewsinto “through” holes into the interior of the engine, a suitable sealant should be used. Note: Some setscrews may already have sealant coated threads. These can be identified by the colour of the threads which will be red or blue etc. Engines built for Massey Ferguson applications are designated A4.248, A4.236, AT4.236 and A4.212. Where information specific to these engines is referred to, the appropriate engine designation is given, otherwise the information is the same as listed under standard engine types. For T4.88 engines, the information given will apply as for T4.236 engines, unless otherwise stated. ‘Throughout this manual, whenever the “left” or right” hand side of the engine is referred to, it is that side of the engine when viewed from the flywheel end. | Most of the general information which is included in the multilingual 4.236 Series Users | Handbooks has not been repeated in this workshop manual and the two publications should be 1 used together. j Read and remember the “Safety precautions". They are given for your protection and must be used | atall times. 4.26 Svies Workshop Maru, January 198.SAFETY PRECAUTIONS | THESE SAFETY PRECAUTIONS ARE IMPORTANT. You | must refer also to the local regulations in the country of | use. Some items only apply to spectic applications, | # Only use these engines in the type of application for | which they have been designed. | 6 Do-ot change the specication of he engine | oot smoke when you put fu nthe tank. | # Clean away fuel which has been spilt. Material which |\has been contaminated by fuel must be moved to a | sate place. | © Do not put fuel in the tank while the engine runs | (unless itis atsolutely necessary). 116 Do notclean, ade lubricating ol, or adjust the engine | we rune (uniess you nave the correct traning; even | then extreme caution must be used to prevent injury) 'e Do not make adjustments that you do not | Understand | ene tht te ergs does nt nn In naton | ret can cause « cncorvaton of toxeemissiora, ‘© Other persons must be kept at a safe distance while | the engine, or equipment, isin operation |'* Do not permit loose clothing or long hair near | moving parts. Je Keep away from moving parts during engine | operation. Attention: Some moving parts cannot be | seen clearly while the engine runs. ie 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, because dangerous hot coolant cart be | discharged. "6 Donot use sat water or any other coolant which can | cause corrosion in the closed coolant circuit # Do not alow sparks or fire near the batteries {especialy 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 | Asbestos Joints | Dsconnect the battery ierinals before A\ | 2 repair is made tothe electrical system, ‘© Only one person must control the engine. 16 oniy one per ' 1 ‘© If your skin comes into contact with high-pressure | fue, obtain medical assistance immediately. [© Diese! fuel and lubricating oll (especially used | lubricating oi) 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 oll. Do not put material which is | contaminated with oil into the pockets, | © Discard used lubricating ollina safe place to prevent | contamination. ‘© Ensure that the engine is operated only from the Control panel or from the operator's position. 16 Do not move mobile equipment it the brakes are not | in good concition |. Ensure that the controt level of the transmission | drive is in the “out-of-drive" position before the engine is starts. | ¢ Use extreme care emergency repaks must be made &: sea or in adverse conditions. t ‘© The combustible material of some components of | the engine (for example certain seals) can become ‘extremely dangerous i it is burned. Never allow this | purnt material to come into contact with the skin or with the eyes, | ¢ Read and use the instructions relevant to asbestos | ints given on this page, [Fit only genuine Perkins parts. | Some joints and gaskets contain compressed asbestos fibres in a rubber compound or in @ metal | outer cover. The “white” asbestos (Chrysotile) which is used is a safer type of asbestos and the risk of | damage to heaith is extremely small | The risk of asbestos from joints occurs at their edges or if @ joint is damaged when a component is | removed or if a joint is removed by abrasion. 1 asbestos joints is dismantled or assembled. | ® Work in an area with good ventiation. | © Do not smoke. { Te ensure thatthe risk is Kept to @ minimum, the procedures given below must be applied when an engine which has | © 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 ol or water to contain loose particles. | © Spray all loose asbestos debris with water and put it in a closed container which can be sealed for safe disposal 14238 Series Workshop Manual, January 1988,Engine Photographs SECTION A Perkins Engines are built to individual requirements to suit the applications for which they are intended and the following engine views do not necessarily typify any particular ‘specification,ENGINE PHOTOGRAPHS—A.2 VIEW OF FUEL PUMP SIDE OF T4.236 ENGINE 2 3. 4 5. 6 7. 8. 9. Lubricating Oil Filler Cap Atomiser Fuel Filter Fuel Injection Pump Starter Motor Crankshaft Pulley Fan Belt Fan Thermostat HousingENGINE PHOTOGRAPHS—A.3 VIEW OF CAMSHAFT SIDE OF 14.236 ENGINE 10. Induction Manifold 11. Thermostart 12. Exhaust Manifold 13. Alternator 14. Turbocharger 15. Lubricating Oil Dipstick 16. Lubricating Oil Cooler 17. Lubricating Oil Fitter 18. Lubricating Oil Sump Drain Plug 19. Flywheel! Housing 20. Flywheel! 21. Fuel Lift Pump 22. Cylinder Block Drain PlugENGINE PHOTOGRAPHS—A.4 As VIEW OF FUEL PUMP SIDE OF 4.248, 4.236 AND 4.212 ENGINES. " 12, Seenogsens Lubricating Oil Filler Cap Atomiser Fuel Fiter Fuel Injection Pump Breather Pipe ‘Sump Drain Plug Crankshaft Pulley Fan Belt Water Inlet Alternator Pulley Water Pump Pulley Thermostat HousingAS ENGINE PHOTOGRAPHS—A.5 VIEW OF CAMSHAFT SIDE OF 4.248, 4.236 AND 4.212 ENGINES, 13, 14. 15. 16. 17. 18, 19 20. 21. 22. 23, 24, Induction Manifold ‘Thermostart Alternator Lubricating Oil Filter Dipstick Fuel Lift Pump Starter Motor Flywheel Housing Flywheel Cylinder Block Drain Plug (Right Hand Side) Exhaust Manifold Cylinder Head CoverENGINE PHOTOGRAPHS—A.5 212 ENGINES ig (Right Hand Side)Nominal Bore (4.2482 and 4248) Nominal Bore (T4.236, 4.236 and 4.212) Stroke (4.2482, 4.248, T4.236 and 4.236) Stroke (4212) No. of Cylinders Cubic Capacity (4.2482 and 4248) Gubie Capacity (74.235 and 4.236) J Cubic Capacity (4.212) | Compression Ratio (4.2482) | Compression Ratio (4.236 and 4.248) | Compression Ratio (14.236) | Compression Ratio (4.212-HC Piston | with rings) Compression Ratio (A4.212-LC Piston with 4 rings) Direction of Engine Rotation Firing Order cycle Combustion System Lubricating Oil Pressure SECTION B Technical data 3.975 in (100,96 mm)" 3.878 in (98.43 mm)" 5 in (127 mp 48 in (1143 mm) Four 248 in? (4,06 litres) 296 in? (3.86 litres) 212 in? (3.47) litres) 18:1 16:1 155:1 18:1 185:1 Clockwise from the Front 13,42 FourStroke Direct Injection Minimum 30 Ibin® (2.1 kgt/cm) 207 kN/m® at rated | engine speed and normal working temperature. For T4.236 enginesrfitted with piston cooling jets, 37 Ibt/in® (2,6 kal/em") | 255 knymé “Nominal —for actual bore size, see pages B.3 and B.4 (On A&212 engines, the HC piston with 3 rings was fitted to MF engines from Nos. 212UA87001 to 212UA147672. Details of Maximum Gross Ratings | 4.2482 Engines | General 1 Maximum Torque | Heavy. Duty Maximum Torque 4.248 Engines General Agricultural and industria! Maximum Torque | Heavy Duty Agricultural and tncusrial | Maximum Torque 174.296 Engines | General Maxim Torque ' Heavy Duty Maximum Torque \ 14.38 Engines | Vehicle | Maximum Torque 4.236 Engines Vehicle Maximum Torque 2 Agricultural and industll Maximum Torque Heavy Duty Agricultural and industrial Maximum Torque Gen 4.212 Engines Aaricultural Maximum Torque 60 kW (80 bhp) at 2,600 rev/min 278 Nm (201 Ib ft) at 1.400 rev/min ‘54 KW (725 bhp) at 2.600 rev/min 288 Nm (176 Ibf ft) at 1,400 rev/min {82 4 (84 bhp) at 2600 rev/min 263 Nm (194 Ibt ft) at 1400 rev/min {58 KW (80 bhp) at 2200 rev/min 285 Nm (210 lot ft) at 1400 rev/min 76 kw (102 bhp) at 2,600 rev/min 340 Nm (260 Ibt ft) at 1,600 rev/min 67 KW (80 bhp) at 2,500 rev/min 330 Nm (248 Ibf tt) at 1.400 rev/min 66955 KW (93 bhp) at 2,600 rev/min £286 Nm (216 lof ft) at 1600 rev/min 61 KW (82 bhp) at 2800 rev/min 256 Nm (194 lot fat 1450 rev/min 60 kW (81 bhp at 2600 rev/min 267 Nm (197 Ibf ft) at 1950 rev/min ‘54 KW (72 bhp) at 2200 rev/min 272 Nm (201 Ibf ft) at 1400 rev/min 48 kW (62 bhp) at 2200 rev/min 229 Nm (169 If ft) at 1350 rev/min Al the above ratings are maximum ané can vary according to application. For details of individual ratings, apply to your nearest Perkins Distributor. 4298 Series Workshop Manual May, 1986.TECHNICAL DATA—B.2 Recommended Torque Tensions The All engines except 4.236 ot or col Cylinder Head NutsSetserews (in) Oylinder Head Nuts (% in early 4296 engines) Gylinder Head Nute/Selscrewa in) (T4298 ca) | Oylinder Head Setscrows (vein) with Integral Head | Washer (coi) connecting Rod Nuts"~ Cecmium Connecting Rod Nuts" ~ Phosphated Connecting Rod Nutst Cadmium Plated (silver finish) Phosphated (black finish) Main Bearing Setscrewst* Main Beating Setscrewstt Idler Gear Hup Setscrews : | Fuel injection Pump Gear Retaining Sotserows (3) DPS. Fuel injection Pump Gear Retaining Nut Fiywheel Setscrows Flywheel Place Bots : Flywheel Housing Setscrows ve UNF (Standard) | Flywheel Housing Setscrews 2/e UNF (Ourlock) | Fiywheet Housing Setscrews /s UNF (4.2482 engines) ‘Camshatt Gear Retaining Setscrews Crankshatt Pulley Retaining Setscrew (1) 187 in (4244 mm) A/F ‘Crankshaft Pulley Retaining Setscrew (1) 415m (38,1 mm) A/F Cadmium Plated (siver finish) Phosphated (biack finish) CGrankshat Pulley Retaining Setscows (3) Lub. Oil iter Setscrows/Nuts ‘omiser Securing Nuts | Atomiser Clamp Nuts Rockershalt Support Brackets (Aluminium) Rockershatt Support Brackets (Cast Iron} High Pressure Fuel Pipe Nuts Dynamo Pulley Retaining Nut Alternator Pulley Retining Nut (% in) Alternator Pulley Retaining Nut (% in) Atemator Pulley Retaining Nut (4 in) | Alternator Pulley Retaining Nut (M27) Balancer Retaining Setscrews Thermostart with Adaptor Piston Cooling valve assembiy 4.290) ‘For angines preceding the following Engine Nos 1For engines commencing at the fllewing Engine Nos: 212u901 236UA50562 2aeuHes2 212UA140419 23BUAIESOA 23susts139 212UA43934 22984022005 2ass045 2296496087 236UES408 2AQATBI27 lowing figures will apply with the components lightly olled before assembly 100 16 (13.8 kat my — 196 NM 60 Ib! ft (8.9 kgf m) — 81 Nm 400 Tot (13.8 Kat) — 126Nm 8 It 11(11,8xgf m) ~ 120 Nm 70 lot tt(9,7 kat m) 25 Nm 90 1bF (12,4 Kat mm) ~ 122 Nm 75 It ft (10,6 kgf m) — 102 Nm 95 Ibt ft (19,2 kot m) — 129 Nm 160 Ibt ft (20,7 kal m) — 203 Nm 180 Ibt ft (28,9 Kg! m) — 244 Nm 30 Ibt Ht (4,1 kof m) — 41 Nm 20 bt ft (2.8 kat m) ~ 27 Nm 60 Ibf ft (8,3 Kat m)~ 81. Nm 180 [bt ft (41 kgf m) — 108 Nm 90 Ibt ft (12.4 kgf m) — 122 Nm 36 Ibt tt (5,0 kgf m) - 49 Nm 687 Ibt tt (9.3 kgf m)- 91 Nm 42 Ib 415.7 kgf m) - 57 Nm 50 Ibt it (6.9 kot m) — 68 Nm 300 Ibt it (42 kof m) — 406 Nm 240 1bf ft (99kgt m) —325 Nm 285 tof ft (38 kof m) —390 Nm 70 tot ft (8,7 kgf m) = 85 Nm 30 bf ft (4,2 kof m)- 41 Nm 44 tot (1,9 kgf m) = 18. Nm 9 bf ft (1.2 kgf m) - 12. Nm 30 Hoff (4.1 kof m)~ 41. Nm 154 bt Ht (7,4 kgf m) = 74 Nm 15 Ib ft (2,1 kgf m) — 20. Nm 20 bf ft (2.8 kgf m) — 27 Nm 30 IDI ft {8.4 kot m) — 41. Nm 90 Ibt tt (4,1 kgf m} — 41 Nm 42 Ibt ft (5.8 kgf m) — 57 Nm 44 Ibt ft (6.1 kgf m) ~ 60 Nm 40 bt 115.6 kgm) ~ SON 30 Ib (1.4 kgf m) — 13 Nm 20 bt 112.8 kgl mm) ~ 27 Nm ‘**For engines preceding the following Engine Nos: fFor engines commencing at the following Engine Nos: 212use2 '236UA50507 2aeust2i23 212UAT19095——-236UCT9949 2486930 2a6ue2408 236UE4404 24BUA58746 | Note: The engine numbers shown above include a new engine number series which start LD, LF, LG, LM and Lu. SERVICE WEAR LIMITS ‘The following “wear limits” indicate the condition when itis recommended that the respective items should be serviced or replaced, Gylinder Head Bow ‘Transverse Longitudinal Maximum Bore Wear (whan reboring or new liners are necessary) Ccrankshatt Main and Big End Journal Wes". Ovality Maximum Crankshaft End Float Valve Stem to Bore/Guide Clearance inet exhaust 4236 Sevres Workshop Manual, January 1988, 0.008 in (0.08 mm) 10.006 in (0.15 mm) (0.008 in (0,2 mm) 0.0018 in (0,04 mm) 0.015 in (0,38 mm) 0.005 in (0,13 mm) £81006 in (0.15 min)Service Wear Limits (Continued) Valve Head Thickness between run-out of valve seat and face of valve Rocker Clearance on Rocker Shaft ‘Camshaft Journals—Ovalty and Wear Gamshatt End Float Idler Gear End Float ‘Valve Head Depth below Cylinder Head Face exhaust (Earlion ‘Valve Head Depth below Cylinder Head Face exhaust (Current) Vaive Head Depth below Gyinder Head Face inlet MANUFACTURING TECHNICAL DATA—B.3 132 in (0,78 mm) 10.008 in (0.13 mm) 0.002 in (0,05 mm) 10.020 in (0.81 mm) 0.010 in (0.28 mm) (0.055 in (1,40 mm) maximurn (0.078 in (1,88 mm) maximum (0.061 in (1,86 mm) maximum DATA & DIMENSIONS The following data of clearances and tolerances are given av a guide for personnel engaged upon major overhauls fang the figures are those used In the factory for production purposes. Cylinder Block Total Height of Cylinder Block between Top and Bottom Faces Parent Bore Dis. for Cylinder Liner (Chrome Thin Wall) Parent Bore Dis, for Cylinder Liner (Chrome Thick Wall) Parent Bore Dia tron) Parent Bore Dia. for Flanged Cylinder Liner (Cast Iron) (74.26, 4236 and 4212 earien Parent Gore Dia. for Flanged Cylinder Liner (Cast Iron) (4.2482 and 4.248) and later, all engines Depth of Recess for Liner Flange (Cast Iron) Depth of Recess for Liner Flange (Chrome Thin Wall) early type Depth of Recess for Liner Flange (Chrome Thin Wall) later type Depth of Recess for Liner Flange (Chrome) Thick Wall Main Bearing Parent Bore Oia, Camshatt Bore Dia. No. 1 for Bush (where fited) ‘Camshaft Bearing Bush Internat Dia, fitted Camshatt Bore Dia. No. + Camshaft Bore Dia. No. 2 Camshaft Bore Dia. No. 3 for Flangeless Cylinder Liner (Cast 37.987/17.975 in (441,12/441,83 mm) 3.9825/3.9635 in (109,65/100,67 mm) 4.0826/4.0695 in (103,19/103,22 mm) 4.0618/4.0625 in (103,16/103,19 mm) 4.0625/4.0695 In (103,19/103.22 mm) 4.1026/4.1088 in (104,20/104,28 mm) 0.180/0.184 in (3.81/3.91 mm) 0.046/0.049 In (1,17/1,25 mm) 0.049/0.081 im (1.25/1,30 mm) 0.150/0.182 in (3,81/3,86 mm) 3.166/3.167 in (80.42/80.48 mm) 2.1875/2.1887 in (55,86/55,59 mm} 2,0000/2.0017 in (50.8/50,84 mm) 2.000/2.001 in (80.80/50.83 mm) 1,990/1.9818 in (50.55/50,59 mm) 1970/1.9718 in (50.04/50.08 mim) “Ail later cylinder blocks bored out to 4.1025/4.1035 in (104,20/104,28 mm) as standard, Cylinder Liners Cast Iron (4.2482, 4.248, 74.236, 4.296 and 4.212 engines) Types Outside Dia. of Production Liner Flangeless — 4248, 4,236 and 4212 engines Flanged — 4.2482 and 4.248 engines Flanged - 74.236, 4.236 and 4.212 engines (earlier) Flanged - nomFlame Ring - all engines (later) Outside Dia of Flanged Prefinished Service Liner 4.2482 and 4248 engines 4.296 and 4.212 engines All Engines ~ non-Flame Ring Intertorence Fit of Production Liner in Cylinder Block Flangeless —4.248, 4.236 and 4.212 engines Flanged = Flame Ring 4.2482 and 4.248 engines Flanged - Flame Ring T4236, 4.236 and 4.212 engines Flanged - non-Flame Ring - All engines Transition Fit of Pre-Finished Service Liner Finished Bore Dia, of Production Liners 4.2482 and 4.248 engines 74.236, 4.236 and 4.212 engines Diy—interference Fit (Production) Dey Transition Fit (Prefinished Service) 4.0860/4.0670 in (108,27/103,80 mm) 4.1045/4.1055 in (108,25/104,28) 4.0645/4.0655 in (103,24/103.28 mm) 41045/4.1085 in (104,26/104.28 mm) 4.1025/4.1035 in (108,20/104,28 mm) 4.0825/4.0835 in (103,19/109,21 mm) 4.1025/4.1085 (104,20/104,23 mm) 0.093/0.008 in (0,08/0.13 mm) 1 0.001/0.008 in (0,03/0,08 mm) 0.0007/0.002 in (0,02/0,07 mm) 0.001/0.008 in (0,03/0,38 mm) =0.001 in (0,03 mm) 3.9785/3.9795 in (101,05/101,07 mm) 3.877/3.878 in (98.48/88,50 mm) 4206 Series Workshop Manual, January 198,TECHNICAL DATA—B.4 (Cylinder Liners Cast tron continued) Bore Dia, of PreFinished Service Liner in Black 42482 and 4248 engines 4.206, 4296 and 4.212 engines Height of Top of Liners above Cylinder Block Face | Flangeless/Fanged with Flame Ring Flange Thickness of Liner Earlier 4296 and 4212 engines 42482, 4248, 14.296 and current 4.298 and 4212 engines Relationship of Liner Flange to Cynder Block Face Earlier 4296 and 4212 engines 4.2482, 4.248, 14,296 and current 4296 and 4212 engin Maximum Oversize (Rebore) Flange and 4212 engines only) : Overall Length of Liner (Fiangoless - 4.212 and 4.236) Overall Length of Liner (Flangeless - 4.248)" Overall Length of Liner (Flanged) - earlier Overall Length of Liner (Flanged) nom Flame Ring [AI Engines = ater es Liner (4.236 Cylinder Liners Chrome — ‘Thin Wall (4.236 engines) Type Outside Dia, of Liner Depth of Liner below Cylinder Block Top Face (Early Type) Depth of Liner below Cylinder Block Top Face (Later Type) Flange Thickness (Early Type) Flange Thickness (Later Type) Inside Dia, of Liner after fitting Overall Length of Liner Cylinder Liners Chrome — Thick Wall (4.236 engines) Type Outside Dia. of Liner Depth of Liner Flange below Cylinder Block Top Face Height of Liner above Cylinder Block Top Face Flange Thickness Inside Dia, of Liner alter fiting Overall Length of Liner Pistons (4.2482 Engines) - 3 Ring Type Piston Height in relation to Cylinder Block Top Face Bore Dia, for Gudgeon Pin Compression Ring Groove Wicth, Number 1 Compression Ring Groove Width, Number 2 Scraper Ring Groove With, Number 3 (Pistons have hard anodised crowns and must not be topped) Pistons (4.248 engines)~4 Ring Type Piston Height in relation to Cylinger Block Bore Dia, tor Gudgeon Pin ‘Compression Ring Groove Width, Numbers 1, 2 8 3 Scraper Ring Groove Width, Number 4 (plain piston) Scraper Ring Groove Width — No. 4 (inserted piston} 4.206 Series Workshop Maru, January 1093. 3,980/3,981 in (103,09/101,12 mm) 3.878/3.879 in (98,50/98,52 mm) 0.028/0.037 in (0,71/0.84 mm) 0.148/0.148 in (3166/3,71 mm) 0.150/0.182 in (3.81/.86 mam) 0.004/0.010 in (0,10/0,25 mm) Below 0.002 in (0,03 mm) Above to 0.004 in (0,10 mm) Below +0.030 in (-+0.76 mm) 8.005/9.01S In (228,7/229 mm) 8.805/8.815 in (223,65/223,90 mm) 8.941/8.954 In (227,10/227.43 mm) £8.899/8.980 in (226,04/226,84 mm) Dry—Transition Fit 3.9825/8.9835 In (100,68/100,67 mm 0.001/0,008 in (0,025/0.23 mm) 0,004/0,008 in (0,102/0,208 mm) 0.040/0.085 in (1,016/1.143 mm) 0.043/0.045 in (1,092/1,143 mm) 3.8785/3.879 In (98,47/98.59 mm) 8.9212/8.8912 in (2266/2258 mm) Dry—Transition Fit 4,0625/4.0635 in (103,19/103.21 mm) 0,008/0.008 In (0,102/0,203 mm) 6.028/0.086 In (0.71/0.88 mm) 0.148/0.148 In (3.66/3.71 mm) 3.877/2,8795 In (98.48/98,54 mm) 8.938/8.954 In (227.05/227.43 mm) Squish Lip —Reentrant Bow! 0.016/0.028 in (0,41/0,59 mm) above 1.37485/1.37508 in (34,92/34,93 mm) 0.1018/0.1024 in (2,58/2,60 mm) 0.1008/0.1015 in (258/258 mm) 0.196470,1992 in (5,04/5,08 mm) Cavity 19 Grown (.002/0.010 in (0.05/026 mm) above 1.87485/1.97505 in (3492/34.83 mm} 0.0957/0.0987 in (2.49/2 46 mm) 0.2525/0.2595 in (6.41/6.44 mm) 0.188/0.180 in (4,80/4.83 mm)Pistons (4.248 Engines) —3 Ring Type Piston Height in relation to Cylinder Block Top Face Bore Dia. for Gudgeon Pin Compression Ring Groove With Numbers 1 and 2 Scraper Ring Groove Width, No. 3 Pistons (T4.236 Engines) - 3 Ring Type Piston Height in relation to Cylinder Block Top Face | (at 2600 revimin engine rated speed) Bore Dia. for Gudgeon Pin Compression Ring Groove Width, Number 1 Compression Ring Groove Width, Number 2 Scraper Ring Groove Width, Number 3 Pistons (4.236 engines) - 5 Ring Type Piston Height in relation to Cylinder Block” | (@t.2600 rev/min engine rated speed and below) Piston Haight in relation to Cylinder Block”” [_(@t 2600 revimin engine rated speed and below) Piston Height in relation to Cylinder Block | (@t 2800 rev /min engine rated speed) Bore Dia. for Gudgeon Pin Compression Ring Groove Width - Numbers 1, 2,3 Scraper Ring Groove Width - Numbers 4 and 5 Pistons (4.236 engines) — 3 Ring Type | Piston Height In relation to Cylinder Block Face [ (2800 rev/min engine rated speed) Piston Height in relation to Cylinder Block Face 1 (@t.2600 rev/min engine rated speed) Bore Dia for Gudgaon Pin Compression Ring Groove Width, No. + Compression Ring Groove Width, No. 2 Scraper Ring Groove Width, No. 3 Pistons (4.212 engines) - 4 Ring Type Piston Height in Relation to Cylinder Block Bore Dia. for Gudgeon Pin Compression Ring Groove Width. Numbers 1, 2 & 3 Seraper Ring Groove Width, Number 4 TECHNICAL DATA—8.5 Cavity in Crown (0.002/0.010 in (.08/0.26 mm) above 1.87486/1.97505 in (34,92/34,99mm) 0.10187/0.1028 in (2,58/2,60 mm) 0.1984/0.1992 in (5,04/5,08 mm) Cavity in Crown 0.014/0.028 in (0,35/0.58 mm) above 1,5000/1.50002 in (38,10/38,108 mm) Tapered 0.0995/0.0963 in (2.49/2.45 mm) (0,1985/0.1899 in (479/481 mm) Cavity in Crown (0003/0.010 in (0,08/0,25 mm) above 0.014/0.028 in (095/0,58 mm) 0011/0018 in (0,28/0,48 mm) above 1.37486/1.87808 in 94,92/94,93 mm) 0.0987/0.0967 in (2.43/2,48 mm) 0.2525/0.2538 in (6.41/6,44 mm) Cavity in Grown ~Contoled Expansion - Inserted Top Groove 0.011/0.019 in (0,28/0,48 mm) atove 0014/0028 in (0,35/0,58 mm) atove 1.374B5/1.37505 in (84,928/35,934 mm) (0.09770.098 in (2,47/2,49 mm) (0.086/0.037 in (2.45/2.47 mm) 0,1885/0.1892 in (474,81 mm) Cavity in Crown 0.018/0.021 in (0,38/0,53 mm) above 41.37485/1.37505 in (34,92/3493 mm} 0.0957/0.0967 in (2,43/2,48 mm) 0.2525/0.2535 in (6,41/6.44 mm) *Betore engine number 236U147 150L, 236UA1 100481, 236U195765, 236US24721L From engine number 236147 150L, 236UA1 10048L, 236U 195765, 236US24721L | Note: The engine numbers shown above include a new series of engine numbers which start LD, LF, LG, LM and Lu. 4.208 Series Workshop Manual, Januery 1989,TECHNICAL DATA—B.6 Piston Rings (4.2482 Engines) Top Compression Second Compression Thied Seraper Compression Ring width No. 1 Clearance in Groove No. 2 Clearance in Groove No. Scraper Ring Width No. 3 Clearance in Groove Ring Gap, No. 1 Ring Gap, No. 2 Ring Gap, No. 3 Piston Rings (4.248 Engines) — 4 Ring Top Compression ‘2nd and 3rd Compression 14th Scraper ‘Compression Ring Wiath, fing Clearance in Groov Ring Gap — Chrome Ring Gap — Cast Iron Ring Gap — Scraper Numbers 1,2 83 Molybdenum Faced-—internally Stopped—Sarrel Faced Internally Stopped—Taper Faced Chrome Faced—Spring Loaded Conformabl. 0.097/0.098 in (2,46/2,49 mm) 0.0025/0.0054 in (0,08/0,14 mm) 0.0028/0.0045 in (0,07/0.11 mm) 0.1954/0.1964 in (4,96/4,88 mm) (0.002/0.0042 in (0,08/0,11 mm) 0.016/0.034 in (0,41/0,86 mm) 0.012/0.080 in (0,30/0,76 mm) 0.012/0.038 in (0,30/0,91 mm) Chrome Insert — Parallel Face/Barrel Face Internally Stepped Spring Loaded Contormable. 0.0928/0.0938 in (2.38/2,38 mm) 0.0019/0.0039 in (0,05/0.10 mm) 0.016/0,034 in (0,41/0,86 mm) 0.012/0.090 in (0,30/0,78 mm) 0.012/0.096 in (0,30/0,91 mm) varies according to type of ring *On A4.249 engines rated up to 2,000 rev/min, the 2nd compression ring is plain cat Iron 10n some earlier A4.248 engines, the 4th ring was @ sealed power scraper. ‘On some later engines, the 2nd and Srd compression rings, internally steppe Piston Rings (4.248 Engines) —3 Ring Top Compression Second Compression Third Scraper Compression Ring Width Nos. 1 and 2 Compression Ring Clearance No. 9 Scraper Ring Width No. 3 Clearance in Groove ing Gap, No. 1 Fing Gap, No. 2 Ring Gap, No. 3 Piston Rings (74.236 Engines) No. 1 Compression INo, 2 Compression No, 3 Scraper ‘No. 1 Compression Wiath No. 2 Compression Width No, 2 Clearance in Groove No, 3 Scraper Wiath No, 8 Clearance in Groove ing Gap, No. + ing Gap, No. 2 ing Gap, No. 3 Piston Rings (4.236 engines) — 5 Ring “Top Compression ‘Second and Third — Compression Fourth — Scraper Filth — Seraper In Groove are chrome plated. Molybdenum Faced-—Internally Stepped—Barrel Faces Internally Stepped—Taper Faced Chrome Faced—Spring Loaded Conformable 0.097/0.098 in (2,46/2,49 mm) 0.0017/0.0027 in (0,04/0,07 mem) 0.1954/0.1964 in (4.96/4,99 mm) 0.002/0.0038 in (0,05/0,10 mm) 0.016/0.034 in (0,41/0,86 mm) 0.016/0.034 in (0,41/0,86 mm) 0.016/0.034 in (0,41/0,86 mm) Molybdenum Faced Wedge Chrome Taper Faced Chrome Faced Spr Wedge Shaped 0.093/0.0035 in (2,26/2,37 mm) 0.002/0.0033 in (0,05/0,08 mm) 0.186/0.1875 in (4.72/4,76 mm) 0.001/0.0033 in (0,03/0,08 mm) 0.010/0.024 in (0.25/0,61 mm) 0.010/0.027 in (0.25/0,86 mm) 0.010/0.031 in (0,25/0,78 mm) 19 Loaded Contormable Chrome Faced — Pa Internally Stepped Spring Loaded Conformable Maxigroove lel Face “A cast iron compression ring is fitted when a chrome liner is used or on certain Agricultura applications. With earlier engines, the fourth ring was a maxigroove and where combine harvester engines used a four ring kit in 2 five groove piston, a maxigroove has be 4.206 Series Workshop Marva, January 1988. ‘added to the fitth groove.