Manual de Sevicio S40

SCOPE AND USE OF THIS MANUAL
This manual contains complete instructions on operation, adjustment (tune-up), preventive

maintenance, lubrication, and repair (including complete overhaul). This manual was written
primarily for persons servicing and overhauling the engine. In addition, this manual contains
all of the instructions essential to the operators and users.
This manual is divided into numbered sections. The first section covers the engine (less
major assemblies). The following sections cover a complete system such as the fuel
system, lubrication system or air system. Each section is divided into subsections which
contain complete maintenance and operating instructions for a specific engine
subassembly. Each section begins with a table of contents. Pages and illustrations are
numbered consecutively within each section.
Information can be located by using the table of contents at the front of the manual or the
table of contents at the beginning of each section. Information on specific subassemblies or
accessories within the major section is listed immediately following the section title.
SERVICE PARTS AVAILABILITY
Service parts are available throughout the world. A complete list of distributors and dealers
is provided in the Detroit Diesel Corporation Worldwide Parts and Service Directory,
6SE280. This publication is available from all authorized Detroit Diesel distributors. When
parts are ordered, the distributor or dealer must be provided with the engine identification
and model number. This is located in the front left corner of the cylinder block.
THE FOUR-CYCLE PRINCIPLE
The diesel engine is an internal combustion engine, in which the energy of burning fuel is
used to drive the engine cylinders. Air is compressed in each cylinder, increasing its
temperature. After the air has been compressed, a charge of fuel is injected into the
cylinder, and the hot, compressed air ignites.
The piston strokes of a four cycle engine occur in the following order: intake, compression,
power, and exhaust. See Figure
.
1
1
Intake Stroke
During the intake stroke, the piston travels downward, with the intake valves open and the
exhaust valves closed. The downstroke enables air from the intake manifold to enter the
cylinder through the open intake valve. The turbocharger, by increasing the air pressure in
the intake manifold, ensures a full charge of air is provided to the cylinder.
Compression Stroke
At the end of the intake stroke, with the exhaust valves still closed, the intake valves close,
and the piston starts upward on the compression stroke.
At the end of the compression stroke, the combustion chamber air has been compressed to
occupy a space about one-sixteenth the size it occupied at the start of the stroke. Thus, the
compression ratio is 16:1.
Compressing the air into a small space causes the temperature of that air to rise. Near the
end of the compression stroke, the pressure of the air above the piston is approximately
3,445 to 4,134 kPa (500 to 600 lb/in. 2 ) and the temperature of that air is approximately
538°C (1000°F). During the last part of the compression stroke and the early part of the
power stroke, a small metered charge of fuel is injected into the combustion chamber.
Power Stroke
During the power stroke, the piston travels downward with intake and exhaust valves closed.
As fuel is added and ignites, the pressure increases, forcing the piston down and rotating
the crankshaft.
Exhaust Stroke
During the exhaust stroke, the intake valves are closed; the exhaust valves are open; and
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the piston is on its upstroke.
The burned gases are forced out of the combustion chamber through the open exhaust
valve port by the upward travel of the piston.
From the preceding description, it is apparent that the proper operation of the engine
depends upon the two separate functions: first, compression for ignition, and second, that
fuel be measured and injected into the compressed air in the cylinder in the proper quantity
and at the proper time.
GENERAL DESCRIPTION
The Series 40E diesel engines are a new family of inline six-cylinder, 4-cycle, water cooled,
turbocharged, overhead valve, air-to-air intercooled with replaceable valve guides and valve
seats for both intake and exhaust, offered by Detroit Diesel Corporation. The engine is
fueled by a direct injection fuel system with electronic sensors and Hydraulically actuated
Electronically controlled Unit Injectors (HEUI). The firing order is 1-5-3-6-2-4. The Series
40E engine is available in two displacements, the 8.7 L (530 in.3) and the 7.6 L (466 in3).