‘Compression Ring Width Numbers 1, 2 and 3 ing Clearance in Groove Scraper Ring Width—Fourth and Fifth ing Clearance in Groove. Ring Gap— Chrome Compression ing Gap — Internally Stepped Compression Ring Gap — Maxigroove Scraper Piston Rings (4.236 engines) ~ 3 Ring ‘Top Compression ‘Second Compression Thiea Scraper Top Compression Ring Width Clearance in Groove ‘Second Compression Ring Wiath Clearance in Groove Scraper Ring Wieth Clearance in Groove Fling Gap, No. 1 Fling Gap, No. 2 | Ring Gap, No.3 Piston Rings (4.212 engines) High Compression Piston ‘Top Compression ‘Second Compression Third Scraper Low Compression Piston Top Compression Second Compression Third Compression *Fourth Scraper omoression Ring Wieth—Number 1 Compression Ring Widths—Numbers 2 and 3 Ring Clearance in Groove—Number 1 Ring Clearance in Groove—Numbers 2 and 3 Ring Gap — Chromed Ring Gap— Cast tron TECHNICAL DATA—B.7 0.0928/0.0888 in (2,96/2,38 mm) 0.0019/0.0039 in (0,05/0,10 mm) (0.249/0.250 in (6,83/8,95 mm) 0.0026/0.0045 in (0,08/0,11 mm) 0.016/0.084 in (0,41/0,86 mm) 0.012/0.080 in (0,30/0,76 mm) 0.012/0.080 in (0,80/0,76 mm) ‘Chrome Barrel Face, Internal Charter (Chrome Tapes Face Chrome Face - Spring Loaded Contormable 0.0930/0.0935 in (2,882,87 mm) £0.0085/0.005 in (0,09/0,18 mm) (0.0980/0.0805 in (2,36/2,87 mm) 0.0025/0.004 in (0,08/0,11 mm) 10.1860/0.1865 in (4,78/4,74 mm) £0.0020/0.0032 in(0,06/0,08 mm) (0.010/0.022 in (0,25/0,55 mm) 10.008/0.022 in (0:20/0,55 mm) 0.010/0.082 in (0,25/0,81 mn) Chrome Faced Chrome Faced Internally Stepped Spring Loaded Contormable Chrome Plated Gast Iron—Plain Internally Stepped Spring Loaded Contormable (0.0927/0.0887 in (2,38/2,88 mm) 0.0928/0.0938 in (2,36/2/38 mm) 0.002/0,004 in (0,05/0,10 mm) 0.0019/0.0029 in (0,05/0.10 mm) 0.018/0.084 in (0.41/0,86 mm) 0.012/0.080 in (0,30/0,76 mm) ‘on some earlier 4212 engines, he 4th rng was a sealed power scraper Gudgeon Pin (4.2432, 4.248, 4.236 and 4.212 Engines) Type Outside Dia. of Gudgeon Pin Length of Gudgeon Pin Fit In Piston Bose Gudgeon Pin (14.236 Engines) Type Outside Dia. of Gudgeon Pin Length of Gudgeon Pin Clearance Fit in Piston Boss ‘Type Outside Dia, of Small End Bush Length of Small End Bush Inside Dia. before Reaming Inside Dia. after Reaming Clearance between Small End Bush and Gudgeon Pin Fully Floating 41,8748/1.875 In (84,92/94,93 mm) 3.297/3.812 In (83,74/84,12 mm) Transition Fully Floating 1.4988/1.5000 in (98,095/98,100 mm) 3.244/3:260 in (82.40/82,80 mm) 0.000/0,0004 in (0,000/0,010 mm) Small End Bush (4.2482, 4.248, 4.236 and 4.212 Engines) ‘Steel Backed, Lead Bronze Lined 1.585/1.5965 In (38,99/39,03 mm) 1.316/1.398 in (38,49/93,99 mm) 1.959/1.969 In (94,52/34,62 mm) 1.97576/1.3765 in (94,94/34,98 mm) 0.00075/0.0017 in (0,019/0,043 mm) 4.236 Saves Workshop Manual, January 1893TECHNICAL DATA—B.8 ‘Small End Bush (14.236 Engines) Type Steel Backed, Lead Bronze Lined Outside Dia, of Small End Bush 1.65975/1.68125 in (42,16/42,20 mm) Inside Dia. after Reaming 450078/1.5015 in (58,12/38,14 mm) Clearance betwer ‘Small End Bush and Gudgeon Pin 0,00075/0.0017 in 0,019/0,043 mm) Connecting Rod (4.2482, 4.248, 4.296 and 4.212Engines) Type on H" Section Cap Location to Connecting Rod - Serrations Big End Parent Bore Dia. - 2.6460/2.6485 in (67,21/67.22 mm) ‘Small End Parent Bore Dia. : 5 Length from Centre Line of Big End to Centre Line of ‘Small End os - 8.624/8.626 in (219.05/219,10 mm) Big End, Width : : 1.577/1.880 in (40,06/40,13 mm) 1.53125/1.53225 in (38,90/38,92 mm) Connecting Rod (14.236 Engines) Type 1H" Section — Wedge Shaped Small End Cap Location to Connecting Rod Serrations Big End Parent Bore Dia, 2.6460/2.6465 in (67,21/67,22 mm) Small End Parent Bore Dia 1165625/1,65725 in (42,07/42,09 mm) Length trom Centre Line of Big End to Centre Line of Small End 18.624/8.626 in (219,05/219,10 mm) Big Ena Wiath 41.877/1.580 in (40,08/40.13 mm) Connecting Rod Alignment Large and small ond bores must be square an¢ parallel with each other within the limits of = 0.010 in (0.25 mm) measured 5 in (127 mm) each side of the axis of the rod on test mandrel as shown in Fig. 8.1. With the small end bush fitted, the fimib of =0.010 in (0.25 mm) Is reduced to = 0.0028 in (0,08 mm) i i Sin Sin 127mm 127mm [_—— + £0,254mm| L+0-010in 0,254mm| L£0-010in + Ba Crankshaft Overall Length 24.01/24.08 in (609,85/610,62 mre) Main Journal Dia. 2.9984/2.9992 in (76,16/76,18 mm) Main Journal Length—No. 1 4.459/1.479 in (96,91/37.41 mm) Main Journal Length Nos. 2, 4 and 5 1545/1549 in (39.24/38,34 mm) ‘Main Journal Length—No. 3 1.738/1.741 in (44,15/44.22 mm) ‘Main Journal Fiat Radi 01145/0.156 in (3,68/3.96 mm) Crankpin Dia. 2.4988/2.4996 in (63,47/63,48 mm) Grankpin Length : 1.5885/1.5915 in (40/35/40.42 mm) “Crankpin Fillet Radi : : 0.145/0.156 in (3,68/396 mm) ‘Surface Finish—All Journal 16 micro inches (0,4 microns) maximum ‘Surface Finish - Fillet Radi 90 micro inches (1,3 microns) maximum Main Journal and Grankpin Regrind Uncersizes 0.010, 0.020 and 0.030 in (0,25, 0,51 and 0.76 mm) “Fillet radii and surface finish must be maintained during regrinding. 4236 Series Workshop Manual, January 1983.. (Fope seals only) ‘Seal Helix Width Spigot Bearing Recess Depth Spigot Bearing Recess Bore Crankshaft End Float TECHNICAL DATA—B.9 3.124/3.128 in (78,95/79,88 mem) 0.050/0.080 in (1,27/2,03 mm) 0.00470.008 in (0,10/0,20 mm) '5.247/5.249 in (138,27/193,32 mm) 0.781 in (19,84 mm) 1.8497/71.8602 in (46,98/47,00 mm) (.002/0.018 in (0,08/0,38 mm) Length of No. 3 main journal not to exceed 1.759 in (44,68 mm) after regrinding. Width of crankpins must not exceed 1.5965 in (40,55 mm) after regrinding. Where necessary use oversize thrust washers to suit. | crankshatts Part No, 31315542, 91915661, 31315872, 91315884, 31315984, 31915986, 31915991, 31916204, 31916224, 31816295, 31316297 and 31316241 a tutftrided and must be ri ‘utftrided efter any ragrinding has taken place (see page 1.2), Where faclties for re-tutftriding are not available then a factory replacement crankshaft should be obtained. Crankshaft Thrust Washers Type Position in Engine es ‘Thrust Washer Thickness (STD) ‘Thrust Washer Thickness (0/8) ‘Thrust Washer Outside Dia, Thrust Washer inside Dia. Main Bearings Type Shell Width—Nos. 1, 2, 4, anc 5 Shell Width—No, 3 Outside Dia. of Main Bearing Inside Dia. of Main Bearing Main Bearing Running Cl Shell Thickness Connecting Rod Bearings Type Shel! Wiath Outside Dia, of Con. Rod Bearing Inside Dla, of Con. Rod Bearing Con. Rod Bearing Running Clearance Shell Thickness Camshatt No. 1 Journal Dia No. 1 Cylinder Block Camshatt Bore Dia. No. 4 Journal Running Clearance No, 2 Journal Ola. No. 2 Cylinder Block Camshaft Bore Dia No, 2 Journal Running Clearance No, 3 Journal Dia. : No, 3 Cylinder Block Camshatt Bore Dia. No, 3 Journal Running Clearance Cam Litt Ollways for Rocker Shaft Lubrication Stee! Backed, Aluminium Tin or Lead Bronze Faced Centre Main Bearing 0.089/0.091 in (2,26/2,31 mm) (0.096/0.098 in (2,44/2,51 mm) 4.088/4.098 in (103,84/104,90 mm) 18.420/3.430 in (88.87/87.12 mm) Pre-Finished, Steel Backed, Aluminium Tin or Lead Bronze Faces 45.245/1.255 In (31,62/31,88 mm) 1.435/1.4485 in (36,45/38,70 mm) 7 in (80,41 mm) 3.0010/3.0028 in (76,28/76,27 mm) (0,0018/0,0042 in (0,05/0,11 mm) (0.0822/0.0825 in (2,088/2,008 mm) Pre-Finlshec, Stee! Backed, Aluminium Tin or Lead Bronze Faces 4.248/1.255 in (31,62/31,88 mm) 2.8408 in (67.22 mm) 2.5008/2.5019 in (63,52/63,55 mm) (0.0012/0.0031 in (0,03/0,08 mm) 0.0728/0.0726 in (1,896/1,844 mm) 41,9965/1.9875 in (50,71/50,74 mm) 2,000/2.001 in (50,8/50,88 mm) 0.00287/0.0045 in (0,06/0,11 mm) 1.9965/.9875 in (60,46/50,48 mm) 1.990/1.992 in (50,55/50,60 mm) 0.0025/0.0083 In (0,06/0.14 mm) 1.9665/1.9675 in (49,95/49,98 mm) 1.970/1.972 in (50,04/60,08 mm) (0,0025/0.0083 in (0,06/0,14 mm) 0.300/0.303 in (7.62/7,70 mm) No, 2 Journel 4296 Series Workshop Manual March 1988.TECHNICAL DATA—B.10 Camshaft Thrust Washer ype Thrust Washer Outside Dia. Gylinder Block Recess Dia. for Thrust Washer Glearance Fit of Washer in Recess ‘Thrust Washer Inside i ‘Thrust Washer Thickness Cylinder Block Recess Depth for Thrust Washer (Earlier Type) (Later Type) Si 2 [__ (Current Type) = 2 ‘Thrust Washer Protrusion beyond Cylinder Block Front Face - (Earlier Type) a (Later Type) 5 Thrust Washer Relationship to Cylinder Block Front Face (Current Type) Camshaft End Float Cylinder Head Cylinder Head Length Cylinder Head Depth ‘Skimming allowance on Cylinder Head Face Min, Cylinder Head Depth atter Skimming ‘Max. Nozzle Protrusion after Skimming Leak Test Pressure Valve Seat Angle : Valve Seat Angle (inlet-T4.296 engines only) Valve Bore in Cylinder Head Valve Guide Parent Bore Dis, 350° 2,872/2.874 in (72,95/73,00 mm) 2.875/2.885 in (73.03/73,28 mm) 0.00170.013 in (0,08/0,33 mm) 1.75 in (44.45 mm) 0.216/0.218 in (5,47/5,54 mm) (0452/0.154 in (9,86/3.91 mm) 0.187/0.190 in (475/4,83 mm) 0.218/0.248 in (5,46/5,53 mm) 0.082/0.066 in (189/1,68 mm) 0.028/0.031 in (0,66/0.79 mm) -0,002/40,008 in (-0,08/-+0.07 mm) (0,004/0.016 in (0,100.41 mm) 19.875 in (504,82 mm) 4.0825 in = 0.015 in (103,20 mm * 0:38 mm) 0.012 in (0,30 mm) 4.0356 in (102,51 mm)* 0.975 in (4,44 mm) 20 Ii (2.17 Kaliem’) ~ 208 kN/m 45° 30" 0.37425/0.37525 in (9,51/9,53 mm) (018247/06257 in (1587/1589 mm) “Minimum Cylinder Head Oepth quoted is nominal and Skimming Allowance must be governed by the Maximum Noz- tle Protrusion Permissible. Valve Guides (if fitted) Inside Dia—iniet and Exhaust Outside Dia Interference Fit of Guide In Cylinder Head Bore Depth of Counterbore—Exhaust Guide Overall Length of Guide - Exhaust | Overal Length of Gude - ine Iauide Protrusion Above Cylinder Head Top Face Exhaust Valves Valve Stem Dia. Clearance Fit of Valve in Guide (it fitted) Clearance Fit of Valve in Head Valve Head Dia. Valve Face Angie Valve Head Depth below Cylinder Head Face (eavlier) Valve Head Depth Below Cylinder Head Face (current) Overall Length of Valve Service Valve Stem Oversizes Inlet Valves Valve Stem Dia . ince Fit of Valve in Guide (it fitted) nce Fit of Valve in Head Head Dia, Face Angle : Valve Face Angle (T4.236 engines only) Valve Head Depth Below Cylinder Head Face Overall Length of Valve Service Valve Stem Oversizes Inner Valve Springs Fitted Length Load at Fitted Length Fitted Position 4.298 Series Workshop Manual March, 1968. 0.375/0.876 In (@.89/9,58 mm) 0.6259/0.6265 in (15,89/15,91 mm) 0.0002/0.0018 in (,005/0,046 mm) 0.4082 in (10,32 mm) 2.4375 in (61,92 mm) 2.281 in (67.94 mm) (0594 in (15,09 mm) 0.372/0.8728 in (9,45/9,47 mm) (0.00225/0.004 in (0,08/0,10 mm) 0.00145/0.00225 in (0,04/0,08 mm) 1.485/1.445 in (36,45/96,70 mm) a 0.029/0.039 in (0,74/0,99 mm) 0.047/0.057 in (1,19/1,45 mm) 4,847/4.869 In (123,11/123,52 mm) 10.003, 0.015 and 0.030 in (0,08, 0,98 and 0,76 mm) 0.8726/0.3736 in (9,46/9,48 mm) 0.0016/0.0035 in (0,04/0,09 mm) 0.00075/0.00275 in (0,02/0,07 mm) 1.798/1.746 in (44,09/44,98 mm) nS 30° 0,035/0,045 in (0,89/1.14 mm) 4.831/4.847 in (122,71/128,11 mm) 0.005, 0.015 and 0.080 in (0,08, 0,38 and 0,76 mm) 1.5625 1n (39,7 mm) 18.4 Ib = 1 Ib (7 Kg * 0.45 kg) Damper Coils to Cylinder HeadOuter Valve Springs Fitted Length . Load at Fitted Length Fitted Position ‘Single Valve Springs (Fork Lift Trucks 4.236/4.2482) Fitted Length Load at Fitted Lent Fitted Postion ‘Tappets Overatt Length Outside Dia, Tappet Shank Cylinder Block Tappet Bore Dia. Tappet Running Clearance in Bore Outside Dia. of Tappet Foot Rocker Shaft ‘Overall Length of Shaft Outside Dia. of Shatt Rocker Levers Inside Dia, of Lever Bore . Lever Clearance on Rocker Shalt Rocker Levers with Replaceable Bushes Lever Parent Bore Outside Diameter of Bush Interference Fit of Bush in Bore Finish Machine Bush Bore Clearance of Bush on Shatt Valve Clearances Clearances between Valve mm and Rocker Lever Valve Timing to Page KB. Camshaft Gear Number of Teeth Inside Dia. of Gear Boss Outsi¢e Dia. of Camshaft Hub Fit of Gear on Camshaft Hub Fuel Pump Gear (Hydraulically Governed Pumps) Number of Teeth Inside Dia. of Fuel Pump Gear Bore Outside Dia. of Gear Carrier Punning Clearance of Gear on Carrier Fuel Pump Gear (Mechanically Governed Pumps) Number of Teeth Inside Dis. of Gear Bore (0.P-A. Pump) Foal Pump Hub Dia (DPA Pump) Inside Dia of Gear Bore (DFS. Pump) Idler Gear and Hub ~ Standard Number of Teeth | Bore Dia. of Gear Bush (requires boring In situ) | Outside Dia. of Gear Hub | Running Clearance of Gear on Hud Idler Gear Wieth Including Bustes ‘Hub With Idler Gear End Float TECHNICAL DATA—B.11 1,780 in (45.22 mm) 40 Ib = 2b (18,1 kg = 0.91 ka) Damper Colle to Cylinder Head 1.6200 n (41,40 mm) 56.4 b+/~ 310 (25.5 kg +/~ 1,96 ka) No Damper Coils. 2.96875 in (75.41 mm) (0.7475/0.7485 in (18,99/19.91 mm) 0,750/0.7513 in (19,05/19,08 mm) 0,0018/0.0038 in (0,04/0,10 mm) 1.1875 in (90,16 mm) 16,796 in (426.62 mm) 0.7485/0.7495 in (19,01/19,04 mm) 0.7508/0.7620 in (19,06/19,10 mm) 0.001/0.0038 in (0,03/0,09 mm) (0.875/0,8762 in (22,28/22,26 mm) (0877/0.8785 in (22,28/22,31 mm) 10,0008/0.0035 in (0,02/0,09 mm) (0.7505 /0.782 in (19,06/19,10 mm) 0.001/0.0085 in (0,08/0,08 mm) 0.012 in (0,80 mm) Cold- 56 1.375/1.376 in (34,99/3498 mm) 13741/1.3747 in (3490/8491 mm) =0,0008/+0.0013 in (-0,02/+0,03 mm) 56 1.8250/1.6262 in (81,28/41,30 mm) 1.6225/1.6238 in (41,19/41,24 mm) (09012/0.0037 in (0,03/0,09 mm) 58 1.750/1.751 in (44,45/44,47 mm) 1.748/1.7488 In (44,40/46,42 mm) Tapered 6 41.9981/2.0000 in (50,78/80,80 mm) 41.9961/1.9975 in (50,70/50,74 mm) 0.0016/0.0039 in (0,04/0,10 mm) 1,1865/1.1875 in (30,14/30.16 mm) 11491571.1945 in (30,26/30.83 mm) 0.004/0,008 in (0,10/0,20 mam) 4.236 Series Workshop Manual March, 1988TECHNICAL DATA—B.12 Bore Dia, of Gear Bush (requires boring in situ) Outside Dia, of Gear Hub te Running Clearance of Gear on Hub Ioler Gear Wicth Ioler Gear Thrust Washer Thickness Hub Width Idler Gear End Float Compressor Drive Housing Assembly - Wabco Rear Housing Bearing Bore Outside Dia. of Rear Bearing Interference Fit of Searing in Housing Inside Dia of Bearing. Outside Dia of idler Gear Shaft Interfence Fit of Bearing on Shaft Front Housing Bearing Bore (Outside Dia of Front Bearing Interference Fit of Bearing in Housing Inside Dia of Bearing Outside Dia of ier Gear Shaft Interference Fit of Bearing on Shaft No.of Teeth each gear Outside Bia of Idler Gear Shatt, Front and Rear Inside Oia. of Gears, Front and Rear 5 Clearance Fit of Gears on Shatt Inside Dia. of Drive Gear Outside Dia. of Drive Shaft Crankshaft Gear Number of Teeth Gear Bore Crankshat Dia, for Gear Timing Gear Backlash All gears sump ‘Sump Capacity (Standard) Dipstick Position Strainer Location oll Pump Type of Pump No. of Lobes—inner Rotor Concentric No. of Lebes—Outer Rotor Concentric No. of Lobes—ianer Rotor Hobourn Eaton No. of Lobes—Outer Rotor Hobourn Eaton Drive Position on Engine Pump Clearances | Pump Part No. £1314054/41914182 (Concent) Inner Rotor to Outer Rotor Inner Rotor End Clearance Outer Rotor End Clearance | Outer Rotor to Pump Body Pump Part No. 41314061 (Hobourn Eaton) Inner Rotor to Outer Roter Inner and Outer Rotor End Clearance Outer Rotor to Pump Body 4.2°9 Series Workshop Manuel, January 188, 6 1.9998/2.0007 in (50,79/80,82 mm) 1.996/1.997 in (50,70/50,72 mm) 0.0028/0.0047 in (0,07/0,12 mm) 0.9375/0.9425 in (23,81/23,94 mm) (0.119/0.122 in (3,02/3,10 mm) 1.1915/1.1945 in (30,26/30,83 mm) 01008/0.016 in (0,20/0,41 mm) 4.258/1.259 in (31,972/31,988 mm) 1259/1 260 in (31,986/32,003 mm) -0,00007/+ 0.0012 in (-0,002 +0,031 mm) (0.5901 /0:5906 in (14,989/15,003 mm) (0.5904/0:5908 in (14.997/15,008 mm) -0.00007/+ 0.0002 in (-0,018 +0,008 mm) 3.344/3.348 in (84,962/84,984 mm) 3.845/8.346 in (84,880/85,005 mm) -0.0016/+ 0.0018 in (-0,043 + 0,004 mm) LTTAO/1.7717 in (44,985/45,003 mm) LT TA/ATT2 in (45,002/45,018 me) -0,0012/-+ 0.00008 in (-0,033 + 0,001 mm) ar (0.8751/0.8755 in (22,228/22,240 mm) (0.8750/0.8759 in (22,225/22,260 mm) -0.0006/+ 0.0008 in -0, 015 + 0,022 mm) Taper Taper 28 1.875/1.876 in (47.65/47,65 mm) 1,8750/7.8755 in (47.63/47.64 mm) 0.008 in (0.08 rm) minimum 14 pts (8 titres) Let or Right Hane Side On Suction Pipe of Lubricating Oi! Pump Roter Type Three oF Five (centre mounted Balancer, ix) Four or Six [centre mounted Balancer, sever) Four Five 8y idler Gear from Crankshaft Gear (centre mountee Balancer, ‘off Balancer drive shat) 10.001/0.009 in (0,025/0,076 mm) 0.00157/0.003 in (0,038/0.078 mm) 9.0005/0.0025 in (0,013/0,063 mm) 0.001/0.008 in (0,028/0,076 mmm) 0.001/0.006 in (0,028/0.182 mm) (0.001/0.005 in (0,025/0,127 mm) (0.0056/0.010 in (0.139/0.254 mm}| Pump Part No. 4132F012 (14.236) Inner Rotor to Outer Rotor V inner Rotor End Clearance | Outer Rotor End Clearance | Outer Rotor to Pump Body Clearance TECHNICAL DATA—B.13 0.0015/0.008 in (0,038/0,133 mm) 0.0015/0.004 in (0,038/0,101 mm) 0.001/0.008 in (0.025/0,088 mm) (0.006/0.018 in (0,153/0,830 mm) Pump Part No. 4132F014 (Concentric) Centre mounted Balancer {nner ana Outer Rotor End Clearance Outer Rotor to bump Body Inner to Outer Rotor Clearance ll Pump Drive Gear Number of Teeth Inside Dia, of Gear Bore Outside Dia, of Oil Pump Shaft Interference Fit of Gear on Shaft Cletrance between Drive and Pump Body Of Pump Idler Gear Number of Teeth ‘nside Dla, of Gear Bore Outside Dia, of Gear Bush Inside Dia, of Gear Bush Outside Dia, of Idler Gear Shatt Running Clearance of Gear on Shalt loler Gear End Float Relief Valve Type Preseure Setting Naturally Aspirated Engines) Pressure Setting (Turbocharged Engines) Length of Plunger Outside Dia. of Plunger . Inside Dia. of Valve Housing Bore Clearance of Plunger in Bore Outside Dia. of Spring Spring ~ Fitted Length (4.236/T4.236) Spring ~ Load at Fitted Length (4.236/74236) No.of Colls 145, Relief Valve, Centre Mounted Balancer - Earlier Type Pressure setting Turbocharged engine Naturally Aspirated Engine Length of Plunger Outside Oia. of Plunger Inside Dia. of Valve Housing Bore Clearance of Plunger in Bore Spring Fitted Length (4.236) Spring Fitted Length (74.286) | Spring Load at Fitted Length (74236) No. of Golls 12.9 | Spring Load at Fitted Length (4.236) No. of Coils 15 Relief Valve, Centre Mounted Balancer- Later Type P ure setting! Turbocharged engine Naturally pirated Engine Length of Plunger Outside Dia, of Plunger Inside Dia, of Valve Housing Bore Clearance of Plunger in Bore Spring Fitted Length (4.236/74.296) Spring Load at Fitted Length (T4.236) No. of Coils 13.5, | Spring Load at Fitted Length (4.236) No. of Coils 15 0.00110 .003 in (0,025/0,078 mm) 0.012/0.017 in (0,304/0,44 mm) (0.001/0.005 in (0.038/0,127 mm) 19 (0.497/0.4978 In (12,62/12,64 mm) (0.4990/0.4995 in (12.67/12,69 mm) 0.00127/0.0025 in (0,03/0.06 mm) 0.003/0.007 In (0,08/0,18 mm) 20 1.000/1.0012 in (26,40/25.43 mm) 1.000/1.0008 in (28,40/26.42 mm) 0.8750/0.8769 in (22,29/22.26 mm) 0.8797/0.8742 in (22,19/22.20 mm) 0.0008/0,0028 in (0.02/0,07 mm) 0.002/0.016 in (0,05/0,41 mm) Spring Loaded Plunger 130/60 Ibi/in(3,52/4,22 kgt/em) — 345/414 KN/m* 70/80 Ion’ (4,2/5,62 wal/em) ~ 482/551 kN/m? 0.826 in (20,98 mm) 10.5585/0.5595 in (14,19/14,21 mm) (0.5605 /0.5625 in (14,20/14,30 mm) 0.001/0.004 in (0,03/0,10 rm) 0.968/0.377 in (9,35/9,58 mm) 1.28 in (82.51 mm) 7.76/8,24 Ibt (3.52/3,74 ko!) —34.5/96,7 N ‘Spring loaded plunger 85 loin’ (6,97 kat/em?} ~ 586 kN/m* 60 loin’ (4.22 katvem’}~ 414 kN? 0.826 in (20,98 mm) (05585 /0.5595 in(14,186/14,211 mm) 0570 in (145 mm) (0008/0012 in 0:209/0;314 mm) 41.28 in (32,5 mm) 1.42 in (36,2 men) 3.03/4.38 Ib (1,98/1,99 kgf) ~ 19,5/19,5 N 5.40/6.74 Ibt(2,48/8,06 kgf) ~ 24,0/90,0 N ‘Spring loaded plunger Te ot in2(5,34 kat om 523 KAIe 60 bt na (4.22 kat em 414 KAIe 1.476 in (97,48 mm) 016279/0.6291 in (15.95/15,98 mm) 0.62/0.63 in (16.00/16,08 mn) 0.003/0,0007 in 0,02/0,08 mm 1168 in (82,68 mm) 7.84/8.54 it (347/987 Kal) - 945/980 N 5.40/6.74 Ibt (2,45/3,06 kgf) ~ 24,0/30,0 N 44236 Seres Workshop Manual January 1898.TECHNICAL DATA—B.14 Lubricating Oil Filter — Element or Canister Type Type of Filter ~ By-Pass Valve Setting Torque Tension for Filter Bowl Retaining Screw (Element Type) Type of Cooling System Cylinder Head and Block Engine Water Capacity (Less Radiator) ‘Thermostat Type 7 Opening Temperature Fully Open at Valve Litt Thermostat — By Pass Blanking (fitted to 74.236 and some 4.248 engines) Type. 7 Opening Temperature Fully Open at Valve and By-Pass Travel Water Pump Type Outside Dia. of Shatt for Pulley Inside Dia. of Pulley Bore Clearance Fit of Pulley on Shatt Outside Dia, of Shatt for Impaller Inside Dia. of Impelier Bore Interference Fit of Impeller on Shatt Outside Dia. of Impeller Impelier Blade to Body Cioarance | water Pump Sea! Type (Earle | Water Pump Seal Type Laten Balancer Unit — Front Mounted Full Flow Opens between 8/17 Ibt/in* (0.56/12 kgt/em') 85/197 N/m 150 Ibf ft (2.07 kof m) — 20 Nm Thermo — Syphon 16:5 pints (9.96 litres) Impeller Assisted Bellows or Wax 170—180°F (783°C) 02°F (94°C) 0.812/0.469 in (7.94/11.81 mm) Wax 177° — 183°F (80° — 84°C} 208°F (98°C) 0.950 in (8.89 mm) Centritugal 0.7492/0.7497 in (19,08/19.04 mm) 0,7508/0.7516 in (19.07/18,08 mm) 0.0011/0.0024 in (0,09/0,06 mm) 0.6262/0.6267 in (15,90/15,92 mm) 0.6249/0.6257 in (15.87/15.89 mm) 0.0005/0,0018 in (0.0170,05 mm) 3.094/3.096 in (78,58/78,63 mm) 0.012/0.082 in (0,30/0.81 mm) ‘Synthetic Nitrle/Rubber, Carbor/Ceramic Faced (One piece cassette Note: Later units have needle roller bearings and all current balancer units have reversed weights Front Dia. of Shafts (Driving and Driven) Inside Dia, of Front Balance Frame Sushes Running Clearance of Shatts in Bushes Rear Dia. of Shafts (Driving and Driven) Inside Dia. of Rear Balance Frame Bushes Running Clearance of Shatts in Bushes Shaft Dia. for Balance Weights Bore Dia. of Balance Weights Fit of Balance Weights on Shatts Recess Dia. in Earlier Balance Weights Spigot Dia. for Reversed Balance Weights Recess Dia, in Reversed Balance Weight Gears Fit of Gear on Balance Weight Dia, of Earlier Shaft for Lub. Oil Pump Gear Bore Dia. of Earlier Lub. Oil Pump Drive Gear Clearance Fit of Earlier Gear on Shatt Dia, of Shatt for Later Lub. Oil Pump Gear Bore Dia, of Later Lub, Oil Pump Drive Gear Clearance Fit of Later Gear on Shatt Depth of Earlier Lub. Oil Pump Body Depth of Later Lub. Oil Pump Body 14.238 Series Worsshop Manual, May, 1986 1.2484/1.2490 in (31,71/31,73 mm) 4.2510/1.2526 in (31,78/31.82 mm) (0.002/0.0042 in (0,05/0.11 mm) 0.9987/0,9992 in (25,37/25,38 mm) 4,001/1.0022 in (25.48/25.48 mm} 0,0018/0.0035 in (0,05/0,08 mm) 1,0622/'.0690 in (26,98/27,00 mm) 41.0626/1.0837 in (26,99/27.02 mm) =0.0005/+0.0015 in (—0,01/+0,04 mm) 2.498/2.500 in (63,47/63,50 mm) 2.500/2.501 in (63,50/63,53 mm) 4.874/1 375 in (34,80/34,83 mm) 1.875/1.376 in (34,88/34,95 mm) =0.000/+0.002 In ( ~0.00/ +0,08 mm) 0.4218/0.4285 in (10,71/10,78 mm) 0.425/0.426 in (10,78/10.82 mm) 0.0018/0.0045 in (0,04/0.11 mm) 0.8500/0.6508 in (16,51/16,53 mm) (0.6519/0.6533 in (16.54/16,59 mm) 0.0005/0.0083 in (0,01/0,08 mm) 0.999/1.002 In (25,38/25.45 mm) 1.002/1.008 in (25,45/25,53 mm)Balancer Unit—Front Mounted (Continued) Width of Lub. Oi! Pump Drive Gears End Float of Earlier Oil Pump Gears (with joint End Float of Later Oil Pump Gears Shaft Dia. for Lub. Oil Pump Driven Gear Bore Dia. of Lub, Oil Pump Driven Gear Running Clearance of Oil Pump Driven Gear Hub Dia. for Idler Gear Bore Dia. of Idler Gear Bush Running Clearance of Idler Gear on Hub Idler Gear End Flo Balancer Unit — Centre Mounted ‘No. of Teeth on Driveshaft Gear Dia. of Driveshaft (at Front Bearing! Bia of Drveshatt (at Rear Bearing) Dia. of Oil Pump Drive Splines No.of splines Dia. of Balance Weight Brive Gear Splines No.of Splines Dia. of Front Beating Bore (Driveshaft) ‘Outside Dia of Front Bearing (Drveshat) Inside Dia. ofFront Bearing (Orveshat) Dia. of Rear Searing Bore (Driveshaft) Outsidedia. of Rear Bearing (Orveshatt Inside Dia. of Rear Bearing Orvesnatt) Dis of Balance Frame and End Frame Bush Bores ‘utside Dia, of Balance Frame ang Ena Frame Bushes Inside Dia. of Balance Frame and End Frame Bushes Clearance of Balance Weight Shafts in Bushes Shaft Dia of Balance Weights No, of Teeth on Weights Minimum and Maximum Backlash (earlien Minimum Maximum Backlash (later, dark finish) No. of Teeth on Driveshatt Balance Weight Drive Gear No. of Splines on Balance Weight Drive Shaft Spur Gear Driveshatt Gear to Balance Weight Spur Gear Backlash End Float of Balance Weight End Fiat of Drivesnatt, No, of Teeth on ler Gear Idler/Orive Gear Backlash Engine Crank/idier Gear Backiash 1 Dia. of Gear Bore Outside Dia of Gear Beating Inside Dia. of Gear Bearing ‘Outside Dia of Idle Gear Hub Idler Gear Hub Thread, or Setscrew Idiot Gear End Float Thrust Washer Thickness Outside Di, of Thrust Washer Inside Dia. of Theust Wash Fuel Lift Pump Type of Pump Method of Drive Delivery Pressure — Two Bolt Fixing Delivery Pressure — Four Bolt Fixing Spring Colour Code — Two Bolt Fixing Spring Colour Code — Four Bolt Fixing Fuel Filter (Final) Element Type Valve Type TECHNICAL DATA—B.15 (0.998.000 in (28,88/25,40 tm) 10.003/0.008 in (0,08/0,20 mm) 1.002/0.007 in (0,05/0,18 mm) 0.4382/0.4386 in (11,19/11.14 mm) 0.4394/0.4404 in (11,16/11.19 mm) 0.0008/0,0022 in (0,02/0,08 mm) 1.4984/1.4990 in (38,08/38,08 mm) 11500/1.50%6 in (38,10/98.14 mm) 0.001/0.0032 in (0,03/0,08 mm) 9.008/0.014 in (0.20/0.38 mm) a 4.424/1.125 in (28,562/28,575 mm) (0.836/0:987 in(29.787/29.800 mm) 1.424/1.125 in (28,582/28,575 mm) 6 (0.650/0.651 in (15.51/15,53 mm) 6 1.374/1.375 in (84,912/84937 mm) 1.3748 in (34,82 mm) 1.125 in (28,88 mm) 1.800/1.805 in (29,972/29,99 mm) 1.181 in (90,00 mm) 0.937 in (23.8 mm) 1.656/ 1.657 in (42,070/42,085 mm) 1.66 in (42,164 mn) 4501/1503 in (98,138/88,174 mm) 0,0026/0.0047 in (0,064/0,120 mm) 1.498/1.499 in (38,054/38,069 mm) 38 (0.003/0.011 in (0,10/0.28 mm) (0.004/0.010 in (0,10/0,268 mm) 24 16 1.002/0.007 in 0,081/0,200 mm) (0.00753/0.0148 in 0,188,377 mm) 1.004/0.012 in (0,10/0.30 mm) a7 0.003/0.014 in (0,07/0.38 mm) 0.004/0.016 in (0,10/0.40 mm 118754/1,8760 in (47,638/47,650 mm) 1.875 in (47:62 mm) 1.5 n (38,1 mm) 1499611500 in (88,090/38,100 mm) 76~ 20 UNF 0.003/6.003 n (,08/0:28 mm) (0.163/0.169 '9(4,14/4,28 mm) 2.323 in (5mm) 0.787 in 20 mm AG, Delco. V.P. Series Eccentric on Camshaft 24 to 44 Ibt/in® (0,19/0,30 kgt/em’) —19 to 29 N/m 8 to 10 It/in* (0,42/0,70 kgt/em) 81 to 69 KN/mt Green Rea Paper Gravity Vent Valve 4206 Series Workshop Manual March, 1988TECHNICAL DATA-B.16 Fuel Injection Pump Make CAV. Type OPA. Pump Rotation Clockwise Plunger Dia. 85 mm Timing Letter (Hydraulic) Timing Letter (Mechanical) No. 1 Cylinder Outlet Make Direction of Rotation No. 1 Cylinder Outlet Fuel Injection Pump ~ T4.38 engines a Stanadyne Clockwise from Drive End [ALT O'clock Position trom Fear Make cay. Type Ps. Pump Rotation Clockwise Plunger Dia. 70 mm Timing Letter Not Applicable No. 1 Gylinder Outlet * ‘Maximum back pressure on fuel leak off from boost control capsule 2 kPa Engine Checking and Fuel Pump Marking Angles, Static Timing The correct marking angles and static timing can be found by reference to the prefix letters and figures of the setting code adjacent to the word “Set” on the fuel pump identification plate. Engine checking and fue! pump marking angles are for use with timing tool iS67B and in some cases, adaptor POB7B-1 to 4 and PDB78-6. For Stanadyne pumps the too! will nave to be Fitted fo the pump in the reverse position to normal, the fuel pump mark angle has been adjusted to allow for this, Pretix Letter Engine Checking Fuel Pump Marking Static Piston ‘Angle (Degrees) Angle (Degrees) Timing Displacement (with engine at (BTOC - Degrees) TOC compression) sez 279 202 26 (0.320 in (8,13 mm) AT, ATGOE, AT67E 280 289 18 (0.187 n(389 mm) J AU (Stanadyne) betore Engine No. U524012W 280 er 26 0,828 in (8,20 mm) | AU (Stanadyne) trom | Engine No. US2ao12W 285 62 26 0.323 in (8,20rmm) Bsa 2at 298 30 (0425 in (10,79 mm) 8549, BS54, 8562, BS64 281 292 22 (0.232 in (5.89 mm) BT73E 280% 293. 25 (0.299 in (7.59 mm) DIvAe 280 289 18 (0.257 in (2:99 mm) FIT0E 280 290 20 (0.198 in 480 mm) | FT73€ before Engine 1 "No. ussogooL 288 2093 14 0.0985 in (2,44 mem) | FT73€ from Engine | No. usgagoot 284 293 18 0.187 in (9,99 mm) it 284 293 8 0.187 in (8.98 mm) Grrae 278) 201 2 0233 in (591 mm) HTG7E before Engine No, U028270M 2a1 200 26 0276 in (701 mm) HT trom Engine No. Uo28270M 280 293 26 (0.325 in (@.26 mm ) SIS7E 279% 201 23 (0.284 in (6.45 mm) kTeaL 284 292 16 (0.124 in (3.15 mm) Lsea 281 296 30 (0425 in (10,78 mm) S45, LS49, L850, L952, L855 284% 296 23 0.284 in (6,45 mm) Lss7, (S61, Ls83, L867 peas 296 23 0.254 in (6,45 mm) see 2ea's 296 25 (0285 in (7.49 mm) ses 281 292 22 (0232 in (5.89 mm) ur 9% 7 18% 0.117 in (2.97 mm) sev 279 292 26 (0.320 in (6,13 mm) MTeOL 278 208 14 (0.098 in (2.41 mm) S46, PS48, PSS1, PS54, S56 PSS, 281 202 22 (0232 in (6,89 mm) S61 exceptions below 281 292 22 (0283 in (691 mm) S61/850/4/3120 280% 292 23 0.254 in (6.45 mm) PS61/850/7/3120 280% 202 23 (0.254 in (6.45 mm) S61/850/9/2400 280% 292 23 0.254 in (6.45 mm) 4208 Series Workshop Manual, January 1998,TECHNICAL DATA-B.17 Engine Checking and Fuel Pump Marking Angles, Static Timing (continued) Profix Letters Engine Checking Angle (Degre (ith engine ‘TDC compression) 362, PS66 281 Pri2sasczt0) 279% Pri26asc2t1) 280% S45, RS52, ASS, ASSO 286 RT 2et $564, $886, $S68 208 Ist 270% TT 284 359, TS65 261 867 exceptions below 281 T867/850/2/2380" 285 T867/850/2/2480"" 285 7867/850/6/2700"" 285 vsst 288 wr 280 Wse2, ws66 280 | WT (Stanadyne 284" SSSE, XSBOE 281 xs 280 Lxt 281 ‘Ys68e 281 2S51E 278k | zr (Stanaayne) 24 “Franklin Log Skidder only. For other applications, “Clark 35C/35AWS Shovels, engine checking angle is 281° and static timing is 22° Fiat Allis, Eaton 1500 F.EL. and North American Bullé NAPS41 engines only, For other applications, engine 202 291 291 297 202 207 291 202 292 292 202 292 292 296 293, 292 64 293 293 292 289 291 64 Fuel Pump Marking ) ‘Angle (Degrees) (STDC - Degrees) Statice Timing 22 23 21 22 22 24 23 16 22 22 14 14 14 24 26 24 23 24 26 22 16 25h 23 Piston Displacoment (0239 In (5,91 mm) 0.264 in (6,48 mm) 0213 in (5,41 mm) (0.208 in (5,20 mm) (0233 in (6,91 mm) 0.275 in (6.98 mm) 0.254 in (6.45 mm) 0.124 in (3:18 mm) (0.283 in(6,81 mm) 0.233 in (6.91 mm) (0095 in (241 mm) (0.088 in (2:41 mm) (0.085 in (2.41 mm) (0245 in 6,22 mm) (0323 in (6,20 mm) (0275 in (6,98 mm) 0.254 in (6,45 mm) 0.275 in (6.98 mm) (0.328 in (8,20 mm) (0.233 in (6,91 mm) 0.128 in (9,18 mm) (0.311 in (7,90 mm) 0.254 in (6,45 mm) .Agine checking angle is 281° and static timing is 22° MF33. (NA. build Shovel and MF 220 Log Skidder only. For other applications checking angle is 281° and static timing is 22° Atomisers 4.2482 4248 14.296 4.296 Body Lres7015 ‘OKLL68M10770 ‘BKBL67S5209 ‘BKBLE7S5151 BKBLO7S5151/ (OKLL65752990 ‘BKBLG7S5299 BKJBL67S5299 LnB67014 ‘OKLLG6M11940 CRBE7014 LABE7014 ABE7018 RBE7014 BKBLE7S5290 BKBLE7S5151 BKBLE7S5151 BKBLE7S5151 ‘BKBLE7S5151 ‘BKBLE7S5151/ (OKLL6752950 ‘BKBL67S5209/ OKLL6752930 BKBLE7S5151, ‘OKLL67S2930 BKBL67S5209 BKBLE7S5299 BKBL67S5299 26451901 2645L302 2645301 26450305, 2648C207 Nozzle ‘JB6801012 LL t5oMa9e5 BOLL 1S0Sye545 BDLL15086507 BOLL1S0S6556/ OLLTS0s8556 BDLL150S6600 BDLL150S6600 .J86801022 ‘OLL1soMas02 1486801022 ‘386807019 ‘486801027 ‘386801022 BDLL150S6507 BDLL50S6225 BDLL1S0SE382 BDLLI50S6561 BOLL 1s0s6556 BOLL 15086435) (LL 15086705 BOLL150S6591/ OLLts0886¢9 BDLL150S6705 ‘OLL 15086705, BDLL150S6549 BDLL 15086673 BDLL15086737 2645602 2645L603, 2645604 26450810 26450817 Working Pressure atm 220 220 195 170 170 195 170 230 230 210 250 230 220 170 170 170 170 170 170 200 170 170 195 200 175 195 170 175 210 230 Setting Pressure Identification kgm? atm kgt/em? Code zr 280289 HO 227 280288 xz aor 20a OL 17% 175181 BU 17% 15a cu zor 2107 EG 781518 Fw rao 87 He zr 230 Ba cy 27 to 27 HE 258250258 HH 27027 He 27 027 HU 178 18598 cr 7% 1758 UA 781758 aC 7% 1758 om 7% 1758 cu 7% 1758 AB 208 Se. eA we 0178 tt FY 17x75 xD zor 21027 Fe 205215 Bae FL e175 Bt HY zor 210217 NB 76475181 Ne 181 390196 ND 2719820 XE 237230287 Ye 4.286 Series workshop Manual, January 1993,‘TECHNICAL DATA-B.18 Atomisers (continued) Body Nozzle 4.2482 1LRB67015. 1JB6801012 (OKLLe5M10770 DOLL somes 4212 BKBLE7S5151 BDLLI50SE561 BKBLE7S5151 BDLL150S8555 BKBLE7SS151 BDLL150S5310 Working Pressure Setting Pressure Identification katiemt atm kgtlem? ‘Code zor 280289 HO 227280288 xz 7 178178 ou 17817518 cr 70 1781788 er Note: LRB setting pressures are adjusted by a change of shim washer. ELECTRICAL SYSTEM Alternator Make Type Maxmum Output ACS 12 volt (hot) Maximum Output ACS 24 volt (hot) Maximum Output 116 12 volt (hot) Maximum Output 11AG 24 volt (hot) Maximum Output 15 ACR (hot) Maximum Output 17 ACR (hot) Maximum Output De-rated 17ACR (hot) Maximum Output 1BACR (hot) Maximum Output 28ACR (hot) Maximum Output A118/45_ (hol) Maximum Output A133/55 (hot) Maximum Output LA135-111, LA135-119, LA1@5-114 (Hot Maximum Output L 150-160 (Hot) Maximum Output 9AR, 12 volt (Hot) Maximum Output A127, 12 volt (Hot) Dynamo Make Type Rotation Output Dynamo Cutin Speed Alternative Dynamo Type Rotation Output Dynamo Cut-in Speed Starter Motor Make Type Max. Current Starter Cable Resistance No. of Teeth on Pinion CAV, Lucas, Perkins or Motorola ACS, TAC, 1SACR, 17ACA, 18ACR, 23ACR, A115/45 186/55, LAVGS-11, LHTS5.113, LHISS-114, LATSO-160 QAR, A127, 55a at 195 volts 31A at 275 volts 4A at 135 volts 28A at 27.5 volts 288 268, 25a 454, 55A 454 5A, 354 508 708 55 065A Lucas G40A. 2 Pole, 2 Brush Shunt Wound. Voltage Control Clockwise 11 A maximum 525-625 rev/min C4OL. 2 Pole. 2 Brush. Shunt Wound Voltage Control Clockwise 25 A maximum {600-880 rev/min Lucas, CAV. or Perkins 2MI13, M45G, AAS, M50, $12-84, $12-85, M127/2.8 200 amps 0.0017 ohms 10 NOTE: The above data is general and can vary with individual applications, Cold Starting Aid Make Vonage Maximum Current Consumption Flow Rate through Thermostart Engine Weights Typical dry weight Typical installed weight 4.236 Saves Workshop Manus, January 1998 cay. cay. 12 Volt 24 Volt 1A 754 8 em*/min 9 em*/min 1590 tb (269 kg) 750/900 tb (340/409 kg)TECHNICAL DATA-B.19 De-Rating for Altitude Where engines operate at high altitudes they should be devrated. The following table is given a8 @ general guide for naturally aspirated engines to be applied on a percentage basis, where specific figures for a particular engine rating are not available. Altitude Maximum fuel del 0 — 2,000 feet ( 600 metre) No change 2,000 — 4,000 feet (1200 metre) 6% 4000 — 6.000 feet (1800 metre) 12% 6,000 — 8,000 feet (2400 metre) 18% 8,000 — 10,000 feet (3000 metre} 20% 10,000 — 12,000 feet (3600 metre) 30% "Measured at ting speed given an Pump Setting Code. ‘Any necessary adjustments in this respect to the fuel pump should be carried out by the fuel pump d territory concerned. for the 4.206 See Workshop Manus, January 1993.Fault Finding Chart SECTION D Fault Diagnosis Low oll pressure 4, 86, 97, 98, 98, 40, 42,43, 44,58 Knocking 9, 14 16, 18, 19, 22, 26, 28, 29,31, 93, 35, 36, 45,48, 58 Erratic running 7,8, 8, 10, 11, 12, 18, 14, 16, 20, 21, 28, 26, 28, 28, 00, 83, 85, 45, 68. Vibration 19, 14, 20, 29, 25, 26, 29, 90, 89, 45, 47, 48, 49. Fault Possible Cause ‘Low eranking speed 1234 Will not start 5,6,7, 8,8, 10, 12,19, 14, 18, 16 17, 18, 19,20, 22,91, 62,99, Difficult starting 5,7, 8.8, 10,11, 12, 18, 14, 15, 16, 18, 18, 20, 2, 22, 24 29, 1, 92, 38 ‘lack of power 8,8, 10, 11, 12, 19, 14, 18, 19, 20, 21, 22, 29, 24 25, 26, 27, 31, 92, 89, 61, 63. ‘isting 8,8, 10, 12, 13, 14 16, 18, 19, 20,25, 26, 26, 29, 90, 32 Excessive fuel consumption 11,15, 14,16, 18, 18, 20, 22, 28,24, 26, 27, 26,28, 51, 82, 99, 63, Black exhaust 11, 13, 14, 16, 18, 18, 20, 22, 26,25, 27, 28, 29,31, 92, 33,61, 69. Biue/white exhaust [416,18 1,20, 25.77, 91,39, 9495 45, 66,62 High oll pressure 4,88, 41 Overheating Excessive crankcase pressure Poor compression Staris and stops 10, 11, 12, 11, 18, 14, 16, 18, 19, 24, 25, 45, 60, 51, 52, 68, 64,57, 25, 31, 93, 94, 45,55, 60. 11, 19, 25, 28, 28, 31, 82, 38, 34, 45, 59, Key to Fault Finding Chart 1. Battery capacity low. 2. Bad electical Connections 3. Fashy sterer motor 4, Incorrect grade of lubricating ol 5. Low cranking speed 8 Fuel tank empty 7. Faulty stop contol operation & Blocked tel oud ip, 8. Pauly fel it pump. 10. Ghoked fuel titer 1$. Rostncton in ar cleaner or induction system, 12. Alvin tel system. 13: Faulty tut injection pum, 14. Faulty atomisere or incorrect typ 15. Incorrect use of cold start equipment. 18. Faulty cola staring equipment. 17. Broken fuel injection pump drive. 18. Incorrect fuel pump timing. 18: Incorrect valve timing. 20. Poor compression Bi Blocked fet tank vent incorect type or grade of fuel. 35. Sicking tote of restricted movement. Bi Bit pho reticton, 5. Gylinder head gasket ieskin 26. Overheating. * * 2. Sola running. 28: Incorrect tappet adjustment. 29. Sticking valves, 30: incorret high pressure pipes. Broken, worn or sticking piston ring/s. Wom valve stome and guides. Sheri ar leaner or Se of ncorect grace ot Worn or damages bearings. Insufficient oil in sump. Inaccurate gauge. Gi pump worms Progeure rele valve Faulty suction pipe. Choked sil titer Piston seizure/pick up. Incorrect piston height. Damaged Faulty engine mounting (Housing). Incorrect aligned flywheel housing, or fywheel. Choked radiator. Faulty water pump. ‘Choked breather pipe. Damaged valve stem oll deflectors (It fitted). Coolant level to low. Blocked sump strainer. Broken valve spring.SECTION E Cylinder Head Maintenance ‘To Remove the Cylinder Head 41. Drain the cooling system. 2, Disconnect battery terminals. 3. Detach the exhaust pipe. Remove turbocharger (74.236 only), 4, Remove the atomiser leskotf pipe assembly. |5, Remove the fuel pipes from the fuel injection pump: | outlet and inlet to filter and boost control leak off |__ pipe where fitted 6. Disconnect fuel pipe from fuel lift pump outlet to ‘ue filter. Remove fuel fier. 7. Remove breather assembly. 8. Remove high pressure fuel pipes and atomisers (Fig. £2), |g, Disconnect fuel pipe and/or electrical lead at the | thermostat, and/or induction/port heaters, where fitted. 10. Remove air fitter and/or connecting hose. Remove Induction and exhaust manifolds. 11, Detach rocker cover 12, Remove rocker assembly from cylinder head (Fig. E.4). Remove push rods. a1 4298 Series Workshop Manual May, 1988.CYLINDER HEAD MAINTENANCE—t }—— 3 1. Collets 2. Valve Spring Cap 3. Oil Deflector 4. Inner Valve Spring 5. Outer Valve Spring 6. Valve Spring Seat 7. Exhaust Valve & Inlet Valve 4256 Series Weskahop Manual May, 1986, 13, Remove cylinder head nuts/setscrews in reverse order of tightening sequence shown ia Fig. E12. 14. Remove cylinder head. To Remove the Valves Mark all valves with a corresponding mark on the cylinder head to ensure that valves are refited 10 their original positions unless replaced with new ones. Earlier engines had their valves and hoads numbered uring assembly as ilustrated in Fig. E6. 1. Compress spring caps and springs with a suitable valve spring compressor (Fig. E.5) and remove the two half conical collets from each valve. 2. Remove spring caps, springs and valve stem oll seals. Remove valves (Fig. £3). NoTE: The quantity of springs, oil seals ete. fitted land their location is dependent on applt Cleaning 1, Remove all traces of carbon from cylinder heed. 2, the water jacket of the cylinder head shows signs. of excessive scale, a proprietary brand of ce: sealing solution should be used. 3. Blank off rocker oil feed olienay between numbers 2 and 3 eylindere and remove carbon trem sistons and cylinder block face. 4, ter valve seat machining and vaive grinding operations have been carried out, all paris snoule be thoroughly washed 1. Rocker Shaft Bracket 2. Rocker Lever 3. Oil Feed Connection! ES Valve Guides Engines are fitted with either detachable valve guides for the valve bores are machined direct into the cylinder head. When wear takes place in the valve bores of cylinder heads without detachable valve guides, valves with ‘oversize stems should be fitted, Three service valves are available for both inlet and exhaust with oversize stems of 0.003 in, 0.015 In and 0.030 in (0,08, 0,38 and 0,78 mm) respectively To fit 0.015 and 0.030 in oversize valves, the bores in the cylinder head must be reamed with a piloted reamer. Suitable reamers for carrying out this operation can be obtained trom Messrs. V. L. Churchill and Co. Ltd, (see Appendix) Where detachable valve guides are fitted, these can be replaced, To fit new guides; clean the parent bore, smear the {Outer surface of the guide with clean oll and press j ome the guide unt 0.594 in (15,10 mm) is protruding ‘above the cylinder head. The guides are manufactured {rom cast iron and are brittle. Valves and Valve Seats Check the valve stems for wear and their fit in the guides. Examine the valve faces for pting or distortion. Valve Fefacing should be at an angle of 45° or 30° for inlet valves on 4.236 engines (see Page 8.10) Valves should always be refitted to their original seats and any new valve fitted should be suitably marked to Identity is position it removed at a later date. Refer to Fig. £8. for illustration of valve numbering Note current exhaust valve depths on Page B.10 became ef tive from the following engine numbers:— 2r2usetoL 2960195765 298U147150L 2e6uS24721L 248031916. 2r2uazocosat, 296UA1 10048 24BUA135686L CYLINDER HEAD MAINTENANCE—E.3 E a E6 The valve seats in the cylinder head should be recon ditioned by means of cutters or specialised grinding ‘equipment, at an angle w 45° or 30° for inlet val fon T4.236 engines. Suitable valve soat cutters for 45° {tata ar noted n kt 21825064 (see Appendis) and these Cutters give adifeential valve seat to reduce the with ofthe | ve Seat special cuter 21625085 req tor 900 valve seat ‘As narrow @ seat as possible should always be main tained, Hand Grinding When gringing in vaives it is essential that no signs of pitting are left on the seatings. At the same time ‘care should be taken to avoid unnecessary grinding ‘away of the seat. After grinding operations have been completed, check the valve head depths relative to the cylinder head face (Fig, £.7) and wash the cylinder head, 14.236 Series Workshop Manual May, 1986.CYLINDER HEAD MAINTENANCE—E.4 Valve Seat Inserts In the majority of applications, valve seat inserts are not fitted to production engines, but may be fitted in service with the exception of T4.236 inlet valves which hhave a 30° seat Howover, there are some 4.248 and 74.238 applications In which exhaust valve seat inserts are fitted in pro- duction and where It is thought necessary, they may be replaced by new ones. When fitting inserts to the valve seat, ensure that ‘genuine Perkins Parts are used and proceed as follows: follows : ) For cylinder eads having removable valve guides, press out existing gui 1 the parent bore, Press in new guide. b)_ For guideless cyling Using the appropriate oversize piloted reamer 0.015 in (0,88 mm) or 0.080 in (0,76 mm) accord ing to the condition of the valve bores in the cylin- dor head—ream out the valve stem bores. NOTE: Appropriate oversize stem replacement valves will be needed when this operation has been carried ut on guldeless cylinder heads. Proceed as follows for either type cylinder head, with or without valve guides-— 1. Using the new valve bore as a pilot, machine the races in the cylinder head face to the dimensions In Fig. E8, 2 Remove all machining swart and clean the Insert tecess. Using the valve bore as a pilot, press the ert home using the Inserting tool (Fig. £8). Under no circumstances should the insert be hammered in, nelther should lubrication be used during pressing in. 3. Inspect to ensure that the Insert has been pressed fully home and is flush with the bottom of the re- 4. Using the vaive bore as a pilot, machine the “flare to the dimensions In Fig. E.10. &8 Inlet ‘A-0,283/0.288 in (7,19/7,31 mm) B—2.0165/2.0175 in (51,22/51,24 mm) (C—Radius 0.015 in (0,38 mm) max. Exhaust A—0.375/0.980 in (9,52/9,65 mm) B—1.678/1.679 in (42,62/42,64 mm) C—Radius 0.015 in (0,38 mm) max. 14.236 Series Workshop Manu May, 1986, Inlet in (1,59 mm) at 45° B—# in (19,05 mm) C—0.250 in (6,35 mm) D—3 in (76,20 mm) E—1,582/1.583 in (40,18/40,21 mm) F2,009/2.019 in (51,03/51,28 mm) G—1/32 in (0,79 mm) ra Hor in (1,59 mm) radius J—as in (1,59 mm) at 45° K—0.372/0.373 in (9,45/9,47 mm) Exhaust A=1/16 in (1,59 mm) at 45° B—# in (19,05 mm) C—0.312 in (7,92 mm) D—300 in (76,20 mm) E—1.248/1.249 in (31,70/31,72 mm) IF — 1.670/1.680 in (42,42/42,67 mm) G—1/32 in (0,79 mm) radius H—1/16 in (1,59 mm) radius J=1/16 in (1,59 mm) at 45° K—0.872/0.378 in (9,45/9,47 mm) 5. Remove all méchining swart and burrs. 8 Recut the valve seat at an included angle of 90°, ‘so that the valve head deoth below the cylinder | head tace is within the production limts 0.047/0.087 in | ,1971.45 mm) for exhaust valves anc 0,035/0.045 in | 0.897114 mm) for inlet valves,NOTE: Work as closely as possible to the minimum figure to allow for re-seating at a later date. When 10- facing a valve the included angle of the contact face Is 90" It the cylinder head face has been skimmed since the fiting of valve spat inserts, then the following Is allowed:— 1a) Machine to the dimensions given in Fig. E.10 and continue as in stages 5 and 6. b) If the insert is damaged or unserviceable through ‘wear, it must be removed and replaced with @ new ‘one. Before fiting, however, the back of the insert should be surface ground, removing sufficient material to give @ flush fitting. Do not forget to re- chamfer the insert as it was prior to grinding, Le. 0,020/0.080. in (0,508/0,762 mm) at 46°. Then proceed as in stages 2 — 6. ‘Skimming of Cylinder Head |A maximum of 0.012 in (0,30 mm) may be removed providing the nozzle protrusion Is not greater than 0.175 in (4.44 mm). This figure must not be obtained by the use of additional washers to the stomisers Ensure that the valve depths are within the limits quoted on Page 8.10. Valve Springs ‘Anew set of valve springs should always be fitted at every major ‘overhaul Either one ortwo valve epringe ae fitted according to apgiictionvengine type. Examine the valve springs with regard to squareness of ends and pressures developed at specified lengths. details of which can be found in “Technical Data page 8.10. ‘where springs incorporate damper collsat one end, these must be fitted towards tne linger head, Rocker Shaft Assembly To Dismante:— 1. Remove circlips and washers {rom each end of the rocker shaft. 2. Withdraw the rocker levers, springs, washers and ‘support brackets. 3, Remove the locating screw from the rocker oil feed connection and withdraw the connection. Ex famine the rocker lever bores and shatt for wear. Rockers should be an easy fit on the shatt without excessive side play. ‘To Reassemble 1. Fit oll feed connection to rocker shaft and secure with te locating screw, ensuring that the screw enters the locating hole in the shaft. Later engines have a washer fitted each side of the cil feed connection 2 elit the support brackets, springs, and rocker levers in the correct order (Fig. £.4). The support brackets are Interchangeable and when fitting them fensure that the securing stud/setscrew noles ae to the Fight viewing the shat from the front end, with each neie ‘of rockers inclined away from each other at the valve end. Note: Aluminium of cast iron brackets may be fitted and the tightening torque is different, see Page B2 3. Fit securing washer and circlip to each end of the shat. Push Rods Check the push rods for straightness. If any are bent fit replacements Valve Stem Oil Seals Where oversize valves are fitted, always ensure that ‘correct size valve seals or 0" rings are used. Al hydraulically governed engines and certain mech- anically governed engines have rubber oll deflectors fited to inlet valve stems only (see Fig. E3). With the majority of mechanically governed engines, oil seals are fied to both inlet and exhaust valves. Earlier engines had a shallow rubber oil deflector fitted to the valve stems and positiones above the conical valve spring seating collar, the open end of the dellector being fitted towards the cylinder head. Later engines have @ thin valve spring seating washer and a rubber oll seal which fis over the integral valve guide protru: sion. In some cases, this latter seal has a nylon insert The later sealing arrangement, due to a change in the diameter of the valve guide ‘protrusion, is not inter changeable with the earlier gealing arrangement. (On some engines, the seals are manufactured from viton or silicon rubber material and they have a garter spring filled around their outer circumterence. ln manufacturing, some engines have a red coloured ‘material for inlet valve seals and black for exhaust valve seals. The red seal may only be fitted over the inlet valve. Itis unsuitable for exhaust valves but the black seal may be fitted to ether exhaust or inlet. ‘The 42482 engine has a valve stem oil seal on both inlet and exhaust valves. The seals have garter springs round the seal neck for improved oil control “pA i E10 — 4.2480,4.248, 4.296 and 4212 Dimension A Showing Flare to be cut at 30° engines Only. 9.994 to 0.099 in (2,99 t0 2.51 mm) for exhaust valve 0.100 100.108 in (2,54 to 2,67 mm) for inlet valve 4.206 Series Workshop Manu, January 198.CYLINDER HEAD MAINTENANCE—E.6 To Re-Assemble the Cylinder Head 1. Uphely oll valve stems. 2. Fit valve to its correct guide or bore. 3. Fit valve stem oil geals 4. Locate spring seat washers pling caps in position. 5. Compress each valve spring and fit the valve collets, Note: AS trom Engine No, LD - U778518H,°0' ring ‘seals have been fitted in the valve spring caps under the collets, The valve spring caps have been changed which have @ deeper body so that the seal can be fitted a8 shown in Fig. E11. The new caps are fitted to both valves, but the seals are fitted to exhaust valves only Some 14.236 engines have an ‘0’ ring fitted in each valve spring cap, Note: The fitting of seals, oi: detectors ‘and quantity will vary dependent on application, Cylinder Head Gasket - Standard* 1. Where two studs are used for gasket location pur poses, these must be fitted at tapping positions 19 ‘and 22 (Figure E12) | 2, Fit gasket; part number 3681E016 over location | studs, either ary or with jointing compouna (see | gasket icentitiction chart 3. Fitcylinder head. vaive springs and 4. Lightly oll threads and tighten nuts/setscrews to the recommended torque tensions given on page B2. 1 the nut/setscrew does not move betore the correct forque is achieved, then slacken off 1/12 to 1/8 of @ turn (30° to 60°) and retighten to the correct figure. Aer retightoning all the nuts/setscrews, the first 10 positions should be rechecked without further slacken Ing off to ascertain thay are still tightened to the torque quoted. 5. The cylinder head must be tightened down again to the correct torque after the engine is run and again ater the vehicle or machine has completed 500/ 1000 miles (800/1600 km) 25/50 hours service. ‘includes T4236 engines before engine number Luuo27774M Note: 4.2482 engines do not need tightening down ‘again at the 500/1000 miles (800/1600 km) 25/50 hours service interval Always use a new cylinder head ar No! 38423122 Hig TE ou coe. ave wo 35423167 Le LONG (21 Cylinder Head Gasket *T4.236, Non Re-Torque Use two studs in positions S16 and $21 (Figure E12A) to olve eyinder head and gasket location 2. Note TOP FRONT and FIT DRY instructions on cylinder head gasket (part numbers 3681E012 or 3681E016) 3. Fit gasket and head over location studs to cylinder block 4. Ensure setscrews ate free from distortion and change if necessary, Lightly oil threads and under Hanged head of setscraws. 5. Remove two location studs and replace with setscrews. Note difference in length of setscrews, (Figure E124) Sioa Valve Cap Sealing Arrangement 4.288 Sories Workshop Manual, January 1983.©. Tighten setscrows to Beibt ft (11,8 kaf mm) 120 Nm (cold) in the sequence shown in Figure E12A. Check that each setscrew is tight to 85-82 ib ft(11,7-12,7 kgf m) 115-125 Nm and adjust if necessary 7. Use the sequence given in Figure E12A and further tighten setscrews by a fll half turn Special tool MS1831 can be used for this operation as follows: 1. Alter the setscrews have been tightened to 88 Ibf ft (11,8 kgf m) 120 Nm, fit the too! Between the socket spanner and the handle. 