The crankcase has been designed to withstand the loads of diesel operation. It has cast
water and oil passages. The crankcase also has replaceable wet-type cylinder sleeves.
Every main bearing web has angled, drilled holes that are fitted with jet tubes that direct
lube oil, under pressure, to the underside of each piston to help dissipate heat.
The crankshaft is forged steel with induction hardened journals and undercut fillets. It is
supported on seven precision insert bearings. The camshaft is supported on four
pre-reamed bushings and is gear driven from the crankshaft. The end thrust of the camshaft
is controlled by a thrust flange located between the front camshaft journal and the cam gear.
The teepee style connecting rod is constructed of forged steel. They are attached to the
crankshaft, one per journal. The pistons are cast aluminum alloy and are fitted with two
compression rings and one oil ring. The piston pin is a free-floating type permitting the pin to
move or float freely in the piston and connecting rod, and is held in place with pin retaining
rings.
A gerotor-type lube oil pump is mounted to the front cover. The pump is driven directly by
the crankshaft at engine speed. All models are equipped with an oil cooler. The oil cooler
has a single spin-on oil filter. There is also a single spin-on coolant filter. The fuel system
has a single spin-on fuel filter and pre-strainer assembly attached to the fuel filter header.
With the exception of the air compressor, high pressure pump and turbocharger, there is no
3
external piping.
There are two oil galleys in the crankcase. The unfiltered oil galley runs down the lower
right-hand side of the crankcase, and the filtered oil galley runs above it. Unfiltered oil
travels from the oil pump, back through the front cover assembly, through the high pressure
oil relief valve and into the unfiltered oil galley. The high pressure oil relief controls unfiltered
oil pressure at 552 kPa (80 lb/in.2). There are two exit ports in the unfiltered oil galley. One
exits to the front header of the oil cooler and one exits to the rear header of the oil cooler.
Depending upon the position of the oil thermostat, located in the rear oil cooler header,
unfiltered oil can bypass the oil cooler core and go directly to the oil filter, or can flow
through the oil cooler core and into the rear header and oil filter. The oil thermostat opens or
closes by sensing the temperature of the unfiltered oil as it enters the rear header. Once the
oil has passed the thermostat, unfiltered oil goes into the oil filter.
Clean engine oil flows out of the filter and goes back into the oil cooler header, then out the
header and into the crankcase clean oil galley. The clean oil enters the crankcase, passes
the main oil pressure regulating valve and is directed through various ports of the
crankcase. The regulator valve keeps clean engine oil at minimum 345 kPa (50 lb/in.2).
CHASSIS MOUNTED AIR-TO-AIR INTERCOOLER
The Series 40E engines may be equipped with a chassis- mounted air-to-air cooling system.
The charge air cooler is mounted either in front of the radiator or side by side. Air from the
turbocharger is pushed through a network of heat exchanger tubes prior to entering the
valve cover/intake manifold. Outside air flowing over the tubes and fins serves to cool the
charge air. The resulting cooler intake air is denser than uncooled air, allowing an improved
fuel/air ratio in the cylinders during combustion. This results in improved emission control
and power output.
GENERAL SPECIFICATIONS
The specifications for the 40E, 7.6L engine models are listed in Table .
4
Engine Models: Series 40E, 7.6L Specifications
Number of Cylinders 6
Configuration Inline
Bore 109.2 mm (4.301 in.)
Stroke 135.9 mm (5.350 in.)
Displacement 7.6L (466 in.3)
Compression Ratio Standard Torque Engines High Torque Engines 16.4:115.9:1
Firing Order 1-5-3-6-2-4
Valve Tappet Clearance (hot or cold) Intake Exhaust 0.635 mm (0.025 in.) 0.635 mm
(0.025 in.)
Engine Lube Oil Pressure (operating temperature with SAE 15W-40 oil) 137 kPa (20 lb/in.2) min. 344 kPa
Low Idle (700 r/min, non-adjustable) High Idle (50 lb/in.2) min.
Idle Speed No Load (r/min) 700 (non-adjustable)
Thermostat Opening Temperature 81°C (177° F)
Crankcase Capacity (without oil filter) 22.7L (24 quarts)
Crankcase Capacity (with oil filter) 26.4L (28 quarts)
Series 40E (7.6L) Engine Specifications
The specifications for the 40E, 8.7L engines are listed in Table .
5
Engine Models: Series 40E, 8.7L Specifications
Number of Cylinders 6
Configuration Inline
Bore 114.3 mm (4.590 in.)
Stroke 135.9 mm (5.350 in.)
Displacement 8.7L (530 in.3)
Compression Ratio Standard Torque Aluminum Piston High Torque 16.6:116.3:1