2. Put the stop against a suitable protrusion on the cylinder head to prevent movement of the degree dial in a clockwise direction (Fig. 15) 3, Turn the pointer to align with the 180° mark on the degree dial anc tighten the setscrews in the correct Sequence unt! the pointer on the tool aligns with the zero mark on the dial : No ratightening or torque checking is necessary after the engine is run, or at the '500/1000 miles, (800/1600 km), 25/50 nour service interval + Atter engine number LJ U027774M, The non ce-torque method also includes engines from engine number LD uaie405U, build ists LD70200/70201 ana from engine number LH 1U390338U, build lists LH70202/7021S. (This applies to all engines after engine number 573000). Ensure that the correct reslacement gasket Is fitted with fitner jointing compound or dry, depending on the SGesket ‘y9e. They should be fitted as shown in the cgaxket identiication chart. Always use @ new cylinder head gasket. me] eeien —Yinermioat ] | Selming comaoind Klinger Biack coloured | without i Seal | recorwnte seal | | | Sinton ene | To Refit the Cylinder Head 1. Ensure that the rocker assembly oil feed passage in the cylinder head ie tree hom obstruction. Fit the ‘oylinder head as described in the cylinder head gasket section 2 Fit the push rods and refit the rocker shatt essem- bly. Fit a new rubber sealing ring to the rocker ‘ll feed connection, With old type rocker oll feed connection, fit the ew seal immediately below the lower convolution, so that when the pipe is inserted into the cylinder heed, the “0” ring will rol! up end over the Iower CYLINDER HEAD MAINTENANCE—E.7 E13 Convolution and locate itselt correctly between the two convolutions (Fig. £.13) ‘with the latest type rocker oi! feed connection, the rubber olive should be fitted in the recess in the ‘ylinder heed, before fiting the rocker shalt assem- bly. 3. Adjust the valve clearances, as detailed leter. Fit the rocker cover. Note: Where rocker cover joints have @ coat of white shiny material on one edge, fit tris to exhaust manifold side of engine, 4, Rett atomisers with new copper sealing washers ensuring that they seat squarely. Refit the high pre- ‘ssure ‘uel pipes (see Page N.11). Note: Curent atomisers are fitec witha spacer and rubber Cust seal The cust seal must alvays be renewed anc fited below the spacer. it the breather pipe assembly to the cylinder ead cover 8. Rel 7, Fit the fuel pines between the ‘ltr and the injection ump Inlat ard outlet Fit Boost contro! pipe (OPS, Pump). the tue! fiter to the oylinder head and the ipe between the lit pump outlet and the filter 8, Rotit the atomiser leak-off pipe assem: iy. §. Refit inlet anc exhaust macioles. Meno inte with an icentiication notch of square snoulder, must be ite with the neton or square shoulder to the top of the manor, Where corugated type joints are used, mney must 38 ted without jointing compoune. 10. Connect the exhaust pipe. 11, Refit the air fiter and connections. Fit the water Outlet hose. Re-connect the battery terminals. 12, Fill the cooling system and check for water leaks. 13, Bleed the alr ‘rom the fuel system as detailed on Page NS. 14, Run the engine until normal operating temperature: is attained and retighten the eylincer head nuss/ setscrews, in sequence, to the torque given on Page B2 4.288 Serios Workshop Manual, January 198.CYLINDER HEAD MAINTENANCE—£.8 Note When retightoning cylinder head nuts/setscrews, the engine coolant outlet temperature should not be less than 170° (77°C) 1 the ut/setscrew moves when retightening, then Lighten up to the torque quoted on Fage B.2. 15. Reset the valve clearances, as di the rocker cower. leg below. Fit The 4.2482 and T4.38 vehicle engine cylinder head covar ig fastened in position with a controlled pressure ‘on the joint to give a positive seal. The cover is fastened down onto the rocker assembly retaining extension nuts. Until screw bottoms on threads, and is kept in position by a rubber seal and steel washer fastened between the ‘ovlinder head cover and cover retaining setscrews. The rubber sealing washer must be positioned with the radiused edge downwards. To Check or Adjust Valve Tip Clearances These are checked between the top of the valve stem and rocker arm (Fig. €.14) and should be 0.010 in (0,25 mm with the engine hot or col. When adjusting valve clearances the following procedure should be adopted — 1. With the valves rocking on No. 4 cylinder (i. the period between the opening of the inlet valve and the closing of the exhaust valve), set the valve clearances on No. 1 cylinder. 2. With the valves rocking on No. 2 cylinder, set the valve clearances on No. 3 cylinder. 3. With the valves rocking on No. 1 cylinder, set the valve clearances on No. 4 cylinder. 4. With the valves rocking on No. 3 cylinder, set the valve clearances on No. 2 cylinder. Closed Circuit Breather Vent Valve (4.2482 Engines only) This is fitted between the cylinder head cover and induction manifold To clean, seal the small breather hole in the top face ‘and wash the unit in gasolene or kerosene. if air pressure is used to dry the unit, you must only use low pressure, because high pressure will samage the unt. 4.286 Sores Workshop Manual, January 1983.SECTION F Pistons and Connecting Rods To Remove Pistons and Connecting Rod Assemblies 1. Remove the cylinder head (Page €.1) 2 Drain and remove the lubricating oll sume. (74.206 lengines. To prevent damage to the platon cooling let, ere titled, they should be removed). 3. Remove the nuts from the big end bole 4. Remove the big end caps, bearing shells and bolts (Fig, £21) Note: If the bearing shells removed are serviceable, Fetit them in their original positions. 5. Push pistons and connecting rods out of the top of the cylinders (Fig. F.2) Note: Keep each piston and connecting rod assem. bly separate, each to each as marked ‘To Remove Pistons and Rings from Connecting Rods 1. Remove the rings fram each piston 2 Remove the circlips and withdraw the gudgeon pin. If the gudgeon pin is tight in the piston bere, warm the piston in clean liquid to a temperature of 100/120" (38749°C). Inspection 1, Examine the pistons for scoring and clean carbon trom the ring grooves. Check the clearance of the new piston rings in their respective grooves and it, with @ new ring fitted the vertical groove clear- ance exceeds 0.098 in (0,20 mm) fit new piston. 2. Check the fitted gap of the rings in the unworn portion at top of cylinder bore, For details of ring ‘9ap dimensions see “Technical Data”, Pages 6.6 to B.7. Ring gaps for conformable rings are with spring fied, ‘Check the fit of the gudgeon pin in the piston bore {and in the small end bush. For details of piston bore, ‘Gudgeon pin and small end bush bore diameters see. “Technical Data’, Page B8. When renewing a small ‘end bush, ensure that the oil hole in the bush aligns. with the hole in the connecting rod Ream out to sult the gudgeon pin and check the connecting rod for parallelism see "Technical Data’, Page 88 The small end of the connecting rod on 74.236 engines |s wedge shaped and the small end bush should be machined to suit the contours of the wedge. The eatller ¥4.288 connecting rod is also drilled from the big end to the small end to provide piston cooling by a feed of lubricating il Fe ‘The majority of later turbocharged engines have piston cooling jets fited in the cylinder block wall. The jets are fed with lubricating oil from holes tapped into the main oll gallery pressure rail. On some applications, @ blank Ing plug is fitted into the cylinder block wall in place of the cooling jet assembly. 4. Examine the big eno bearings for wear and scoring, ‘Also examine the crankpins for wear and ovallty For crankshatt details cee page 8.8. 44286 Series Workshop Manual, March 1988,PISTONS AND CONNECTING RODS—F.2 ‘To Assemble the Pistons to the Connecting Rods If the original pistons ace being used they must be assembled to the original connecting rods. For mark: ings of pistons and connecting roce see Figs. F.8 and Fa 1. Tho cavity in the piston crown is off-set towards fone side of the piston, Place the piston on the connecting rod with the cavity towards the side of the rod which carries the rod and cap Identiication numbers. Insert the gudgeon pin and ft new clr- cllps, warming the piston, If necessary. 2, Fit the rings in the following order, ensuring that the ring gaps are equally spaced around the piston, (a) 4.2482 Engines (see Fig. F.4) Chrome Faced Spring Loaded Conformable Scraper — above gudgeon pin. Internally Stepped Taper Faced Compression — second graove. Molybdenum Faced Internally Stepped Bartel Faced Compression — tos groove When iting the spring loaded contormable scraper fing. ensure that the latch pin enters both ends of the spring. With the ring gap diametrically opposite ta the lateh pin, position the oll control ring over spring correctly located in annular groove of ring. le, be tween the oll control ring and the bottom of the’ ring ‘groove in the piston, When fitting the internally stepped taper faced com pression ring, ensure that the “step” is towards the piston crown, ‘When fiting the top compression ring, ensure that the manufacturers mark is towards the piston crown, (b) 4.248 Engines (4 Ring) + Spring Loaded Conformable Scraper — above gudgeon pin Internally Stepped Compression — third groove. “internally Stepped Compression — second groove, ‘Chrome insert Berre! Faced Compression — top groove. Some earlier Aé.248 engines hac a sealed power scraper ring fittee in he 4th groove. Wren fiting sealed power rings, ensure that the ends spring loaded segment butt together and do not overlap. “On some earlier A4.248 engines rated up t0 2,000 rev/min, the second compression ring is plain cast Some tater eng Internally stepper ang 3rd grooves. rated up te 2,000 rev/min, have Chrome faced tings in both 2nd 4236 Series Workshop Manual March, 1888. When fitting internally stepped compression rings, fensure that the step is towards the piston crown, When fting the spring loaded conformable scraper ring, ensure that the latch pin enters beth ends of the spring. With the ring gap diametrically opposite to the laten pin, position the oil contal ring over spring correctly located in annular groove ot ting, ie., be: tween the oll controt ring and the bottom ot the ring groove in the piston.| N FIRST SEGMENT FS | (6) 4.248 Engines (3 Ring) Chrome Faced Spring Loaded Conformabie Scraper — above gudgeon pin. Internally Stepped Taper Faced Compression — ‘second groove. Molyodenum Faced Internally Stopped Barrel Faced Compression —top groove. When fitting the spring loaded conformable scraper ring, ensure that the latch pin enters Both ends of spring. With the ring gap diametrically opposite to the latch pin, position the oll control ring over the spring | correctly located in the annular groove of ring, Le., | between the oil control ring and the bottom of the ring groove in the piston. ! 1 t 1 li 1 When fitting the internally stepped compression rings: in the second and top grooves, ensure that the “step” is towards the piston crown, (@) 74.236 Engines (see Fig. F.6) ‘Chrome Faced Spring Loaded Confermable Scraper — above gudgeon pin. ‘Chrome Taper Faced Compression - second groove. Molyodenum Faced Wedge Compression — 1 ! i 1 I 1 I 1 1 t } t It ' 1 1 top groove. PISTONS AND CONNECTING RODS—F.3 PISTON CROWN fiting the spring joaded conformable scraper ring, ensure that the latch pin enters both ends of the ‘spring. With the ring gap diametrically opposite to the latch pin, position the oll control ring over spring correctly located in annular groove, Le., betwoen the oil control ring and the bottom of the ring groove in | the piston, | nen fiting the compression rings, ensure that the [ manufacturers mark is towards the piston crown. 4208 Series Worsshop Menuet, May, 1986PISTONS AND CONNECTING RODS—F.4 () 4.236 Engines fitted with cast iron liners Slottea Scraper — below gudgeon pin. Slotted Seraper — above gudgeon pin Internally Stepped Compression — third groove. Internally Stepped Compression — second groove, “Chrome Faced Compression — top groove: “With later combine engines, a plain cast iron ring is fited in the top groove. This plain ring is completely interchangeable with the earlier chrome faced ring. ‘When overhauling combine engines, the later plain ring should always be fitted (in engine sets) NOTE: From Engine No. 238U68569 fitted to com- bine applications, tome piston ring packs have been altered from tive to four rings. The two slotted scraper rings fitted in the forth and fith grooves have been replaced by one conformable chrome faced ring in the fourtn groove only, leaving the fith groove empty, n later engines, the slotted scraper fitted above the gudgeon pin has been replaced by a conformable scraper ring and on combine engines having an empty bottom groove has been fitted with a slotted scraper. Fit “step of internally stepped compression rings to- Wards piston crown. (1) 4.236 Engines fitted with chrome liners Slotted Scraper— below gudgeon pin Slotted Scraper — above gudgeon pin. Laminated Compression — third groove. Intemnaliy Stepped Compression — second groove. Cast Iron Compression — top groove. NOTE: When fitting internally stepped compression rings, ensure that the “step” is towards the piston ‘orown. Never fit chrome faced rings to engines having cchrome plated liners. Fit the laminated compression ring to the piston a6 follows: (ensure piston Is positioned with the crown uppermost) 1. Fit the first segment to the piston so that when held horizontally between the thumb and fingers ‘and radially compressed, the ring ends point downwards (see Fig. F.5). Place this ting on the bottom face of the greave and position gap over the qudgeon pin bor. 2. Fit the second segment on top of the fist so that when held and compressed as described in (1) above, the ring ends point upwards (see Fig, FS). Position the gap at 180° to that ofthe first segment, 4256 Series Workshop Manual, February 1984. 3. The third segment should be fitted on top of the second, so that when held and compressed as described, the ring ends point upwards (see Fig. F.5). Position the gap immediately above that of the first segment. 1 all the segments have been fited in the groove: correctly, they will be positioned as shown in the right hand illustration of Fig. F.5. | (g) 4.236 Engines (3 ring) Chrome fac. sping loaded conformable seraper above the ‘gudgeon pin | I | chrome taper face compression, second groove. | Chrome barrel face, intmally stepped compression, top | ar00ve. | Note: When ting the jtemally stopped compression rng | ensure thatthe stepistowardsthe piston crown, Whentfittng the spring ioaded conformabe scrape ig, ensure thal both ends | ofthetatch pin enterthe spring and postion hering sothatthe | gap is ciametricaly opposite te laten pin. (h) 4.212 Engines High Compression Piston Spring Loaded Contormable Scraper— above the gudgeon pin Internally Stepped Compression — second groove Chrome Faced Compression— top groove Low Compression Piston “Spring Loaded Conformable Scraper— above the gudgeon pin Internally Stepped Compression— third groove Cast Iron Plain Compression— ‘second groove Chrome Faced Compression — top groove ‘From engine no. 212UAt47872 onwards a revised piston ring pack became effective which changed ‘the Sealed Power Scraper to a Chrome Faced, Spring Loaded Conformable Scraper, The remain: ing rings stay unchanged. Earlier engines fitted with different piston and ring assemblies may be changed to the latest assembly. Note: When fitting the internally stepped com: pression ring, ensure that the "step" is towards the piston crown. When fitting the Spring Loaded Conformable Scraper ring ensure that both ends of the latch pin enter the spring and position the ring so that the gap is diametrically opposite the latch pin.To Fit the Pistons and Connecting Rods to the Cylinder Bore 1. Betore fitting the piston and connecting rod assem: bles to their respective cylinder bores, liberally Coat each bore and piston with clean engine oil 2 Using a ring guide (Fig. F.7), insert the pistons and connecting rod into the top of thelr respective cylinder bores. The piston and rod number must relate to the cylinder into which it ie being fitted fang the rod identiicatio number must be on the fue! Injection pump side of engine. The word “Front” or arrow ‘marked on the piston crown must be towards the front of the engine (Fig. F.),(T4.296 engines, refit piston coating jets; where applicable). 3. Fit me pearing shells and cep with the numbers on the same side of he rod and cap Fig. 8) 4. Polit the two connecting rod bolts so that the fat fon the head of each bolt is located against the shoulder of the rod. Secure with two new nuts. See Page 6.2 for Recommended Torque Tensions. 5, elit the lubricating oll sump. 8. Fofit the cylinder head (Page £7) Fitting New Pistons The piston height can be checked by means of @ straight edge and feeler gauges. Correct piston heights above the cylinder biock top ace are as follows — 4.2482 0.016/0.028 in (0,41/0,59 mm) 4208 0.002/0.010 in 0,05/0,28 mm) 4.296, 4.236 (2600 rev/min engine rated ‘speed and below) 0.014/0.028 in (0,35/0,58 mm) 4.236, at 2800 rev/min engine rated speed 10.011/0.019 in (0,28/0,48 mm) 4212 (0.018/0.021 in (0,38/0,53 mm) ‘The pistons have hard anodised crowns and must not be topped. To achieve this tolerance in production three graces of pistonareused, H, Mang butforsentceuse,oniythel gradeis ‘available which can be below the tolerance fgure glen Note: See page 85 for engine cut in numbers. PISTONS ANI fent should be fitted on top of the {when held and compressed as ring ends point upwards (see Fig the gap immediately above that of a 5 have been fitted in the groove e positioned as shown in the right 40. FS z (3 ring) joaded conformable scraper above the Mnpression, sacond groove, F7 & [owardsthe piston crown, When iting the j 4 & 4 — FS ‘iston ‘ed Compression— ; =~ acon ompression— 212UA147672 onwards a revised became effective which changed jer Scraper to a Chrome Faced, |Conformable Scraper. The remain- Junchanged. Earlier engines titted ston and ring assemblies may be atest assembly. ing the internally stepped com sure that the “step” is towards the Fo the Spring Loaded Contormable igure that both ends of the latch pring and position the ring so that setrically opposite the latch pin, aaSECTION G Cylinder Block and Liners Cylinder Block For earlier engines, the cylinder block liner parent bore was machined to 4.296 0 4.248 8 (On later engines, the cylinder block liner parent bore is Machined 10 4.248 size, 41025/6.1035 in (104,20/ 104,25 mm) as standard for all 4.236 series engines, ‘and thick or thin wall iners fitted accordingly To Renew Bush in No. 1 Camshaft Bore Current engines have @ bush fitted into No. shaft bore in the cylinder block. AA prefinished bush ig avallable to replace a worn bush, The worn bush may be exttacted and replaced by & new one, making sure thatthe oll holes In the bush and cylinder block correspond. Note: The camshaft ecess in later cylinder blocks is mactined deeper and uses @ cifferent camshett, cei and timing case joint Cylinder Liners 4.2482 engines are only fitted with flanged cast iron liners. 4.248 engines are fited with flanged or flangeless cast 74.238 engines are only 4.236 engines are fited with flanged or tlangeless cast iron liners, or flanged chrome plated liners. 4.212 engines are fitted with flanged of fiangeless cast Iron tines. Note: Only nonvflame rig flanges liners are used in the later cylinder Blocks, thick wall ners for 4212/4.236/ 14236 anc thin wall for 4.248/4,2482 engines. Hed with flanged cast Flanged cast iron liners (which, in production, are an Interference fit) should not be rebored, but replaced by ‘2 prefinished service liner (when is @ transition ft). Flangeless cast Iron liners (which are an interference fi) can be rebered +0.080 in (0,76 mm) oversize when the bores are worn to such an extent that engine perlornance is affected. Alternatively, new liners cen be tied wnicn must be bored ang honed to size atter fing. Chrome liners (which are a transition fit) cennct be tedored and should be replaced by new when worn. Engines {ited with chrome plated liners can be identi fled by the letters "CL" stamped adjacent to the engine number on the cylinder block or a letter "C’ ‘contained in the engine number after the digits at To Renew Flangeless Cylinder Liners (Cast Iron) 4.248, 4236 and 4.212 1 ‘components from the cylinder block. 2. Remove the cylinder head studs, 3. Press out the liners from the bottom. 4 With 4248 engines rated up to 2,100 rev/min, all 4298 and ali 4212 engines, lubricate the outsice iameter of the liners with clean oll an press them in until 0.028/0.087 in (0,71/0,94 mm) of the liner is protruding above the oyinder biock tac (ig, G2), Shim washers or a solid stop spacer £0.026/0.037 ir (0,71/0,86 mm) thick should be used 10 give the correct protrusion With 4.248 engines rated above 2,100 rev/min cylinder liners should be fitted with “Loctite” nsure that the outside diameter of the liners and arent baras in the cylinder block are clean and absolutely free trom oll anc grease, Using Loctite Retaining Compound No, 840, coat a 7 in (25 mm) band around the tcps of the parent bores and another 1 In (25 mm) band haif way down each bore, Press in the liners lowing the same protrusion as quoted in the previous paragraph. Plow 3 hours for the Loctite to cure before ‘machining liners to finished size. Note: Earlier 4.238 engines incorporate a lin which when fitted fs 0.006/0.009 In (0,16/0,29 mm) below the top face of the cylinder block. The later type liner can be identified by its length of 9.005/ 8.015 in (228,7/228,0 mm}, compared with the Tength of the o'd type liner which Is 8.969/8.973 in (27/2278 mm). The old type liner must not be 4.206 Seis Workshop Maru, January 1988.CYLINDER BLOCK AND LINERS--G.2 fited to give a protrusion of 0.030/0.035 in (0,76/ 0,89 mm) as the bottom piston ring may clear the bottom of the liner when the piston Is at bottom dead contre. 5. Bore and finish hone the liners to the dimension given in “Technical Data”, Page 8.4 When using @ boring bat on the top face of the cylinder block, fit @ parallel plate between the boring bar and cylinder block face. ‘To Fit New Unbored Flanged Cast Iron Cylinder Liners 1. Remove all components from the cylinder block and press out the old liners trom the bottom. 2. Lightly lubsieate the outside of the new liner and press the liner progressively into the parent bore nti the fenge locates into the cylinder block flange recess. The limits for liner protrusion are sven on Page 84 and may be checked as shown in Fig. G2 3 Bore and finish hone the liners to the dimension given on Page 8.4 ssemble the engine components to the cylin To Renew Cylinder Liners (Prefinished Flanged Cast Iron or Chrome Plated) 4.2482, 4.248, 4.236, 4.236, 4.212 (a) To Remove Liners 4. Remove ail components trom the cylinder block. 2, Remove the cylinder head studs 3. Press out the liners from the bottom. (b) Preparation for Fitting New Liners Great care must be taken in handling, transit and storage of new prefinished cast iron or chrome plated liners. as the slightest urr or damage is sufficient to cause local distortion of the bore when fitted (c) To Fit New Liners 1. Slean thoroughly the parent bore, Clean the top 2 in (60 mm) and the recess for the liner flange with Loctite” Safety Solvent or a similar product; use it in accordance with the manufacturers instructions 2. Clean thoroughly the outer surface of the liner with “Loctite” Safety Solvent 3. Lubricate lightly the parent bore with clean engine lubricating oll, except for the top 2 in (50 mm). 4. Ensure that the liner is vertical and press into the parent bore to within 2.0 in (50 mm) of the fitted Position. Ciean the area below the flange of the liner ‘with “Loctite” Safety Solvent. Apply “Loctite” 640 to the top 1.0 in (25,4 mm) of the outer surface of the liner and under the flange; also apply “Loctite” 640, to the bottom of the flange recess in the parent bore. 5, Press the liner in to the fully fitted position and lean the “Loctite” from the top surface of the cylinder block 6. With the tier fully home, check the relationship between the top of liner flange and the top face of the eylinder black to the limits given on Page B.4 7. Allow 15 minutes to elapse before the liner bore 4.286 Series Workshop Marui, January 1888. dimension is checked. The “Loctite” will reach full strength after 3 hours. From engine No. 4702131A the liner flange recess depth in the cylinder block for thin wall chrome liners has been increased, see Page B.3. and a 45° chamfer added to this recess and the flange thickness of the thin wall chrome liner has also been increased, see Page 8.4 The later thin wall type liner may be used on earlier ‘engines providing the top face of the liner comes within the earlier limits‘The latest cast iron flanged liner fitted to 4296 and 4.212 enginas has a radius under the flange instead ‘of an undercut, The chamfer on the flange recess in the cylinder block, between the recess and the liner parent bore, hes been changed from 0.010/ 0.015 in (0,25/0,38 mm) at 48° to 0.020/0.030 (0,81/0,76 mm) wide x 0.025/0.095 in (0,64/0,89 mm) deep to accommodate this ragius. This latest liner also has a thicker flange and the relationship between the top of the: liner flange and the top face of the cylinder block has been changed, soe Page Bu. It is advisable to allow a settling period to elapse before checking the ited internal bore diameter of the liner. The acceptable limits are given on Page Ba. Each new liner should be checked in three post tions — top, centre and bottom; the readings being taken transversely and paraliel to the centre line of the cylinder block. (Fig. 6.3). ‘Oversize Cylinder Liners ‘Oversize outside ciameter cylinder liners may be fited +0 4.296 factory rabuil engines and are available for fit ment in service where the standard parent bore is enlarged to remove damage. (Not tick wal liners) They ere available as follows oversize Description (0.005 in (0,13 mm) Cast iron Flangeloss — bore and hone 10.010 in (0.28 mm) Cast ron Flangeless bore and hone 0.010 in(0.25 mm} Cast ron Flanged bore and hone 0.040 in (1,02 mm) Cast ron Flanged — hone Where a parent bore is reclaimed in service, it should be ‘machined. the dimension by adding theappropriateliner ‘oversize to the standard parent bore diameter given on PageB 3. Theton ofthe parent bore must be re-chamfered after machining. The 0.040 in in oversize inerhas a larger flange diameter than the standard liner and if reclaiming parent bore with tis liner, the flange recess diameter will, hhave to be increased to 4.246/4.260 in (107,82/ 107,95 mm). Where 0.005 in and 0.010 in oversize liners are fitted, the liner oversize is stamped on the cylinder black top face between theliner andthe edgeofhecylinder block Where (0.040 in oversize liners are used, the number 1849 is stamped on the rear end of the block CYLINDER BLOCK AND LINERS—G.3 44296 Series Workshop Manual May 1986.SECTION H Crankshaft and Main Bearings ‘Some crankshafts can incorporate forged in balance ‘weights whilst others do not have balance weights. When replacing a crankshaft, always ensure that the correct type is fitted. The crankshaft runs in tive prefinished replaceable shell bearings lined with aluminium tin, End float is controlled by four thrust washers which ‘are located on both sides of the centre main bearing housing 0.0075 in (0,18 mm) oversize thrust washers: ‘are available which may be combined with standarc thrust washers to give an adjustment of 0.0075 in (0.19 mm) of when used on both sides of the bearing hous: Ing, give an adjustment of 0.015 in (0,38 mm). The main bearings are located in position by tabs ft ting into slots in the bearing housings. The tabwashers as originally fitted to the main bearing cap setscrews on 4.236 engines, (see Fig. H2) have now been deleted, see Page 82 for Recommended Torque Tensions. Because Tufftrided crankshatts are fitted to some engines it will be necessary to identify the shaft before ‘commencing regrinding operations. itis important that the information on Page H.2 headed Regringing the Crankshaft relevant to the Tufftrding process is adhered to. To Renew the Thrust Washers Renewal of thrust washers can be carried out without withdrawing the crankshaft, as follows -— 1. Remove the sump, sump strainer and the oll pump suction pipe (Page L.2) 2, Remove the centre main bearing cap containing the two bottom half thrust washers (see Fig. H.1). The two top half thrust washers should be removed by sliding round from one side, Identity each thrust ‘washer half to its relative position. 3. To refit the thrust washers, liberally oil the two Upper halves and slide them into the recesses pro vided on either side of the main bearing housing The steel side of the thrust washers should be towards the bearing housing and the cap. Refit the cap with the lower haif thrust washers, secure with the setscrews tightened to the torque given on Page Later type thrust washers are non reversible {and are not interchangeable with the earlier type Replacement thrust washers must be of the same pattern as the originals. Check the crankshaft end float for a clearance of (.004/0.015 in (0,10/0.38 mm), Fig. HA. Refit the oll suction pipe to the oil pump. Refit the sump strainer and sump. H2 14296 Series Workshop Manual March, 1988.CRANKSHAFT AND MAIN BEARINGS—H.2 To Remove the Crankshaft It will be necessary to remove the engine trom the vehicle or application 1. Remove the simp, sump strainer and the oil pump suction and deivery pipes. 2. Remove the timing gears and timing case (Section K) 3. Remove the flywheel! and flywheel housing. 4 Remove the connecting rod caps and big end bearings (Page F.1! 5, Remove the rear main bearing oil seal housing (Fig, 8), 6. Teke off the rear main bearing bridge piece, 7, Remove the cil pump (Page L2). Remove main bearing setscrews. 9. Remove the main bearing caps and half bearings. 10. Litt out the crankshatt and remove remaining hal! bearings. Regrinding the Crankshaft Before commencing regrinding operations, examine the crankshaft to see if it has been hardened by the Tutttriding process. The shatt may be identified by Part No. which will be found on the front end or on No 1 web, M the crankshatt is identified as a Tutftided shaft then it will be necessary to re-Tuttride It regardless of the iameter to which itis reground. 11 facilities are not available for re-Tuttriding a replace ment shatt should be obtained. Betore regrinding the crankshatt it should be crack detected. Demagnetise the crankshaft after erack detecting. The main journal and crankpin diameters should be checked to ascertain the next size to which the crank shaft can be reground, ie., —0.010 in (—(0,25 mn), 0.020 In (—0.51 mm) or —0.030 in (—0,78 mm). it requires to be reground below —0.030 in (—0.78 mm) 2 now crankshaft must be fitted. Alter regrinding, the starp comers on the oil holes should be removed and the crankshaft crack detected and demagnetised. Note: itis important that the radii on the main journals {and crankpins are maintained. ‘The crankshatts of engines fitied with Lip Type rear ol seals have a rear flange with an extended width of over ‘one inch (25 mm to provide a seat for the lip seal (Page. H). If all the three positions for this seal have been used, the sealing area of the flange may be reground to: fa minimum diameter of 5.249 in (139,17 mm) leaving an Uunmachined diameter for a distance of 2/16 in (4.8 mm) from the rear end (see Fig. H11). Only the minimum of metal should be ground off to ‘ensure removal of the seal wear grooves and the surface finish should be the same as the crankpins and Journals, It is not necessary to re-Tutttride the flange after this, operation 43 4236 Series Workshop Manual, March, 1988,CRANKSHAFT AND MAIN BEARINGS—H.3 Crankshaft Regrind Data Tufftrided crankshafts Part numbers FE R 31315542 91316661 31318872 «31315884 31315984 31315986 «31315991 31316204 31316224 31316235 31316241 31317237 0.010 in (0,25 mm) 0.020 in (0,81 mm) 0.030 in (0,76 mm) Undersize Undersize Undersize 2.9884/2.9892 in 2.9784 /2.9792 in 2.9884/2.9692 in (75.91/75,98 mm) (75,65/75,67 mm) (75,40/75,42 mm) 2.4888/2.4896 in 2.4788/2.4796 in 2.4688/2.4696 in (83,22/63,24 mm) (62,96/62,98 mm) (62,70/62,72 mm) 1.554 in (99,47 mm) maximum 4.759 in (44,88 mm) maximum 1.5965 in (40,55 mm) maximum 1.554 in (99,47 mm) maximum, 0.145/0.156 in (3,68/3,86 mm) all journals and crankpins Surface finish, journals and crankpins 16 micro inches (0,4 microns) C.L-A. maximum Surface finish, fillet radii §0 micro inches (1.9 microns) C.LA. Maximum run out with crankshaft mounted on the end main journals. Independent readings: Crankshaft Pulley Rear Oil Seal Flywheel Flange Diameter TAR. Diameter T.LR. Diameter TR. 0.002 in (0,08 ram) 0.002 in (0,05 mm) 0.002 in (0,05 mm) Journals T.LR. Number 1 Number 2 Number 3 Number 4 Number 5 Mounting 0.003 in 0.006 in 0,003 in Mounting (0,08 mm) (0,15 mm) (0,08 mm) 4.286 Series Workshop Manus, January 1009.CRANKSHAFT AND MAIN BEARINGS—H.4 To Refit the Crankshaft 41. The ollways in the cylinder block and crankshatt must be free from obstruction. 2 Check the main bearing setscrews for stretch or damage. Only setscrews supplied by the engin manufacturer should be used as they are of a special heat treated high grade steel 8. Clean the bearing housings, place the top halt bearings in position and liberally cil 4. Position the erankshatt. 5. Olt the two upper thrust washer halves and slide Into the recesses provided on either side of the Contre main bearing housing. 6. Liberally oll and fit the lower halves of the main bearings to the bearing caps. Fit the caps to their respective positions so that the lower halves of the thrust washers are correctly positioned on either side of the centre main bearing cap. The main beating caps are numbered, No. 1 commencing at the front of the engine. Each cap is also marked with a serial number as stamped on the cylinder block bottom face. These should read in line (Fic. #2) 7. Fit the setscrews. Shim washers originally fitted between the setscrew head and the main bearing cap have now been deleted. 8. Tighten the main bearing setscrews to a torque: siven on Page 8.2 8. Check the erankshatt end tloat for @ cl (Fig. 1.4) 410, Refit the connecting rod caps and big end be (agers). ings 11, Refit the rear main bearing bridge piece to the cylinder block (Fig. H.6). The rear tace should be flush with the rear face of the cylinder block (Fig. H8). 12, Fit new seals in the rear main bearing oi! seal jousings and refit the housings as described in ‘Crankshatt Rear End Oil Seal 13, Ref and correctly align the lywhe (Page P.1), Refit the flywheet. 1 housing 14. Retit the oll pump, timing case and timing gears (Page 4 and Section K). 15. Refit the sump, sump strainer and the oil pump suction and delivery pipes. | Note: Later engines will have a cast iron bridge | piece and sealant is used in place of the end seals | (2) shown in Fig, HS. 4.236 Series Workshop Manual March 1988, HS 1. Bridge-piece. 2. Bridge-piece End Seal 3. Joint (if fitted).Rope Type Rear End Oil Seal The housing consists of two halves bolted around the roar of the crankshaft which has a shallow spiral oll return groove machined in It to a depth of 0.004/0.008 In (010/020 mm). The bore of the housing accom modates a rubber cored asbestos strip eomprising two ing the seal the following procedure should be adopted:— Set up a halt housing in the vice with the seal recess uppermost and settle approximately 1 In (25 mm) of the strip, at each end, into the ends of the groove 0 that each end of the strip pro- tudes 0.010/0.020 in (0,25/0,50 mm) beyond the halt housing joint face, 2 With the thumb or finger press the remainder of the strip Into the groove, working from the centre. Use @ round bar to further bed in the strip by rolling and pressing its inner diameter (Fig. H.7). 3. Fit the sealing strip to the other half housing in similar manner. 4. Fit anew joint using jointing compound applied both sides. 8. Spread a film of graphite grease over the exposed Inside diameter surface of the strip. 6. Assemble the half housings around the crankshaft rear journal and fasten together (Fig, H8). 7. Swivel the complete seal housing on the shaft to bed in the strips and to establish that the assembly turns easily on the shaft. 8. Bolt the seal housing to the block end rear bridce plece. Lip Type Rear End Oil Seal Later engines will be fitted with @ circular spring loaded lip seat that locates around the periphery of the flange of the crankshaft. The seal is designed to function correctly with the cirection of rotation of the fengine and for identification purposes the seal Is marked with an arrow. ‘The lip type oll seal assembly and its counterpart ‘crankshaft are not interchangeable with previous types. This seal is easily damaged and extreme care should be taken when handling and fitting it. Any visual damage across the lip of @ new seal will cause feak- age and prevent bedding in of the seal | Eatiersealsnave.tatreartece as showninFig.H.9Later seals | ave @ protruding dust tp trom the rear face as shown In Fig | #0 | | To Fit Lip Seal in ts Housing | On production, the old type soa! was fited flush with the rear face of the housing (Fig. H.8) but the new type seal i fitted | deeper into the housing at Fig. 10, | in service, when a new sea is fited to a worn crankshaft, It | should bepressedturtherintotnehousing.inthefirstinstancelt CRANKSHAFT AND MAIN BEARINGS—H.5 HE ‘can be pressed into "sin (3,2 mn) for old type seals postion | '8'ornew type seals o, I this position has been used to "in | (64 mm) for la type seals or postion’ for new seals. |, fnew type seal is used in lace of an existing old type seal | sositon c"shouls be used if the old seal was fitted '/sin (3.2 ! ‘am) below the housing face. | If all three positions have been used, it may be permiss- | ible to machine the worn sealing area of the erankshatt | flange (See Page H2), but not the spigot area on which | tne flywhee! locates (see Fig. H.11), 4208 Ser Workshop Menuel May 1988.CRANKSHAFT AND MAIN BEARINGS-H.6 ‘A 0-09in (2,2mm) B 0-18in (4,6mm) © 0-27in (6,9mm) Ho 5-243.n 4133,f7rm) MIN Yein(4,8me) Ht H12 4286 Series Workshop Manual May 1986, Whan a new seatis ited toanew or conditioned crankshattin ‘ervey it should be ited inthe production positon, but the latest geal snot tobe usedin a wet back end application, itcan be ited tush withthe housing rear face (D', Fig. H.10), When pressing in the latest type seal, ensure thatthe adaptor has a suitable recess to clear the protruding dust lip. Tool PD145C can be used with both type seals. ne Before ting the sealin the housing, carefully exami for damage especially on the lip and outside dlameter. Using clean engine lubricating oll lubricate the cuside dla. meter ofthe Seal and the inside diameter ofthe housing Press the seal Into the housing tothe required position, taking Care thatthe seal ie antered and pressed in squarely, otherwise damage tothe ouside dlameter ofthe seal may occur or, fis ‘not square in the housing when fitted tothe engine, it may lak I [To clean the faces of the cylinder block and oil seal hous- | ing and the outside diameter of the crankshaft flange. Seal Housing | check that the seal and the outside diameter of the crankshat lange are not damaged. Where a new se {has been ited check that itis in the cortact postion as | previously detailed ensure that the two dowels are fitted in the cylinder I block (Fig 12). Coat both sides of the joint wth | Perkins. Hylomar jointing compound and postion the [Joint over the dowels in te block V using clean engine brcating oll Wibeate the \erantehatt lange the seal and the seal gulde. The tb. | nication of the seal is necessary to prevent damage that | may be caused by Initial dy running | postion the seal and housing on the seal guide, locate [the guide on the crankshaft lange and gently press the {seat and ite housing into postion on the flange locating | the housing on its dowels (Fig. Wt2} | witndraw the guide and secure the housing with setscrews and washers.On certain applications a balancer unit is incorporated Jn the engine sump, from which the lubricating oil ump is crven. The balancer unit can be ether front or centre mounted type. It ls Important to note that, on some of these applica tions, a crankshaft is fitted which has no balance weights, as distinct trom the crankshaft on other applications which can incorporate balance weights which are forged in the manufacturing process. When replacing a crankshatt, the correct type should be fitted as determined by the displaced crankshatt It Is also important to note that balancer units vary ‘according to which side of the engine, the lubricating oll fiter is fitted. When replacing a balancer unit, always ensure that the correct type is being tited Balancer Unit, Front Mounted ‘To Remove ‘Remove the lubricating oll sump. Remove the balancer unit assembly, complet lubricating olf pump. with the To Dismantle Rlomove the seven setscrews and washers securing the lubricating oil pump to the balance unit. Remove the oil pump..complete with backplate and Griving gear, if possible. Should the backplate and diving gear remain in position on the balance unit they must be removed separately. From the front of the balancer unit, remove the idler ‘gear hub retaining nut or setscrew. Remove the idler gear hub, Idler gear and thrust plate. Remove the two socket headed grubscrews in each of the balance weights. Press out each of the shafts in tur, towards the drive fend, taking care that the keys In the shafts do not foul the bushes in the drive end of the balancer frame. In sufficient care could result in the bushes being damaged and this would mean replacement of the complete frame assembly. Both balance weights may now be ited from the balancer frame, complete with thelr respective gears Should it be necessary to renew either the balance woights or coupling gears, remove the three socket headed capscrews in each balance weight assembly land take off the coupling gears. Remove the two thimbles which locate between the trame and the cylinder block. Remove the seven plugs from the cllways. in the balance frame and clean out the ollways. SECTION J Balancer Unit Important | When refting the socket headed capscrews. which | Secure the coupling gears to the balance weights, also | the socket headed grubscrews in the balance weights | ad the flor gear and hub securing stud, “Loctite” grade 601, should be used on the threads in the following Use of “Loctite” Thoroughly clean both male and female threads with 2 suitable degreasing fluid such as “Loctite Safety Solvent” (not kerosene) allowing 16 minutes for it to dry. is recommended that, where possible, "Locquic” Activator be used for this purpose as it wil considerably reduce the curing time. Apply a light coating of “Loctite” grade A, to both male and fomale threads, fit the stud or screw and tighten to the specified torque. A curing period of 24 hours (1 hour if "Locquic” @ Activator has been used) at room temperature must now be allowed before the engine is started. To Re-assemble the Unit Note Replacement bushes for the balancer frame are not serviced separately and if wear is evident, a replace- ment balancer frame assembly must be obtained, com- pote with bushes already line-bored. Later balancer Units have needle race bearings fitted in place of bushes and are not interchangeable with bushes. When needle race bearings are fitted, then the balancer unit drive and driven shafts, bearings, keys and oll pump gears must be changed after 5,000 hours operation Balancer units incorporating needle race bearings were Introduced as trom the following Engines Nos 212U8821L, 2x2UATB8070L 236U1590541. 296UA102118 (rear end rope seal) ‘296UA109692L (rear end lip seal) 24834896. 24BUAI29725 (rear end rope seal) 24BUAT24785L (rear end lip seal) Current balancer units have reversed balance weights where the gears are fitted to the rear of the weights Instead of the front as shown in Fig. J.1. and thicker section roller race bearings are fitted. When replacing needle or roller race bearings, they should not be hammered In, but pressed in using a suitable dolly. Needle race bearings should be pressed In to a minimum of 0.008 in (0,20 mm) trom the end of the housing. Thicker section roller race bearings ‘should be pressed in so that a clearance of 0.030/ (0.040 in (0,76/1,02 mm) is left between the end faces of all bearings and inside face of the frame bosses. 4.236 Series Workshop Manual May 1958.BALANCER UNIT—J.2 wt 1. Idier Gear Hub Retaining Nut or setscrews (later engines) Idler Gear Hub Idier Gear Hub Dowel Idler Gear Assembly (complete with bush) Idler Gear Thrust Piate Driving Shaft Driven Shaft Balance Weight Gear Retaining Screws Balance Weight Gear Bey 6 2 | Current engines have reversed balance | weights where the gears ere fitted to the rear | of the weights. Note | | replacement bushes are not serviced separately fr the icler | gear. replacementicter gear, complete wit precnished bush | must befite. ! | | ‘The stud which secures the ior gear and hub tothe balancer frame s avaliable as 2 spere part but nee not be removed fom It requites replacing, 4.296 Series Workshop Manual, February 1984. 10. 13, 14, 15, 16 17. Balance Weight - Balance Weight Locating Screw 12. Idler Gear Hub Stud Balance Weight Frame Plug Frame to Cylinder Block Thimble Frame Assembly (complete with bushes) Balance Weight Frame Plug Balance Weight Locating KeyHaving renewed any part showing signs of wear, pro: coed as follows:— Replace the seven plugs in the oll fillings of the balancer fram | Should it have proved necessary to renew the idler gear | and hub securing stud, fit the new stud, using “Locti [601 | Shoule it have boon necessary to remove the coupling | goats ftom the balance weights, using “Loctite” 60%, | reassemble, nally tightening "the socket headed | cabscrews to a torque of 11 Bt 1 (1,62 kgf m)~ 18 Nm Where necessary, renew the sha keys ‘Stand the balancer unit on its lubricating oll pump end face, Place the two balance weights complete with gears Into the frame, coupling the gears so that when the shafts are partially entered, the keys are in the same relative position, Le, both at top dead centre or both at bottom dead centre Eneure that each shatt ig related dead centre to the bushes at the front and rear of the frame and press in tnt! the drive shaft (with integral gear) Is fully home and the end of the driven shaft ig flush with the drive ‘end face of the balancer frame. Extreme care must be taken when pressing in the shafts, to prevent the keys from touching the drive eng bushes (where fitted) or the needle bearings es they pass through. The slightest damage caused this way Could result in seizure of the unit end severe con- sequential damage to the engine. | uaa “Loctto" 601, tt he two grubsrowe to each | Sttee‘eloht and tghten toa foun of 7 rn | (1,03 kgt m) - 10 Nm. Do not omit degreasing before | ing "toe Fit thrust plate, idler gear and hub so that the single ‘centre punch mark on the Idler gear registers between the two punch marks on the Integral balance shaft ‘gear. Ensure that the dowel In the hub locates in the ‘corresponding hole in the balancer frame, Fit the idler gear and hub retaining nut or sétscrew land tighten to a torque of 40 Ibt ft (5.53 kat m) — 54 .Nm. Revolve the unit by means of the idler gear to ensure that the action is quite free Place the oil pump back plate in position at the rear of the balancer unit, Fit the oll pump drive gear onto the end of the balancer drive shat. Fit the oll pump idler gear onto the idler shalt in the Pump and refit the pump housing to the balancer BALANCER UNIT—J.3 Unit, securing with seven setscrews and washers to @ torque of 24 Ib ft (2,90 kat m) —28 Nm. Revolve the balancer unit idler gear once more to censure freedom. Continue revolving the idler gear until the punch marks fonce more coincide, This may take several revolutions. To Replace Place the two locating thimbles into their bores and rofit the balancer unit to the cylinder block, ensuring that the single centre punch mark on the crankshaft gear registers between the two punch marks on the Idler gear of the balancer unit. ‘The balancer unit Is now timed to the engine. When fitting the balancer unit to an engine where the front end has not been stripped, it will not be possible to observe the punch mark on the crankshaft gear for the purpose of timing the unit to the engine. In this case, the engine should firstly be rotated so thet either the pision of No. 1 or No. 2 cylinder Is at top ot bottom dead centre. Bottom dead centre le preferable as any error greater than one gear tooth will cause & foul between the weights and the connecting rod In this position, making it obvious that the balancer unit has been wrongly timed. Revolve the idler gear until the single centre punch mark on the idler gear registers between the two punch ‘marks on the balancer shalt drive g Suitably mark with chalk, a tooth of the drive gear to align with another chalk mark on the frame. In this position, fit the balancer unit to the engine, checking that the weights have not moved by observ Ing alignment of the chalk marks. ‘As a further check, observe that the single ounch mark fon the idler gear still registers between the two punch marks on the balancer shaft gear, In alignment with the gear centres. Accuracy in timing the balancer unit to the engine is essential as an error will cause serious consequential damage to the engine. The ability to turn the engine over by hand is not necessarily proot that the balancer unit is cortectly timed. ‘Secure the balancer unit to the oylinder block with the four setscrews and washers, tightened to a torque of 40 11 (6.6 kgf m) ~ 54Nm Aor fitting the balancer unit to the eylinder block and especially inthe case where a new balancer unit frame has been incorporated, check to see that there isc! ance between the balancer unit frame and No, 1 main bearing cap. Reiit the sump in the normal manner, as described in the relevant service literature, 4.236 Series Workshop Manual May 1986.BALANCER UNIT—J.4 Balancer Unit, Centre Mounted ‘To Remove Drain the lubricating ol Remove sump. Suppott the balancer unit (Caution, the unit weight approxi- mately 85 tbs (25 ko) and remove the sx bolts and washers. To Dismantie 1. Remove iaier gear assembly (see 16,17, 19and21 Fig.J.2) by removal ofthe idler gear hub (see 16, Fig. J2). Use 0.986 in (25 mn) AF Allon key in tho icler gear hub Allen key socket or remove eotscrow. Ensure thatthe idler goat assembly Is removed complete to prevent parts trom damage. 2. Remove balance weights cover 3. Remove driveshaltigear (see 16, Fig. J2) and balance weight drive gear (see 3, Fig. J2) by removal of locknut (see 4, Fig. J2\ Lightly use hammer and dit on shaft at locknut end pastion to release Loctite seal of shatt ang balance weight grive gear spline. Ensure shaft threads fare not damaged and that the needle bearings are not damaged when the dirveshatt i sia out. 4. Removelubricating ollpump and suction pipe eee Band 1, Fig. 4.2) by removal of three setscrews which hold the lubricating ll pump to the balancer frame, 20 19. 18: 47 16 15: 1 10) i 12 11. Drive shatt end tlt, 0.008/0.012 in (0.13/0;30 mm). Drive shaft rear Dearing, dim below machined surface (0079/0.118 in (2,00/2,30 mm) Balance weight drive gear. Balance weight drive gear nut Balance uni rame. End cover Lv, ol raster plate. Lup ol suction pipe. Dive shaft gear bearing 10. Joint. 11. Lub. cil pump assembly, 4206 Series Workshop Manual March, 1958. '5. Remove lubricating oil pump reli valve as follows: jet valve assembly in posi- Spring pin which holds ton. )_ Spring cap, spring and plunger. Note: The spring pin must be removed carefully to ‘ensure that the spring and spring cap are not lost of ‘cause damage tothe operator when the spring pressure is released (s00 Fig. J10) On assembly eneure the correct rele! valve Is used. Turbo~ charged engines have a higher rated spring than the naturally aspirated engine for higher lubricating oll pros- 6. Remove balancer lubricating oil transter plate (see 7, Fa 412). Note position of iubricatng ol drection incators on the outside ofthe transfer plate for correct assembly pur- poses (see Fig. 3), 7. Remove frame end cover (seo 6, Fig. 2) 8. Remove balance weights caretully so driven weight gear 00s not damage the bearings. 8. Do not remove lubricating oil direction plugs (see A’ and 8 Fig, J and 5), Removal ofthe aiuge can damage the threads and make the frame ‘aulty, new frame wil the bbe needed. When right or left hand lubricating oil fiters aro filed tothe engine the correct balancer unit with the Correct lubleatng ol tlow must be fied to sult the fer postion 8S i 8 7 12. Orve shat, rear of bearing to front face §.126/6.164 In (1302/131,2 mm) 18, Dive shat front bearing, 14, Dive shatt front bearing, dim. below front face of frame (0.098/0.1 18 in (2.5/3.0 mm, 15. Driveshaft gear 16. Balancer unit idler gear 17, ler gear hub. 18. ler hub, Alien key recess or setscrew. 19. ler gear hub bearing, 20. laler gear and fost, 0,002/0.009 in (0,08/0,23 mm. 21. Ialergoar thrust washer.10. Clean all lubricating oll passages with a Kerosene spray Dry lubricating oll passages with alr pressure. 11. Check front ang rear drveshalvgear needle bearings for damage or wear, renew if necessary. 12, Check balance weight bearingsfordamage orwear replace itnecessary 18, Check balance weights for wear of damage on shafts and ‘ears (soe A” andD’, Fig. 7), renew if necessary Note: Balance weights shoul be renewed as a pair and not singly. To Fit new Bushes and Bearings Note: Where needle beuting and bush bearing are renewed, they must be pressed into position with mar- ‘els made to the dimensions given in Fig. 6. Frame Bushes CClean and lubricate parent bores and press in bushes (eee ‘A’ and ‘D- Fig. 7) Ina continuous movement until they are 0.128/0-130 in (8.26/30 mm) below the machined face (#20 ‘8 Fig 7) with mandrel Frame end cover bushes Clean and lubricate parent bores (see 6, Fig. J.2) and press in bushes (see ‘D’, Fig. J.7) in a continuoes move: ment unti they are 0.128/0.130 in (3,26/3;30 mm) below the machined face (see °C’, Fig. 7) with mandrel BALANCER UNIT—J.5 v4 Right Hand mounted ol fiter FH mounted tub. ol filter ‘A. Short hexagonal socket head plug position. B._ Long square socket head plug positon oO Nt 4 RS Js LottHand mounted oi fit Li mounted lu cite. ‘A. Short hexagonal socket head plug position. 8. Long square socket head plug position. Position OF. Filter Oil Transter Cover Plate J Raised symbols to indicate: ‘A. Hexagonal socket head plug positon Square socket head plug postion. . Oilflow indieation for RH oF LH lub ol fiter positon. emeaae, — me peed 4 a Manortfor Mandl sun bearns ivernah tron eae beating { Wander me crear | ame rear needle bearing J6 A. Mandrel for bush bearings. 8. Mandrel for criveshalt Front needle bearings. CC. Mandrel for riveshat Rear needle besrings. 4.298 Series Workshop Menusl March, 1988,BALANCER UNIT—J.6 Needle Bearings Clean and lubricate parent bores and with mandrel press in rear needle bearing (see 9, Fig 2) na continuous movement unt the bearing is 6.124/5.164 In (130/131 mm) fromthe ont ofthe trame (soe 12, Fig. 2) Press in front needie bearing (see 13, Fig. J.2) with man- drel in a continuous movement until the needle bearing Is 0.098/0.118 in (25/3,0 mm) below the front face of the frame (see 14, Fig. 12), Use of Loctite \Wmore the use of “Loctite is recommenced, the corect grade ‘must be used. Thoroughly clean threads or surfaces with asuit- able fluid (not Kerosene) to remove any grease or similar ‘deposits and give time to dry betore ‘Loctite! compound is applied to the threads, The Loctite must be given 24 hours at room temperature to harden before the unit's used, To Assemble 1. Ensure hollow location dowel Is in position and fit wore ceting oll pump (See 1%. Fig. 2) and tighten setscrews 022 tf (3,3 kot m) 20,0Nm, | Note: The latest balancer units do not have @ thimble | for the ol pump location. The location of the latest oi! [Pump is by a spigot on the rear face of the pump. 2 Fit engine lubricating ol relist valve assembly, Ensure the ‘alot valve bore is clean, not damaged or worn. Lubdcste bore and position plunger, the protrusion on the plunger must face out. Position spring over plunger protrusion, ‘spring cap. Compress spring and ft the spring pin in itslocton notes to keep the lubricating oil valve assembly 3, Lubricate neodie bearings (soe 8 and 13, Fig. J2) and {i eriveshst/gear (see 15, Fg. J.2) carefully so the needle Deanngs are not camaged wih tne snaft spines. ensure the shaft spines that dive the lubricating oll pump are ‘algned withthe ubsicatingollpempsplines when thedrve- shaft gar is sid into positon. 4, Add a small amount of ‘Loctite’ rade 242 to the outer fend of the balance weights drive gear splines (see 3 Fig. 4.2) and lacknut (see 4, Fig. J?) threads, Fit gear {eee @, Fig d.2) and locknut (see 4, Fig. J2) and tighten Tocknut to 63 Ibt ft (8,7 kof m) 85 Na. To ft locknut it will be necessary to slide daiveshatt tom gear to give ‘enough clearancs. Ensure inthis operation Loctite does not enter te bearing as this can cause needle roller failure. To tighten the locknut its necessary to hold the locknut with an open end spanner (ein AF) and use a suitable peg tool which inserts into the two holes in the ‘halt gear for use witha torque spanner. 5. Ensure drveshattgearand engine lubricating olipumpturn ‘realy. Chack crveshatt end float. 0.0067/0.0°37'n (0,177 0.35 mn) 6. Lubricate bushes in fram Fig. 47). nd end frame cover (soe and To Fit Balance Weights. 7. Position drveshatt'gear tits tmed position (see Fi. 8) Ensure shatt will not move, position balance weights (see Fig J) and ensure thatthe flats ofthe weights are inline with each other Fit frame end cover and lightly hammer Tocation dowels in place and then tighten setscrews to 40 Int f (5.5 kot m) 54 Nm Eneure balance welght erie {ear does not damage bearing when tted. 8. Fit lubscating ol raster plate and joint to balancer. ‘iy and tignten flanged bolts to 24 bt (32.5 Nm) isec symbols are positioned correctly to sult ccating ol iter positon ° -o 5 t © w7 A. Bush frame. Bush, dim. below frame surface, 0.126/0.130 in (25/330 mm) ©. Bush, dim. below frame end cover surface, 0.128/ (0.180 in (8,25/8,80) mm). 426 Series Workshop Manval March, 1988 Bush, frame end cover. Lub. ll transer plate, LH. lub. ofitor positon Lub oll transter plate, LH. tub ol fer postion. Balance weight ond fost cin 0.0073/0.0148 in (0,186/0,377 mm)18. (C2 now trame is used with new lubricating oll direction lugs, ensure he plugs are titted correctly to sult the fter Position and lubricating ol rater plate symbols (see Fig, sans) 10. Fitbalance weight cover and tighten stscrows to 7.5 bt ft (ON, Note: The lubricating oll ection plugs are of diferent length and have different shape socket heads. The long plug has © square socket and the short plug @ hexagon ‘socket. The socket shape will indicate if the plugs and transter plate ae fitted correctly forthe lubricating oil flow. Ensure that the iong Plug ls Delow the machined surface, ToFit Idler Gear | Setfaarergeeraoaaos in oae/ozs omy 1 Note: Idler gear hub with integral setscrew ~ 40 fot ft (65 ko! m) 54 Nm To Refit and time Balancer to Engine Ensure the locetion dowels are in the cylinder block boras [ (eee Fig. J71) Sot number 1 and & pistons at TOC. Locate | the balancer unit with the dowels and engage ‘cler gear to | eranksnatt gear. Look through hole in side of balance | weights cover (seo Fig. Jo) (later units co not nave cover ‘ides) and ensure that the Balance weight flats are level wth each other and in the centre of the hole (A) with the hat ren Balance weights towards the bottom of the sun. [if this pesition cannet ne obtained, the inital timing of the | nelance weight unit is incorrect (see Fig. J8). When th ing is ootrect, secure the balancer unt to the eyinger ack land tighten the six flanged bolts to 40 bf ft (6.5 Kai ‘54 Na (ee Fig. J32). Fk sumo ane tighten satscrewe 10 13 | get (1.8 kat m) 18 Nim BALANCER UNIT—J.7 A. Engine mounting face Hole dim. 0.256 in 3. Hole C’, 480 angie positon. (es mm, 6. Hole cim.0354 in (8,0 mm). F. Balance weight D. Gear shat dive. seembly postion weight flats position Je View looking tron. ont of engin. 44296 Series Wortshop Mencal May 1986.BALANCER UNIT-J.8 J12_ Note: Position of tubrcating oll suction pipe can change according to application 14206 Series Workshop Manual May, 1268,13 BALANCER UNIT - J.9 Centre Mounted Balancer Unit Assembly 14 Lubricating oil transfer plate. ‘Balancer frame and pate. Lubricating ol suction pipe. Lubricating oll pump. Lubricating oll pump cover plate, Iter gear hub. later gear. LLubscating ol pump impelior Balancer tram. tater gear hud later gear thrust pate. Idler goar bearing, Driveshaft needle rier Bearings Balance weights gear Drive gear and shat Balance weights. 14.298 Series Workshop Manual May. 1986SECTION K Timing Case and Drive ‘To Remove the Timing Case Cover J. Slacken the dynamo or alternstor mounting bolts, emove the adjusting arm and rive belt 2. Where necessary, remove water pump. Remove the crankshatt pulley. Remove the timing case cover taking care not to damage the crankshaft front oll seal which is located in the cover. To Renew the Crankshaft Front Oil Seal 1. Using @ press, ramove the cil seal trom the timing case cove 2. Press the new seal Into positon trom the front, Until the front face is ¢ In (6.35 mm) below the Iront face of the cover. With Massey Ferguson applications and 4.2482 engines, the seal should be pressed in 0.38/0.39, in. (985/391 mm) below the front face of the cover. For instalation of current seal, soe below. The seal is designed to function correctly with the direction of rotation of the engine and for identification purposes the seal is marked with an arrow. Earlir engines wore fitted with a black nitrile seal and 2 crenkshatt oil throw Later engines have a red silicone seal and the oil thrower is replaced with a distance piece, Under no circumstances should the latest ced seal be fitted with an oil thrower. ‘Current engines ae fitted witha black viton seal and a spoked type crankshaft pulley with an increased hub length which removes the need for @ distance piece. The seal has ar teuding lip tthe front and the adaptor fr pressing in this soa! rust have @sultabe cecess init to clear ths ip. Prose in the new seal with the spring loaded lip towards the inside ofthe case to the applicable imensian below the font face ofthe tinting case as shown in Fig. K2, To Refit the Timing Case Cover 1. Position the timing case cover on the timing case by means of two opposite setscrews fitted loosely. Cen- lige the cover by locating the centraising tool 30.162 0n the crankshatt andin the seal housing and tightenthe assembly bymeans ofthe crankshaft pulley selscrew and washer ~ do not overtighten, Tighten all the timing case cover setscrews and remove the toot (Treat bottom setscrews with Loctite 575). It the centalsing tool is not avaiable, the crankshaft pulley can be used to centralise the cover, but as this method utiises the inside ciameter of the seal and the latest seal is sot, the cover may not be teuy central and leaks may occur, 2 Refit the crankshaft pulley with the centre punch ‘mark on the pulley aligned with the line on the front face of the crankshaft (Fig. K3). Fit the retaining setscew and washer and tighten to the torque given fon Page 82. Some crankshaft pulleys are retained with a theust block and @ eetserews (Fig. K3A) ‘Bolt the dynamo or alternator adjusting arm tothe tim- Ing case and fit the fan belt. 8 A Kk Dimension A Dimension 8 hein (0.49/0.45 in (10,92/11,49 mm) hein (0.30/0.22 in (7,76/8,18 mm) KI 14.298 Series Workshop Manual March, 1988,TIMING CASE AND DRIVE—K.2 Checking the Timing Gear Backlash 41. Remove the timing case cover as detailed on pace Ka. 2. Check the timing gear backlash using a clock gauge or feslor gauges. This shout be 0.008 in (0,08 mm) minimum, ‘To Remove the Idler Gear and Hub 1. Remove the timing case front cover. 2, Remove idler gear retaining plate, kaa Ki 1. Idler Gear Hub 2. Oil Passage 3. Oli Pressure Rail £426 Series Workshop Manual, March, 1988.3, Remove the idler gear from the hub which can ow be withdrawn trom the timing ease (Fig. K.4) 4. Examine the gear and hub for wear, cracks, and pitting, etc, 5. Where necessary, replace idler gear bushes. These require boring to finished size atter siting, NOTE: Where a full load Is taken through the timing gear train, certain ioler gears are fitted with noodle earings. To Refit the Idler Gear and Hub 1, Refit the hub to its location in the timing case, 2, Remove the top cover and slacken off the rocker sesembly securing nuts. 3. Tur the crankshat to 7.D.C. No, 1 and 4 cylinders, le. with the crankshaft gear xeyway at the fap of Its "periphery. 4 Refit the idler gear to its hub with the timing marke fon the crankshatt, camshaft, fue! pump and idler sears aligned (Fig. K.5). 5, Refit the idler aining plate and socure with the three setscrews tightened to a torcue of 30 Ibf ft (41 kgf m) —41 Nm. Check icler gear fond flost (Fig. X8) 6. Tighten down the rocker assembly and adjust the valve clearance to 0.010 in (0,25 mm) cold. 7. Raft the timing case tront cover ‘To Remove the Camshatt G Remove the timing case 2, Remove the camshatt gear retaining setscrew, lock: Ing washer and retaining plate. 3. Using a suitable extractor, remove the camshatt gear (Fig. K7). 4. Examine the gear tor wet a cracks and pitting, ate. Note: Whore a camshaft gear is stamped with the letter'M,, use metric adaptors PD.186B-5 To Refit the Camshaft Gea 1. Remove the idler gear 2, Slacken off the rocker assembly securing ny 3, Refit the geer to the camshaft by drawing it onts ft with the retaining plate, new tabwasher 4% Turn the engine until No, + piston is et T.0.C., with the crankshatt gear keyway at the top of Its perk phery. 5. Refit the idler gear to its Aub ensuring all timing marks are aligned (Fig. K5). Fit the idler goar retaining plate and secure to a torque of 20 Ibt ft (4.1 kgf m) 49 Nm. 8. Tighten the camshaft setscrew to a torque of 60 Ibf (7 kof m)—88 Nm, and lock the tabwasher. 1 8 TIMING CASE AND DRIVE—K.3 Rett the timing case front cover. Tighten sown the rocker assembly anc adjust the valve clearances to 0.012 in (0,30 mm) cold. To Remove the Fuel Pump Gear (Hydraulic Governor) 5. Remove the timing case front cover. Remove idler gear and refit s0 that the timing marks are aligned (Fig. K.). Remove the fuel pump drive plate trom the quill shatt (Fig. KB). Remove the fuel pump gear retaining circlip trom the gear carrler (Fig. K8) and withdraw the gear (Fig, K:10). Examine the gear lor wear, cracks and pitting ete. 4.286 Series Workshop Marval, January 1853TIMING CASE AND DRIVE—K.4 To Refit the Fuel Pump Gear (Hydraulic Governor) (a) If original fuel pump gear Is being re- fitted: 1. Fit the fuel pump gear-to its carrer ensuring that the tooth with the punch mark coincides with double punch marks on the idler gear (Fig. K3). Ensure all timing gear markings are correctly aligned. 2 Secure the fuel pump gear to the carrier with the cirelip (Fig. K9). 3. Fit the fuel pump drive plate to the quill shaft and atter aligning the timing mark on the plate with the chisel mark on the gear (Fig. K.11), secure the plate to the gear. 4. efi the timing case. (b) To replace fuel pump gear: The new fuel pump gear will be prevmarked with the punch mark which will align with the double punch ‘marks on the Idler gear, but as there aro no markings showing the relative position of the goar and drive Plate, it will be necessary to re-set the fuel pump timing using the timing marks inside the fuel pump. Proceed a8 follows:— Ensure fuel pump citclip 1s correctly positioned as daseribed on Page Nz. (On current pumps the circlip is not set and timing tool [M8678 must be used, see page KS). 1. Re-align all timing marks. 2. Fit the fuel pump gear to its carrier with the punch atk aligning with the double punch marks on the Idler gear (Fig. KS) Fit the circlip (Fig. K). 4, Remove the plate on the top of the pump which also embodies the fuel pump retum connection to the tue! fiter (Fig. K.12). 8. Check that the scribed tine on the fuel pump ‘mounting flange aligns with the scribed line on the fuel pump gear cartier adaptor between pump and timing case. 6. Position the crankshaft so that No. 1 piston is at T.D.C. on compression stroke. 7. Remove the collsts, spring cap and springs from the Inlet valve of No. 1 cylinder and allow the valve to rest on the top of the piston, 8, Mount a dial indicator so that the stylus Is on the tip of the valve resting on top of No, 1 piston, Zero the dial indicator with No. 1 piston at T.D.C. Turn the crankshaft in the opposite direction to normal rotation, (approximately an eighth of a tum) and then forward until the required position for the particular fue! pump or application is registered on the olock gauge: see Page B17 for static timing position and relative piston aisplacement. 4.296 Series Workshop Manual March, 1988, K108. Fit the fuel pump drive plate In position on the quill shaft and St the three securing setecrews but do not tighten, 10, Tum the drive plate until the scribed line on the rotor marked “A” aligns with the squared end of the later type timing circlip. The earlier circlip has @ curved end and 2 scribed line (Fig. K.12 and K13), Tighten the securing setscrews, 11. Mark the fuel pump drive gear to correspond with the mark on the tuel pump drive plate (Fig. K.11). 12. Refit the springs, spring cap and collets to the No, 1 Inlet valve. 8. Refit the cover to the fuel pump and reconnect the fuel return pipe. Reteal the plate and bleed air ‘rom the fuel system 14, Re-assemble the timing case front cover. To replace fuel pump gear using fuel pump timing tool MS.67B 1. Turing engine in normal direction of rotation, position No. 1 piston to T.D.C. compression stroke by means of timing pin or pointer. 2. Remove fuel injection pump, 3. Using tue! pump timing tool MS.67B (see Fig, N.18), release scrow (5) and position splined shaft (6) in tool so that ralovant spline is to tront of tool 4. Ensure that slotted pointer (2) Is positioned with slot to front of tool and chamfered sides of slot outwards, At this stage, slotted end of pointer should be kept well back from front of body. Eneure that flat in washer fitted behind pointer securing screw (3) is located over pointer. 5. Release bracket screw (4) and set bracket so that the chamfered edge 1s in ine with the relevant engine checking angle (see Page 6.17). 6. Fit timing tool to engine in fuel pump position ‘ensuring firatly that splined shaft with master spline engaged ig fully located in pump drive shaft and than that register of tool Is seated in fuel pump locating aperture. Lock splined shaft in tool. Ht pointer ig 180° from timing mark on rear of timing ‘case, engine is probably on wrong stroke in which ‘case, remove tool and set engine on correct stroke, 7. Slide slotted pointer forward so the slot is halt way over adaptor plate flange. 8, Turn timing tool by hand in opposite direction to ump rotation (shown on pump nameplate) to take Up backlash and check that timing mark on pump adaptor flange is central in slot of pointer 4, Fit fuel pump étive plate in position on quill shaft land secure by three setscrews, 10. Mark fuel pump drive gear to correspond with the mark on the fuel pump drive plate (Fig. K.11) 11, Remove timing too! and refit fuel pump as described on Page N6. 12, Reassemblo timing case front cover. TIMING CASE AND DRIVE—K.5TIMING CASE AND DRIVE - K.6 To Remove the Fuel Pump Gear (Mechanical Governor) 1. Remove the timing case cover. 2. Realign all timing marks (Fig. K'S) by removing and replacing idler gear. 3. Remove the three setscrews and spring washers, of nut which secure the gear to the fuel pump. 4, Withdraw the gear from its dowelled location on the ‘uel pump (Fig. K14), or keyway (Fig. KIA) Note: Gears with metric withdrawal threads wil have the letter 'M’ formed on the front face of the ear. Use metric withdrawal tools PD.15585, To Refit the Fuel Pump Gear (Mechanical Governor) 1. Fitthe fue! pump gear tothe shalt, locating the dowel fr keyway o! the gear into the slot or key on the fuel ump shatt ang align the punch mark with the double punch marks on the idler gear (Figs. KS and Kd} 2. Secure the gear with the three setscrews and saring washers, o nut 3. Refit the timing case front cover. To Remove the Timing Case 1, Remove the timing case tront cover and timing gears, crankshatt oil thrower or distance piece. 2 Remove the fuel pump and exhauster or com pressor and compressor drive (where fitted). 3. Remove the nine setscrews and spring washers securing the timing ease to the cylinder block. 4 Remove the four setscrews and washers securing the sump to the timing case. 5. Withdraw the timing case trom the cylinder block To Refit the Timing Case Refit the timing case to the cylinder block. ‘Secure the sump to the timing case. Refit the fue! pump and exhauster (where fitted) Refit the timing gears and front cover. Fitting New Timing Case or Fuel Pump Adaptor Plate Im the event of a new timing case (mechanically governed engines) or fuel pump adaptor plate (Hyéraulically governed engines) being required, these will not be marked with the scribed line for the correct alignment of the fuel injection pump. To arrange these necessary markings, with the fuel Pump removed, proceed as follows — 14296 Sere Workanop Manual March, 1988 Ki4 4. Slot in Fuel Pump Hub 2. Dowel KI4a New Timing Case (mechanically governed engines) 1. Tum engine In normal direction of rotation until No. 1 piston is at T.D.C. on compression stroke, te with valves of No. 4 cylinder rocking The T.DS. posi: tion can be obtained on some engines by means of 2 timing pin oF pointer tittes to the timing case cover which shoul align with a driling or timing mark on the crankshatt pulley at T.0.C. | 2, Fit adaptor PO.676+1 (see Fig.K16) to fuel pump ‘gear so that the dowel of gear locates in slot of ‘adaptor and adaptor shalt is towards rear of engine. Secure adaptor to gear using setscrews. For DPS. pumps, fit adaptor PDS7-2 (see Fig K15A) onto ‘splined ahatt of timing tool MSB7 B and lock splined shaft in tool (see Fig, K158).8 Release screw (6) of timing tool MS67B (see Fig. N15) and remove splined shaft (Retain for DPS bumps) 4, Ensure right angled straight edge of pointer is Positioned towards front of timing teo! and that the Slot in the bottom edge of the pointer is pointing downwards (see Fig. Kt) At this stage, right angled straight edge of pointer should be kept well back from tront of body. Ensure that flat of washer fitted Dehind pointer securing screw (3) is located over pointer 5, Release the bracket locking screw (4) and set brac ket so that the chamfered edge is in line with the relevant engine checking angle (see Page 6.16) 6. Pressing fuel pump gear and adaptor K15 towards rear, locate splined shaft of adaptor into timing toot with master spline engaged and adaptor shaft in tim- ing tool with rear face of adaptor abutting front face of timing tool 7. Move toot forward, complete with gear, so that regls- {er of too! locates in pum aperture of timing case. For DPS gums, fit timing tool to engine in fuel pump position and secure to gear with nut see Figs. KI5A and 8}, If pointer is 180° out, engine is on wrong stroke and tool should be removed and fenaine gat on correct stroke, 8 Slide slotted pointer forward to reach rear face of timing case and lock into position. 8. Take up backlash by turning tool against normal Airection of rotation (shown on pump nameplate) land mark the seribed line on the fear of the timing case along the straight edge of the Bointer (see Fig. K16) 10. Remove tool and adaptor from fuel pump gear and fit fue! pump to engine as detailed on Page N7. New Fuel Pump Adaptor Plate (hydraulically governed engines) 1. Tum engine to T.0.C. on compression stroke by ‘means of timing pin or timing pointer. 2. Release screw (6) of timing too! MS67B (see Fig, N15) and position spined shaft (8) in tool go that relevant spline is to front of toot 2. Ensure that slotted pointer (2) is positioned with slot to front of too! and chamfered sides of slot out ‘wards, At this stage, slotted end of pointer should be kept well back from front of body. Ensure that flat in washer fitted behind the pointer securing screw (3) is located over pointer. 4. Release bracket screw (4) and set bracket so the chamfered edge is in tine with the relevant engine checking angle (see Page 8.17) 5. Fit timing tool to engine ia fuel pump position ensur- ing firstly that splined shaft with master spline engaged is fully located in pump drive shaft and then that register of tool is seated in fuel pump locating aperture. Lock splined shaft in tool. I poin ter is 180° out, engine is probably on wrong stroke jn which case, remove toot and set engine on cor rect stroke. 6. Slide slotted pointer forward so that slot is half way lover adaptor plate. 7 Turn timing tool by hand in opposite direction to pump rotation (shown on pump aameplate) to take Up backlash and mark scribed line of adaptor plate to coincide with centre of slot in pointer (see Fig. K17). TIMING CASE AND DRIVE-K.7 KIS Ki6 8 Remove tool and fit fuel pump as detailed on Page Ne Note: The abore method of checking can be used it the scribed line on the fue! pump gear or tuel pump adaptor plate (see Fig. Ki) is suspected With the timing too! fitted, the adaptor plate can be adjusted on its slotted holes until the scribed line of the fuel pump adaptor plate aligns with the siot in the pon ter of the timing took 4.206 Sores Workshop Mara January 1996,TIMING CASE AND DRIVE - K.8 To Remove the Camshaft and Tappets Camshaft end float is controlleg by a thrust ring located In the front face of the cylinder block The ring is ‘dowelled and held in position by the timing case. To remove the camshalt it ig necessary 10 remove the fengine from the application and mount It in a suitable cismanting stand so that It can be turned upside down Proceed as follows: 1. Remove the rocker cover, rocker assembly and push rods. 2, Remove the timing case front cover, timing gears and timing case. Turn the engine over so thatthe sump is uppermost Remove the sump Remove the fuel lft pump. Remove the camshat thrust ring (Fig. K18) \witharaw the camsnatt (Fig, K19) “The tappets may now be withdrawn (Fig. K20) To Refit the Tappets and Camshaft 1. Refit the tappets, 2. Refit the camshatt 3 Refit sump. Fit the camshaft thrust ring on the dowel inthe front face of the cylinder block (Fig. K18). Check the prot. rusion beyond the front face of the cylinder block ‘See “Technical Data’, Page 8.10. Fett the fuel itt pump. Relit the timing case, timing gears, front cover and sump 7, Refit the push rods and rocker assembly. Adjust the valve clearances to 0.010 in (0,28 mm) cold. Refit the rocker cover. Vaive Timing From the fellowing 4.236 engine numbers a change in ‘cam form has taken piace:- 4701802 47020834 44020894 (Exclusive to Chrysler (U.K) Lta) 4202060 (Exclusive to Gebr. Claas. This has necessitated @ change in the valve clearance for No. 1 inlet valve for the purpose of checking the valve timing, The valve clearance for the earlier type camshatt (Part no 31415291) is 0034 in (086 mm) whereas the clearance for the later type (Part No. 31415202, 31418372 07 31415381) is 0.047 in (1,2 mm). ‘These camshatts are completely interchangeable, their only dliference being the cam form. If the camshalt is removed from the engine, the part number can be seen (on the end opposite the one which carries the gear 44286 Seves Workshop Manual, January 1988, K18 1. Camshatt Thrust Washer. 2. Camshaft. 3. Thrust Washer Dowel Pin.‘Those engines which are rated above 2,300 rev/min are fitted with a high speed camshatt, (Part No. 31418292, 31415372 or 31415381), the inlot valve clearance for the purpose of valve timing is 0.047 in (1,2 mm) For engines rated at 2,300 rev/min and below a ow speed camshatt is fitted (Part No. 31415321, 91415971 of 31415374), tho inlet valve clearance for the purpose of valve timing is 0021 in (0:53 mm). 14236 engines have camshaft Part number 31415294, 31415973 or 31415982 fitted. The Iniet valve clearance for the purpose of valve timing Is 0.037 in (0.94 mm) Checking Valve Timing 1. Turn the erankshatt untl the valves on Na. 4 cylin ‘er are “on the rock 2. Sot the valve clearance of No. f inlet valve accord ing to the eam form of the camshatt fitted 3 Turn the engine in the normal direction of rotation Until the valve clearance of No. 1 inlet valve is just taken up. 4, Check that Nos. 1 and 4 pistons are now at T.DC. by ‘eans of the timing pin or pointer. Unscrew the pin until it locates in the hole machined in the rear face of the crankshaft pulley as shown in Fig. K21 Later engines have a fixed timing pointer and a 7.0.6, ‘groove om the edge of the crankshalt pulley (Fig. X22). The valve timing tolerance is + 2%". When the timing is found to be correct, return the timing pin to its location and reset the valve clearance of No. 1 inlet vahe to | 0.010 in (0,25 mm) cola. The only error possible is In the fitting of the timing gears 20 22 TIMING CASE AND DRIVE - K.9 2. Timing Pin, 4.206 Sens Workshop Manual, January 196,O98 PR NN anasey eo0u 4.236 Series Workshop Manual, February 1984SECTION L Lubricating System 1 importance of correct and clean lubrication cannot be stressed too highly and all reference to engine oil should be taken to mean lubricating oll which falls within the specification given in the appendix. Care should be taken that the cll chosen Is that specifiog for tho climatic conditions under which the engine is operated. Description The lubrication is of the forced feed type, the oil being circulated by @ lobed rotor type oll pump driven through an idler gear by the crankshaft gear or by a gear type cil pump crven trom the rear ofthe front mounted balance unit {when fed). The ot is drawn through a sump strainer to the Dump. Olis then pumped the elle! valve housing and the ull ‘low ite When a centre mounted balance unit is ited, the ol ‘pump and rliet vahe are integral withthe belance uni ‘ol passes through the fiter tothe prossure ral. On T4.236 fenghes, ol passes fist through the covier assembiy, A pipe from the fiter head feeds ol te the turbocharger Fromthe presureralthocilistedtotne main bearings, big ends ind on T4.236 engines, piston cooling jets which have integral cele valves A seal pcevons oi leaking along the crankshatt the rear end The camshaft bearings are lubricated from numbers cone, three and five main bearings. ‘The camshatt centre bearing supplies a controlled teee of oll to the rocker shaft assembly. This is achioved by allowing oil to be forced to the rocker shaft oniy when the ollwaye in the camshatt journal and camshaft centre bearing are in line. Oll trom the rocker shaft escapes through a small blood hole In each rocker lever and lubricates the valves and guides by splash. The Idler gear and hub are pressure lubricated direct from the pressure rail. Oil enters the rear of the hud land passes through drillings to lubricate the idler gear bush and gear retaining plate. Where hydraulically Governed pumps are fited the fuel pump hub is also Dressure lubricated from the pressure rail (Fig. N.12) Timing geer teeth are splash lubricated by surplus oll from the front camshatt bearing idler gear hub and fuel pump hub Pistons, oylinder liners and connecting rod small end bearings are lubricated by splash and oll mist, also tho cans and tappots of the valve mechanism. On 14.226 ‘engines, lubricating ols also alrected to the underside ofthe Pistons. The Oil Pump The following instructions rer tothe oi pump fited to engines vthout @ balance unt. Where a balance unit i fited. then feference should be made to Section J ‘The oil pump is secured to the front main bearing cap by three setscrews. The cil pump gear is driven through a hushed idler sear, The oil pump crive gesr is pressed or Keyed on to the ump driven snaft on the other end of which is presseo and pinned 8 three or four lobed rotor. Thie rotor meshes with a four or five lobed criven moter, whieh is free to rotate in the cast iron pump body. Le On later engines, the sump strainer cover Is fitted on the upper side of the euction pipe flange (see Fig. L.). 41236 Series Wetkshop Manus January 1993,LUBRICATING SYSTEM—L2 To Remove the Oil Pump 4. Remove the sump. 2. Remove the strainer (Figs. LS and Ls) 3, Romove the suction pipe. 4. Remove the cil delivery pipe between the pump and reliot valve housing. 5. Remove the crankshaft pulley, timing case tront ‘cover, timing gears and timing case. ©. Remove the idler gear circlip and Idler gear (Figs. LS and L6) 7, Remove the three setscrews securing the pump to No. 1 Main bearing cap and withdraw the pump from the cap (Fig. L?). | Note: Later pumps have the strainer integral with | the suction pipe To Dismantle the Oil Pump. 1. Romove the oil pump drive gear retaining circlip (where titted) ana the drive gear 2, Remove the key from the keyway of the drive shaft, (where fittag 3. Remove the end plate ‘ote: Later oll pumps have a drive gear without a citcip fitted. This gear must not be removed as tan reduce tho iterforonco 1 of the gear ithe geeris worn, the pump must be renewed as ‘separate parts are not availabe. The internal parts ofthe pump Can be examined by romeval ofthe end plate only. 14.236 Series Workshop Manual March, 1988.4. Remove the drive ang driven rotors from the pump body. 5. Remove the "O sealing ring from the pump body (where fted) (Fig. LB) Inspection 1, Examine all parts for signs of cracking, wear or corrosion. 2, Install the inner and outer rotors in the pump body. The chamfered edge of the outer rotor enters the pump body first 3, The clearances.of a new pump are given on Page B.12 sn are checked af shown in Fige, L9, 1.10 and Lit NOTE: Should an oi! pump be worn to such an ‘extont it adversely atfects the working pressure, a replacement pump should be fitted. Parts of tho pump are not supplied individually. L109 LUBRICATING SYSTEM—1.3 14208 Series Workshop Manual, Match, 1988,LUBRICATING SYSTEM—L.4 To Assemble the Oi! Pump 1. Fit the tive ane driven rotors to the pump body fentering the chamfered end of the outer rotor to the body frst. Refit end plate using a new "O” seal Ing ring (where fitted) 2. Refit the key (where fitted) in the keyway of the drive shaft and refit the drive gear to the shaft. With ‘earlier pumps the boss on the drive gear was positioned towards the rear of the gear, the fat face of the gear being towards the circip groove. The ‘eortect clearance for the gear was 0.003/0.007 in (0,08/0,18 mm) between the rear face of the gear fand the pump body. ‘With current pumps, the boss on the gear is positioned on the front of the gear and the correct Clearance for the gear is 1,244/1.264 in (31,60/ 32,11 mm) when measured from the face of the {ear boss to the rear face of the pump mounting flange as shown in Fig. L.12. The minimum clearance between the gear and pump body should be 0.004 in (0,01 mm). 3. Fit the drive gear retaining circlip (where fitted) Prime the pump with clean engine lubricating oil betare titing tothe engine. To Refit the Oi! Pump 1. Fit the oi pump to No. 7 main bearing cap. 2. Refit the Idler gear to the shaft with the recessed face towards the front and secure with the circlip. Check the idler gear end float which should be 0.002/0.016 in (0,057/0,41 mm). Check the back lash between oll pump gear and idler gear which should be 0.098/0,009 in (0,16/0,23 mm) Fig. L.73. 3. Refit timing case, timing gears, timing case front cover and crankshaft pulley 4. Refit the oil colivery pipe between the oll pump and pressure reliel valve housing Refit the suction pipe to the oil pump, Fit the sump strainer to the pump suction pipe and refit the sump to the engine. Refil the sump with oll of an approves grade. Before starting, crank the engine over using the starter motor with the stop control out until oll pressure is indicsted. Oil Pressure Relief Valve ‘The oil pressure roliot valve is contained in a housing bolted to the bottom face of the cylinder block and Is set to operate at 50/60 Ibt/in* (3,52/4,22 kgt/em") 345/604 KN To Remove and Dismantle the Relief Valve Assembly 1. Remove the sump. 2. Disconnect the oi! pump delivery pipe at the relict valve end, 4.298 Series Workshop Manuel, March, 1988 un 4244/1264 in (31,60/32,41 mm) 0.004 in (0,10 mm) MINIMUM. LiaLUBRICATING SYSTEM—L.5 4 3. Remove the relief valve housing, later type (Fig. La). 4. Remove the spliipin trom the end of the reliet valve housing and withdraw the cap, spring and plunger (Fig. L.18), 8. Thoroughly clean all parts and inspect them tor woar or damage, ‘To Assemble and Refit the Re Assembly 1. Fit the plunger, spring and cap to the reliet valve housing and secure with the split pin valve 2. If possible, check the pressure setting of the rele valve. The valve should Ift between 50/60 tbt/in* (352/422 kglem) 345/414 KN/m* for naturally aspirated engines and 70/80 lot f (4,92/5.62 katicm®) 482/551 kN/m’ for turbocharged engines. Ino extreme cwution is advised when starting the engine until it ie certain that the pressure relie! valve is ‘working correctly. 3, Refit the relief valve housing to the cylinder block (Fig. L.16 Illustrates early type arrangemer ui 1. Relief Valve Body 2. Plunger 3. Spring 4. Spring Retaining Cap 5. Split 16 1. Oil Relief Valve 2. Joint 4, Connect the ll pump delivery pipe to the reliet valve housing 5, Ensure that the sump strainer is correctly post tioned on the oll pump suction pipe. efit the sump and refill with oll of an approved ‘rade. Lubricating OW! Filters AA sump strainer and a full flow main starter are fitted. The main il fiter Is mounted on the side ol tne 7 4206 Seres Workshop Manual May, 1986.LUBRICATING SYSTEM—L6 cylinder block, The paper element or canister should ‘not be cleaned, but renewed as given in Section C. The lubricating olf fiter can be fitted to elther side of gine, Dut It Is important to note that to change the filter position necessitates removal of the sump anc changing the lubricating oll pump feed to the opposite side of the cylinder block, A diferent oil rele! valve must also be fited. Where @ balance unit is fited, then this must also be chanced and zn adaptor plate fitted in the old fiter position as all these modifications are Necessary to permit delivery of lubricating oll to the working parte of the engine. To Change the Filter Element 41. Remove fitter bow! (Figs. L.17 and L 18) 2 Remove the old element and clean out the con talner 3. Part fill the container with new oll and fit the new element so that it locates correctly on the spring loaded guice in the base of the container. 4. Fit the new container seal in the filter head. 5. Offer up the container and element assembly to the fier head ensuring @ correct seating In the fiter head and secure to a forque of 16 Ibt ft (2.1 kat m) —20 Ne To Renew Screw Type Oil Filter Canister Unscrew filter canister from liter head (Fig. L.19). Discard old canister Clean fiter head. 4. The 74.296 engine has an oll cooler which is mounted between the iter head and oil iter canister Fig. 20), Bore fiting a replacement canister, the retaining adaptor screw should be checked for tightness. Ensure that the oil cooler Is positioned correctly : clean sealing area for canister us 4236 Series Workshop Manual May, 1888. Lig 5, Using cloan engine oil, liberally oil top seal of replacement canistr. 6. Fill canister with clean tubricating oil allowing time for the oll to filter through the element Screw replacement canister onto filter head until seal just touches head and then tighten as per instructions on canister. Where a tool is available, tighten to 15 Ibt ft (2,07 kgf m) —20 Nm 7. Run engine and check for leaks, Note: The oil fiter canister has an internal valve to prevent drain back and a special tube stack so always ensure that the correct replacement is fitted. To Remove and Replace Oil Filter Assembly Withdraw the two setscrews securing the filter to the cylinder block and remore the filter assembly. Refit with new joint and torque setscrews to 30 lot ft (42 kat m) — 41 Ne CCheck the sump level after running the engine and top Up as necessary. To Remove and Replace Oil Cooler (14.236 only) Drain cooling system, Remove coolant pipes by loosening the hose clips and removing the hoses. Remove lubricating oil fiter canister by unscrewing in fan anti-clockwise direction at the same time supporting oil cooler. | Remove olicoler(Fig. 21). Note: % UNF oll cooler connector 10. Wrosting oi fier "head torque Is 275. io Ge kt m= 37 Nm "To replace, ensure that the fiter/cooler assemblv head is clean. Check cooler rubber “O" ring seal: replace if damaged or detormed. Replace oil cooler ensuring “O" ring seal is seating correctly. Replace lubricating oil fier canister as. previously describes. Replace coolant pipes and hoses. Tighten hose clips. Refill cooling system.LUBRICATING SYSTEM-L.7 Lat | To remove filter tom oil cooter. | To remove oi cooer 4.236 Series Workshop Manual, February 1984SECTION M Cooling System The engine is cooled by water circulation through passages in the cylinder block and head. Circulation 's by thermo-syphon action assisted by an impeller type water pump driven by a "V" belt rom the crank shatt pulley. ‘A high or low position water pump may be fitted on the front face of the eylinder block. ‘The water pump bearings are pre-packed with a special ‘grease during assembly and do not require attention A thermostat is fitted in the water outlet connection To Adjust the Driving Belt Fan and dynamo or alternator belt tension should be adjusted 30 that it is possible to depress the belt approximately # in (10 mm). This should be checked between crankshatt and water pump pulleys. (high position water pump) or between crankshaft and dynamo or alternator pulleys (low position water pump) s00 Fig. M2. \ Correct tension of the fan and dynamo or alternator b | should be maintained by periodical checking. and | adjustment Belt adjustment is obtained by altering the position of ‘the dynamo or alternator with an adjustable link. Note: When a new belt Is fitted it ie advisable to re check the adjustment after a short running period For those engines which have twin fan belts fitted, they should not be renewed individually but in pales. To Remove and Refit Water Pump— High Position Type 1. Remove fan bel Remove fan Disconnect connections to water pum Remove pump. Refit pump in reverse sequence. Reset tan belt tension, M2 44.200 Sees Workshop Manus, January 1988COOLING SYSTEM - M.2 To Remove and Refit Water Pump - Low Position Type 1. Remove fan bet. 2. Remove fan 3. Disconnect connections to water pump. 4. Remove dynamo or alternator and bracket. 5. Unscrew and remove nut and washer trom stud at top of water pump. Unscrew four setscrews securing ump to cylinder block. Withdraw pump trom engine (Fig. M3). 6. To remove pump rear body from cylinder block, take ‘out remaining setscrew, which passes through rear body only. Withdraw body from its location (Fig. Ma). 7 Refit pump rear body and water pump in reverse sequence. 8. Tension fan belt With later pumps which are secured directly to the eylinder block, the lower fixing setscrew and corresponding drilled boss on the water pump body thas boon deleted and the jolnt and cylinder block ‘modified accordingly. The [ator type water pump Is Interchangeable with its predecessor providing the later joint is used and the ower setscrew discarded. To Dismantle the Water Pump ~ Earlier Low/High Types 1. Remove the nut end spring washer (earlir engines: ‘may have self locking nut and plain washer) socur- ing the water pump pulley and withdraw the pulley trom the shaft (Fig. MS), also the driving key. 2. Press water pump shaft, complete with impetier, out of the body from the front Press impeller trom the shaft. Remove water seal from the shaft. Remove bearing retaining ctclip trom front of body. Press out the two bearings and distance piece. 7. Remove tront grease seal, seal retainer and flange. Note: With the latest water pumps, the seal retainer and flange has been deleted and the length of the distance piece increased accordingly To Dismantle the Water Pump ~ Latest Type 1. Remove four pulley retaining setscrews and remove pulley (see Fig, M6) 2. Remove nut and spring washer securing pulley hub to shatt 3. Using a suitable puller, remove hub from shaft (see Fig. M7). Remove circlip from end of bearing housing Support pump at pulley end and using @ suitable mandrel that will pass through the bore of impellor, press out the shaft from the pulp body complete with bearing assembly, 4.206 Series Workshop Manual, Jaruay 1880, 6. Press out he two bearings and distance piece from shatt. 7. Remove seal/countertace unit from bearing housing. Inspection 1. Examine body for cracks, damage or corrosion. 2. Examine dtive shalt for wear ensuring inner diameter of the bearings are @ perfect {it on the ‘shalt. The shalt should be renewed ifthe inner races rotate on it 3. Remove rust and scale from impeller and inspect for cracks of damage, Examine impeller hub sealing face lor excessive wear or scoring. 4. Examine water seal for damage. 5. Inspect bearings for pitting, corrosion or wear.COOLING SYSTEM - M.3 ‘To Re-Assemble the Water Pump — Earlier Low/High Types 1. Press rear bearing onto the shat, fit distance plece land press on front bearing. When fitting bearings to the shaft, ensure the shielded face of each bearing facos outwards towards the front and rear ends of shat 2. Fit grease seal retaining plate in position against back face of the rear bearing. This retaining plate is “dished and when in position, the centre of the plate must not be In contact with the bearing. 3, Fit folt seal and seal retainer housing so that these bear on the retaining plate, 4. Half fil space between the two bearings with high metting point grease and press complete bearing ‘and shaft assembly into pump housing from the {ront end. Position the retaining circlip In the recess ‘of pump housing immediately forward of front bearing 5. Fitwater seal with carbon face towards rear At this stage, the shaft should be turned by hand te check for undue resistance, 7. Fit driving pulley key and press on pulley making ‘sure there is no rearward movement of the shaft. @ Where ceramic countertace seals are fitted, fit seal to shaft with countertace towards water seal and rubber bonded holder towards impeller face. 2 Press impeller onto shalt so that a clearance of (0012/0032 in (0,30/0,81 mm) is maintained be- tween Impeller vanes and pump body (Fig. Ma). 10. Refit spring washer and nut, tightening to a torque fof 60 Ib ft (82 kgf m) - 81 Nm. if no spring washer is fitted, use ‘Loctite’ 603). To Assemble the Water Pump - Latest Type 1. Fit seal/counterface unit into bearing housing, ensuring that the Sealing face is correctly aligned in the housing to provide a good water seal 2. Press rear bearing onto shaft fit distance piece and press on front bearing 3. Press shatt and bearing assembly into bearing hous Ing and fit bearing retaining cictip. 114, Support impeller end of shaft and press on pulley | hub. Apply Loctite 603 to shaft threads and fit | spring washer and nut. Tighten nut to 60 lbf ft (8.3 | kot m)- 81 Nm. 5 With pulley end of shatt (not pump body) supported, |. press iepelior onto shalt eo that a clearance of | 0.02770.085 in 0,68/0,88 mm) is maintained between | impel blades and pump body. 6, Fit pulley and secure with four setscrews. | Note: wnere an adaptor nut is fitted with an external ett | hand thread, the tightening torque is increased to 75 lof | #1 (0,4 kgf m) 100 Nm, Use Loctite 603 on threads and | shat 41208 Series Workshop Manus January 1098,COOLING SYSTEM ~M.4 | Current Water Pumps | From engine number LD50317U558771W, a new water seal and a new impelier have bean introduced. ‘The | length of the impeller nas also been reduced 0 that | tere is a clearance between the impeller and the seal | To ensure that this clearance is correct, itis important | that the seal and impeller are fitted in accordance with | the instructions that follow | To Fit the New Seal The new water seal is an Interference fit on the shaft and a tool will be necessary to ft the seal correctly. The tool should be made of mild stee! to the dimensions shown in figure M7A. The dimensions of the tool to ft the water seal will ensure that the Seal is the correct length after it is installed. tt will also prevent axial distortion of the seal when it is pressed onto the thatt, Do not lubricate the seal. It Is important that the seat Is ‘ot contaminated by oll or grease and if it is held in the hand, it should be held by the edge of the flange. Do ‘not damage the ring of gfcen sealant applied to the ‘body of the water seal just behind the flange of the sea 1 1 I i I i i I I 11. Support the pulley end of the shaft, put the seal in |” position on the end of the shatt. Ensure that the ring [of sealant is towards the bearings. 2. Use the tool to press the seal onto the shaft unt the bottom of the seal flange Is in contact with the | pump body, 3. Continue to apply force for approximately ten Seconds to ensure that the seal remains in pesition ‘when the force is released, To Fit the New Impeller 1. Support the pulley end of the shaft. 2. Press the impeller onto the shaft unti the clearance between the impeller blades and the pump body is. 0.027/0.035 (0,69/0,80), | 3: Turn the shaft to ensure the impeller is tree to rotate, \ Water Pump Seals Where ceramic countertace water pump seals are titted, if the engine is run without coolant, even for @ few seconds, the heat build-up between the carbon seal and ‘ceramic countertace is very rapid, resulting in the crack- ing of the ceramic. This often creates the misun erstanding that the cause of leakage is due to the incorrect assembly of the sealing arrangement of the water pump, To Remove the Thermostat 1. Drain off the coolant and remove the hose between radiator header tank and water outlet connection ‘adaptor, or water pump. 2. Remove water outlet adaptor and joint 4, Remove thermostat (Fig. M9}. Testing the Thermostat It it Is suspected that the thermostat is not operating correctly it should be tested as follows. 4.206 Seles Workshop Manual, January 1953. 1.73 in (44,0 mm) 8 1.87 in (40,0 mm) .0.44/0.46 in (11,9/11.9 mm) 0 1:47 in (87.9 mm) £0.69 in (16,1 mm) 6.0.08 in 2,00 mm) at 45° F 0.04 in (1,00 mm at 45°Fs0 thermostat in water and gradually heat, Check water temperature at frequent intervals with accurate thermometer. The valve should commence to open at temperature stamped on top face of thermostat adja cent to valve seat. Thermostats are not repairable. Piston Cooling Jets Piston cooling Jets are fitted to the majority of tur bocharged engines (see Fig. M10). Cooled lubricating oll is directed by means of spray jels fitted into the main pressure rail at the base of each cylinder liner onto the Underside of each piston crown where it circulates, dispersing heat from the combustion area. The oil en drains back into the sump, The lubricating oll feed to the jt nozzle Is controlled by a pressure ‘ela! valve fitted into the main body of the piston cooling jot assembly and comes into operation at a pressure of approximately 30 tofin® (207 N/m) To Remove Piston Cooling Jets (Fig. M10) Drain the lubcicating ol! and remove sump. Remove the banjo bolt securing the jet body to the cylinder block. The piston jot assembly can now be removed To Refit Piston Cooling Jet The body should be fitted to the cylinder block making ‘sure that the dowel locates correctly. Insert the banjo bolt and tighten to a torque of 20 If ft (2,77 kgf m= 27 Nm. Refit sump and fil with lubricating oil of an approved orade. Nozzle Position It the nozzle of the piston cooling jet has been moved fut of position, it Is important that the condition is cor rocted a8 follows:- With a piston removed. insert a suitable diameter tube ‘over the jet nozzle go that it shows above the fop of the cylinder bore (eee Fig. M11) Fig. M11 algo shows the dimensions taken on the top face of the cylinder block from the extreme edges of the liner Bore (X} The tube must emerge through the top of the liner bore ‘at a point 0.76 in (19;3 mm) from the fuel injection side ‘of the bore and 1.25 in (31,8 mm) trom the engine front side of the bore. COOLING SYSTEM - M.5 4.206 Soins Workanop Manual, January 1993.SECTION N Air Filters and Fuel System Air Filters Operating conditions play an important part in deciding how frequently it is necessary to service the air filer It you are working in dusty conditions then the air fier should be attended to every day, as indicated under "Preventive Maintenance If not already fited, you should consider the fiting ot 12.22 in water gauge RESTRICTION INDICATOR in the air trunking between tho alt filer and the engine inave- tion manifold. It indicates by means of a visual signal when the air filter element needs servicing ‘A means of visual signalling for the “Rotopamic’ type air filter failure isthe use of the “DUST SIGHT”. A win {dow in this device becomes cloudy when the eystom has iled, but this type of indicator Is usually only used with the two stage extreme heavy duty titers. The type of air titer fitted to the vehicle or machine depends upon the manufacturer of the equipment. Usually, guidance tor the method of servicing is shown on the body of the air filter, but the following advice will also help. Dry Type Two Stage ““Cyclopac” (Fig. Nt) ‘The dust bow! collects the heavier particles which are thrown out by the centrifuge path of the ait. This dust centers the bow! by the slot in the baffle plate, The level of dust in the bow! must not be allowed to reach to within half an inch of this slot in the baffle plate. With horizortal installations the slot in the battle is located at the tep. Renew the element ot clean by back flow air pros: clamp. Remove the battle from the interior of the dust cup by lifting It out, which gives access to the dust for removal. The element can be removed by releasing the wing nut, Replace the element or clean by back slow air pres sure no more than 100 Ib/int or washing In a non: foaming detergent as recommended by the air filter manufacturers. Allow the element 10 soak for at least ten minutes and then gently agitste. Rinse the element with clean water and allow to dry. Do not use oven heat Waring. There is a danger that some of the dust remaining in the element after it is washed will be pulled through Into the engine if the element is r placed in a wet condition. The reason for this Is that ‘the water acts as a cartier for the dust. Body Assembly Element Assembly Nut and Gasket Assembly Clamp Assembly Baffle Skirt Cup Assembiy Ingpect the element by placing a bright light In its centre, Any pin holes, thin spots or ruptures render the element unfit for Turther use. This cleaning pro cedure reduces the effective lite of the element with all dry type elements, they should be renewed after six cleanings or once a year, whichever occurs fiat, Dry Type Two Stage “Cyclone” (Fig. N.2) ‘The AUTOMATIC DUST EJECTOR should always. be kept clean and the lips of the rubber elector checked to see that they close but do not adhere together. To service the element, unscrew the clamping screw and remove the element retaining strip. Remove the seal plate (if fitted) and element If the element is contaminated by dry dust, clean by carefully tapping by hand or by directing low preseure ompressed alr on to the clean side of the element. If the oloment Is contaminated by oll or soot, it can be cleaned by washing in a sultable nonoaming deter- gont. After washing, rinse out thoroughly by directing clean water to clean air side of element and allow to 4ry—do not oven dry.AIR FILTERS AND FUEL SYSTEM—N.2 Inspect cleaned element by placing a bright light inside {and looking through element. Any thin spots, pin holes or other damage will render the element unfit for fur- ther use. The element should be renewed after six detergent washes or annually, whichever occurs first. Clean the inside of the filer body and dry thoroughly. Inspect joints, hoses and clips and renew where necessary Re-assembie ensuring that all joints are teak proot Extreme Heavy Duty Two Stage, with Multiple Elements “Rotopamic” (Fig. N.3) ‘The “Rotopamic” type air fitter may be fitted where the application Is designed to work in heavy concentrations of dust and a restriction indicator must be fitted ‘The air fiter elements are replaceable and no attempt should be made to clean or reuse dirty elements o cartridges. For cartridge replacement, unciamp and remove the moisture eliminator or pre-cleaner panel, pull out the diny cartridges and insert the new ones. Refit the pre-cleaner. Never use petrol (gasoline) for cleaning any of the air induction system. Oil Bath Air Filters (Fig. N.4) To service the oll bath type filter, the lid should be re moved and the element lifted out, The oil in the con: talner should be drained out and the dirt and sludge thoroughly cleaned out with proprietary cleaning fluid oF Kerosene, Refill the container with clean new engine lubricating oil to the indicated level. The woven filer element should be cleaned in a bath of Kerosene. Do not use petrol (gasoline) as this highly Volatile fuel could cause explosive damage within the engine, The indicated filing mark level should never be exceeded, otherwise oll can be drawn up into the engine which could lead to uncontrolled engine speeds, and excessive engine wear. ‘The heavy duty oil bath air fiters are usually fited with 4 centritugal pre-cleaner mounted on top of the main cleaner, this should be removed and the air inlet vanes in the Bottom plate of the assembly, the ejection slots fn the side of the cone and the vanes in the outlet tube, cleaned of dust and dir The detachable element is accessible by lowering the oll container which may be attached by clips or @ pinch screw clamp. ‘Thoroughly clean the container and refill to the indi cated level with new engine lubricating oil, The sepa- tate element should be cleaned in a Kerosene bath. The upper element which Is permanently attached in- side the body should be periodically cleaned by wash- ing In a Kerosene beth. Drain the element thoroughly before reassembly and do not use petro! (gasoline) for cleaning purposes. 14256 Series Workshop Manual, March, 1988, NS Na Tractor Type Air Filter (Fig. N.5) ‘The air filter container should be removed, cleaned and recharged with clean new engine lubricating cil to the level mark every 50 hours. The lower gauze filter should be removed and cleaned. The larger gauze in the main body of the filter should also be cleaned. Under extremely dirty conditions attention to the filter should be given more frequently. Its important to note that the filter oil container must never be filled above the indicated tevAIR FILTERS AND FUEL SYSTEM—N.3 Fuel Filters ‘The {uel fiter is of the paper element type, and no attempt should be made to clean the element. it should be renewed when periodical maintenance is being carries out ‘The filters fitted to earlier engines have a separate element positioned inside a bow! whereas filters {ited to later engines have an encapsulated element held between the filter head and the fier base. The period for changing the element will largely depend ‘pon the quality and concition of the fuet available Operating and maintenance information can be found in | the multilingual 4.298 Series Users Handbook ‘To Renew Earlier Type Filter Element 1. Remove filter bow! as in Figs. N.S and NZ. 2, Discard the diy element. Remove the lower ele ment sealing washer, seal seating and spring from the bow, 3. Clean the inside of the bow! and centre tube. 4 Fit the spring and seal seating to the bowl. Ex amine the lower soal, renew if necessary and refit to the bow, Place the new element in position in the bow! 5, Ensure that the element and bow seals are in good Condition, if not, ft new seals, 6, Refit the bow! to the top cover, 7. Vent the tuel system. 4256 Sees Workshon Manual, Jan 1999,AIR FILTERS AND FUEL SYSTEM—N.4 | NQA Lift Pump (later) ‘To Renew Later Type Filter Element 1. Thoroughly clean the exterior of the filter assembly 2. Holding the filter base, unscrew the setscrew in the centre of the filter head and lower the base and filter element (Fle. NB), Discard the filter element. 3. Thoroughly clean the filter head and base, 4, Inspect the sealing rings end renew it damaged in any way. 5. Place the base squarely on the bottom of the new fiter element and offer up the element squarely to the filter head so that the top rim of the element Jocates centrally against the sealing ring in the filter head. 6. Hold in this position whilst the securing setscrew fs loceted and serewed home. 7. Bleed the fuel system as detailed on Page NO. 14.230 Series Workshop Manual May, 1986. No Lift Pump (eartien) 1. Pulsator Diaphragm 2. Lift Pump Cover Fuel Lift Pump Testing the Pump in Position 1. Disconnect the outlet pipe (lit pump to iter) leaving a tree outlet from the pump, 2. Rotate the engine, There should be a spurt of fuel from the outlet port once every two revolutions. Pressure Checking of Fuel Lift Pump In Position Fit a 0-10 Ibt/in® (04,7 kgt/em) oF 0-70 KN/m" pressure ‘gauge to the outlet of the pump. Ensure that there are ro leaks at the connections between pump and gauge. Crank the engine for 10 seconds and note the max mum pressure on gauge. If the pressure recorded is less than 75% of the minimum production static pressure shown below, then rectify the pump. Also ‘observe the rato at which the pressure drops to half the maximum figure obtained when cranking has ceased. If less than 30 seconds, rectily the pump. Min, Test Pressure (75% of Min, Production Pressure) Ibn? kgt/em® kN/m Tbt/in? kgt/em™ N/m ‘bolttype 6 0,2 41 «45 (081 ot 2bolttype 275 019 19 «2 Od 14 Minimum Production Static Pressure To Clean the Pump Chamber It. Remove the fuet tft pump cover and pulsator dla: [phragm Fig. N9 or NOM) 2. Olean the sediment chamber and check the dia phragm for condition. 3, Roflt the diaphragm and cover. Tighten the secur Jing scrow Just sufficiently to make a tight seating Joint 4, Vent the fuel system.To Remove the Pump Lift pumps which are in an upright position (with the top Cover uppermost) are fited to later engines. These are secured with four studs, nuts and spring washers or setscrews and two keeper plates fitted vertically be- tween the washers and the outside of the pump mount: Ing flange. 1. Disconnect the plpes. 2 Remove the pump and To Dismantie the Pump (Fig. N.10) 1. Before dismantling, make a file mask across the two flanges for guidance in reassembly. 2. Separate the two halves of the pump. 8. Remove the diaphragm by unhooking it trom the rocker arm fink. The diaphragm spring can now be withdeawn, 4. Drive out the rocker arm pivot pin and withdraw the rocker arm, spring and link. 5. Dismantle the priming lever by removing the lever retaining pin. 6. Remove the valves by levering from their locations Remove the valve gaskets 7. Remove the pump cover and pulsator diaphragm. Inspection of Parts 1. Check the diaphragm for hardening or cracking and examine the pull rod for wear at the point where it connects with the rocker lever link. A stem ‘eal fitted over the daiphragm shatt may be found on some applications and sfiould be renewed if 2 The diaphragm spring should be renewed if corroded or distorted. Engure the new spring has the same colour identification as the original 64 6B NiO 1. Pulsator Cover Screw 2, Pulsator Cover Washer % Pulsator Cover 4. Pulsator Diaphragm 5. Gover Screw 6. Cover Screw Washer 7. Cover & Valve Gasket 9. Valve Assembly 10. Diaphragm Assembly AIR FILTERS AND FUEL SYSTEM—N.5 ‘The valves should be replaced. The two valves aro Identical and may be used for inlet or outlet (Fig. N10). Examine the rocker, arm, link, spring and pin for Check the pulsator diaphragm for condi Examino the flanges of the two pump halves for distortion. If necessary lightly linish to restore flat ness. Re-Assemble the Pump Fit the new valve gaskets and valves to the body. The inlet valve must be fitted so that it can open to ‘admit fuel. The outlet valve must be fitted in the reverse position to the inlet valve, Valves are re tained by retaining plate or alternatively by staking In six places with a suitable punch. Fit the pulsator diaphragm and cover. Insert the rocker arm pin through its hole in the ody, at the same time engaging the link and the rocker arm. Tap the rocker arm pin In until it le ‘lush with the pump body, Stake the casting in three places each side to retain the pin Place the diaphragm spring in postion. Place the diaphragm assembly over the spring, the pull rod being downwards, and centre the upper fend of the spring In the lower diaphragm protector washer. Press downward on the diaphragm and make sure that the downward tag on the lower diaphragm pro cting washer is on the priming lever side of the body, This tag is required to be In the hole of th body ready for fitment of the priming lever. Engage the diaphragm pull rod with the link and at the same time match up the holes in the diaphragm, 41. Diaphragm Spring 12. Body 48. Rocker Arm Spring 14, Rocker Arm 45. Link 46. Rocker Arm Pin 47, Primer Pin 18. Primer 49. Sealing Ring 20. Primer Spring Woreshop Maaval March, 1988,AIR FILTERS AND FUEL SYSTEM—N.6 7. Push the rocker arm towards the pure until the diaphragm is level with the body flanges. Place the Upper half of the pump into position as shown by the fle mark on the flanges. Install the screws and washers and tighten only until the heads just ‘engage the washer. Release the rocker arm and push on the spaded end of the rod so as to hold the diaphragm at the top of the stroke, and while so held tighten the securing screws diagonally Note: The edges of the diaphragm should now be flush with ite two clamping flanges, Any appreciable protrusion of the diaphragm indicates incorrect fi ting 8, Fit primer to side of body and retin with the pin. Clip on priming lever spring 9. Test the pump ¢o ensure that itis working correctly To Refit the Pump 1. Refit the pump to the cylinder block Use @ new Joint Reconnect the fuel fine and vent the system ot 4s detalied on page NB. Fuel injection Pump Description The fuel injection pumps are of the DPA, DPS or Stanadyne distributor type. It is @ precision built unit incorporating a simple hydraulic governor or one of the mechanical governer type. The pump is flange mounted and is driven trom the engine timing case, IMPORTANT NOTE: Unless the necessary equipment ‘and experienced personnel are avallable, dismantiing of the fuel pump should not be attempted. To Remove the Fuel Pump (Hydraulic Governor) 1. Remove the high ard low pressure pipes ‘rom the ‘uel pump, 2, Disconnect the stop and throttle contro's and re move the return springs. 8, Remove the fuel pump (Fig. N11) To Refit the Fuel Pump (Hydraulic Governor) 1. Replace the fuel pump ensuring that tho master spline on its quill shaft will enter the female spine Inthe oriving plate, 2. Position the tuel pump so that the scribed tine on the fuel pump flange aligns with the mark on the fuel pump gear adaptor (Fig. N.12). Secure the pump to the timing case, To check accuracy of mark on fuel pump adaptor plate, this may be ‘ascertained In accordance with instructions tor marking new adaptor plates given on Pace KT. 14.286 Series Workshop Maru anuary 1995, m2 3. Refit the high ang low pressure pipes to the fuel ume. 4, Re-connest the throttle and stop lever controls and attach the return springs. 5, Vent the air from the fuel system (Page N90} 6. Adjust the maximum and idling speeds (Page NS). To Remove the Fuel Pump (Mechanical Governor) 1. Remove the high and iow pressure pipes from the fuel pump, 2 Disconnect the stop and throttle controls and remove retun springs and rear support bracket where titted3. Remove the timing case front cover inspection plate (Fig. N.13). 4. Remove the three setscrews or nut which secure the fuel pump gear to tne fuel pump. 5, Remove the fuel pump trom the timing case ensur- Ing that when the fuel pump gear leaves the shalt It stays in mesh with the idler gear otherwise the fuel pump timing will be atlected To Refit the Fuel Pump (Mechanical Governor) 1. Replace the fuel pump ensuring that the slot or key in the pump hub, or shaft is aligned with the dowel {or keyway) in the gear. 2. Position the pump so that the scribed line on the pump flange aligns with the mark on the timing case (Fig. N.14). Secure the pump to the timing case. To check accuracy of mark on sear of timing case, this may be ascertained in accordance with the instructions for marking @ new timing case given on Page K8 8. Secure the driving gear to the fuel pump shaft with tho three setserens and spring washers, or nut ensuring the dowel or keyway Is propery located in iis slot (Fig. K-16 or K-14A). See page 62 for recommended torque tensions. 4. Fit the timing case inspection cover. 5. Rent the low ang high pressure pipes to the tue! pune. 6. Re-connect the throtte and stop lever controls and attach the return springs. 7. Vent the sir from the fuel system (Page N9) 8. Adjust the maximum and idling speeds NOTE: Where 2 fuel pump rear support bracket is fitted, ensure that when the fasteners are tightened the pump or bracket are not stressed Fuel Pump Gear For details of fitting a new fuel pump gear see “Timing Case and Drive”. To Re-set the Fuel Pump Timing - D.P.A. (On the fuol pump rotor, Inside the fuel pump are a number of scribed lines, each one bearing an ind: Vidual letter, A timing citctip is positioned inside the ump and has to be set so that when the appropriate scribed line on the fuel pump rotor aligns with the scribed line on the circlip (Fig. K.13), it denotes commencement of injection (static timing). NOTE: On later engines the scribed line on the eiclip has been deleted. On these engines the scribed line on the rotor should be aligned with the end of the eirclip Which has the straight edge, (Fig. K.12). The cirelip on Ccurrent pumps ie not set and timing tool MS67B must be used, see page KS, To set tho timing ciclip, it is necessary to remove tne ump trom the engine and fix the position of the circlip| by connecting No. 1 cylinder outlet connection (marked ‘W") to an alomiser tester and pump up to 90 atm (31 kg!/em? or 440 Ibn"). Turn the pump by hand i the normal direction of rotation until it “locks. up” ‘The squared end of the circlip should now be adjusted until it lines up with the letter "A" for hydraulic pumps or the letter "C" for mechanical pumps, on the pump rotor To reset the fuel timing the following procedure should be adopted: AIR FILTERS AND FUEL SYSTEM—N.7 Nia (a) Hydrautically Governed Pump Eneure that the fuel pump circip is correctly positioned ‘88 described previously. 4. Ensure that the fuel pump is correctly fitted with the scribed line on the mounting flange aligning with the mark on the fuel pump gear carrier (Fig. N12) Position the crankshaft s0 that No. 1 piston is at T.0.C. on compression stroke. 3, Remove the collets, spring cap end spring trom the inlet valve of No. 1 cylinder and allow the valve to rest on the top of the piston. 4. With the aid of a clock gauge in contact with the end of the valve now resting on the No. 1 piston it will be necessary to position the crankshaft at the static timing position given on Page KS. 5, Remove the inspection plate on the fuel pump er- bling the rotor to be seen, 14.206 Seis Workshop Manu, January 1099,AIR FILTERS AND FUEL SYSTEM—N2 8. With No. 1 piston at the static timing point on its Compression stroke, the scribed line on the fuel ump rotor marked "A should align with the Seribed line or straight edge on the circlip (Figs. KA2 and K.19). If it does not, release the fuel ‘Bump drive plete securing setscrews and tum the five plato on the slotied holes, tho required amount to bring them into alignment. Access to the drive plate fe gained by removing the timing ‘case front cover inspection plate (Fig. K-11) 7. When the fuel pump timing is correct, obliterate the mark on the fuel pump drive gear and re-mark the gear to correspond with the mark on the fuel ump drive plate (Fig. K:11). 8. efit the spring. spring cap and collete to No. 1 Inlet valve and refit the pump inspection plate and timing case inspection plate. Re-seal the inspection plato. (b) Mechanically Governed Pumps - D.P.A. The procedure for resetting the fuel pump timing on mechanically governed engines Is similar to that used ‘or hydraulically governed engines with the exception of the method of pump adjustment. ‘As there is no adjustable fuel pump drive plate on a mechanically governed engine, the adjustment is carried ‘out by slackening the nuts on the pump mounting fiange and rotating the pump body until the scribed line on the rotor, marked with the letter ‘aligns with the scribed line or straight edge of the circ (Figs. K.12 and K.13). ‘The eirclip an current pumps is not set and timing too! MS67B must be Used, £00 page KS. To Check Marking Angle of Fuel injection Pump using Tool MS.67B =D.P.A./D.P.S. Pumps 41. Release screw (5, Fig. N15) and remove splined shaft (8). if pump has a slotted hub, the splined shaft should be retained with the small ., ined diameter to the rear to locate in the centre of the hub. 2, Ensure that slotted pointer (2) is positioned with slot to rear of tool end chamfered sides of slot ‘outwards. At this slotted end of pointer should be kept well back towards body of tool Ensure that the fat in the washer fitted behind the pointer securing screw (3) Is located over side of pointer. 3. Release bracket screw (4) and set bracket so that the chamfered edge is in line with the relevant marking angle (see Page 5.17). 4. Position timing tool on pump drive shaft with master splines engaged and tool locating on spigot (see Fig. N.16), For DPS. pumps, first fit edaptor PDG7-3 to end of pump drive shaft (see Fig. NAGA). With cowel drive pumps, locate splined shaft in hub, slide tool towards pump to rest on end of hub and lock shalt in tool (See Fig. N17). 5. Connect No. 1 outiet of pump body to an atomiser test rig and pump up to 30 atmospheres (31 kgt/em!) —440 Ibf/in’. It pressurising valve is fitted this must be removes. 6. "Turn pump In normal direction of rotation as shown fon pump nameplate, until it locks. 4.298 tis Workshop Manual, January 1993. Nis Ni6 Ni6A 7. In this position, slide pointer forward until it is halfway over pump flange and check that timing mark Is central to stot in pointerWhen fitting @ replacement fuel pump, or in the event of the maximum speed screw having been moved, the max imum no toad speed must be checked and re-set as necessary, ‘The maximum no toad speed will vary according 20 application, For details, reference should be made to the code rumoer stamped on the fuel pump data plate ‘The last four numbers in the code indicate the speed | fequired. ang in the case of the example on page N10, [ this would be 3130 rev/min. { | To Check Marking Angle of Fuel Injection Pump | using Too! MS. 67B and adaptors PD.67B-1 and | PD. 678-6 (Stanadyne Pump) 1. Fit the adaptor PD.67B-1 (Fig. N17A) to the hub of the pump by use of the special sotscrews, part of tool PO.678-6 (Fig. N17G). Ensure that the location slots of the hub and adaptor are together and inline (use the alignment gauge, part of too! FD.67-6) and that the adaptor is concentric with the hub, 2. Remove the splined shaft from the timing too! MS.67B (6, Fig, N15) and slide the small splined ‘open end oF the timing tool onto the splined shaft of adaptor PD.678-1 (Fig. N170). Lock the timing too! into position with the securing screw (6, Fig, N15}. i ' ' ' I t | ! | | 1 113. Ensure the long pointer, part of tool P0.676-6 is in | position and that the sides of the siot with chamfers | are on the outside, Ensure that the flat of the | washer fitted behind the screw (3, Fig. N15) which J fastens the painter is in position, [ 4. Release tne screw (4, Fig. N18) which fastens the | bracket and set the bracket so that the edge with a | chamfer is in tine with the correct fue! injection | Pump mark angie (see page B17). | Note: As the too! wil have to be fitted in the reverse | position to normal; the setting angle has been | _ adjusted to allow for this (see page 817. i ! It I ft i 1 | | | | | Il 5. Connect No. 1 cylinder outlet (8, Fig. N178) to an atomiser tester and operate the tester Until it reaches 31 kaf/om® (30 atm or 440 Ioifin’). If a pressure valve is fitted, this must be removed. 6, Turn the drive shaft of the pump backwards and forwards until the fuel pressure prevents movement of the shaft. This is necessary as fuel must pass the delivery vaive in the fust pump before the fuel pressure will prevent movement of the shalt. In this position, the fue! pump is set at the start of ignition from number 1 outlet, 7. Move the poleter forward until it is halt over the: pump flange. Check that the timing mark is central to the slot in the pointer. Make a new timing mark if necessary. AIR FILTERS AND FUEL SYSTEM - N.9 NIT Nia, NJ7B Stanadyne Mechanical Fuel Injection Purnp 4. tole speed adjustment 5, Maximum speed adjustment 2. Earth connection for 6. Governor rate adjustment ESOS screw 2, Supply connection for 7. Fuel inlet connection ESOS. 8. Outlet for number 1 cylinder Fuel return connection 14.298 Sares Workshop Manu,AIR FILTERS AND FUEL SYSTEM - N.10 Maximum Speed Setting IMPORTANT NOTE: The maximum speed screw sea! of the original fuel pump must not be broken or tampered with in any way unless factory authority is first ebtained. Failure to do 60 may result in the guarantee becoming void Code Example:- AS62/800/0/3130 NOTE: If the fuel pump data plate is damaged or dotaced so as 10 make it impossible to read the code, oF if the code is not stamped on the plate, you are advised to contact your nearest Perkins Distributor or CAV. dealer, or alternatively, Service Department, Perkins Engines Limited, Peterborough, to obtain the correct setting. Note: The setting codes of current pumps are different, for example: 2643C178LS/5/1880. IMPORTANT. Under no circumstances should the engine be allowed 10 operate at a higher speed than specified or severe damage fo the engine may result Idling Speed Setting The engine idling speed is adjusted by the idling screw. With the engine warm, tum the screw clockwise to Increase the engine speed and anticlockwise to decrease. ‘The ialing speed will vary, according to application. For details apply to the nearest Perkins Distributor or CAV, Dealer, alternatively Service Department, Perkins Engines Limited, Peterborough, | Note: The idle seed is normally fixed on Stanadyne constant speed pumps, Priming the Fuel System ‘The air must be vented from the fuel system whenever any part of the system between the fuel tank and injec tion pump has been disconnected for any reason, or ‘when the system has been emptied of fuel No attempt must be made to start the engine unt the injection pump has been filed and primed as serious damage can be caused to the pump due 0 lack of ‘ubrication. | Note: Some engines are fitted with @ Stanadyne fuel | injection pump. These pumps are self venting and will ‘automaticaly remove air from the system. | 4.206 Series Workshop Manual, January 1988 N18 DPA. Hydraulic Fuel Injection Pump 1. Drive Shatt 6. Sop Lever 2. Fuel Outlet 7. Fust Inlet 3. Idling Screw 8. Blead Screw ‘4. Maximum Speed Screw 9. Speed Control Lever, 5. Bleed Screw