Steel Top
Firing Order 1-5-3-6-2-4
Valve Tappet Clearance (hot or cold) Intake Exhaust 0.635 mm (0.025 in.) 0.635 mm
(0.025 in.)
Engine Lube Oil Pressure (operating temperature with SAE 15W-40 oil) 137 kPa (20 lb/in.2) min. 344 kPa
Low Idle (700 r/min, non-adjustable) High Idle (50 lb/in.2) min.
Idle Speed No Load (r/min) 700 (non-adjustable)
Thermostat Opening Temperature 82 - 85°C (180 - 185°F)
Crankcase Capacity (without oil filter) 22.7L (24 quarts)
Crankcase Capacity (with oil filter) 26.4L (28 quarts)
Series 40E (8.7L) Engine Specifications
See Figure for the cylinder designation and firing order.

2
IDENTIFICATION
We suggest you write the engine model serial number in the spaces provided for quick
reference when parts or service are required.
Series 40E Diesel Engine Serial Numbers
Engine Serial Number _______________________________________(Stamped on pad

located on crankcase left side)
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Engine Model (Punched out on Emission Label on Valve Cover/Intake Manifold)
Turbocharger Serial Number____________________________________
Turbocharger Part Number ____________________________________
Engine Identification
When in need of parts, always specify the engine model and serial number. The engine
serial number is stamped on the crankcase pad located on the left side of the engine below
the center of the cylinder head, listed in Table . Engine exhaust emission labels are located
on the top of the valve cover/intake manifold. See Figure . Engine emission labels
designate the model and other pertinent information.
Other nameplate locations are on the turbocharger and starter; see Figure . These
nameplates, showing manufacturer and specifications, are important to assist operator or
maintenance personnel in identifying equipment on the engine.
Build List Country of Origin Serial Sequence Number
WL 7.6TA N USA 000000
WN 8.7TA N USA 000000
Serial Number Explanation
Note:
Exhaust Emission Label - More than one label may be present with each label having the
same information in different languages. The labels, located on the valve cover/intake
manifold of each engine, indicate the model year it is certified to meet governmental
emission standards. For serial number and emission label location, see Figure .
3
Turbocharger Identification
See Figure for the location of the turbocharger identification plate for the non-wastegate
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version.
4
See Figure for the location of the turbocharger identification plate for the wastegate version.
5
REPLACING AND REPAIRING
Often, a service technician is justified in replacing a part rather than repairing it. However,
reworking or reconditioning a part may save a customer considerable expense. Electronic
Unit Pumps (EUPs), fuel pumps, water pumps, and turbochargers should be replaced with
reliabilt ™ remanufactured parts. Various factors, such as engine application, hours in
service, and the next scheduled overhaul must be considered when determining whether to
rework or replace a part.
DISASSEMBLY
A service technician can be severely injured if caught in the pulleys, belts, or fan of an
accidentally started engine. Therefore, observe the following precautions before beginning
work on an engine.
Accidental or unexpected engine startup while servicing the engine or one of its
components may result in personal injury and/or engine damage. To avoid the potential
for this, disconnect the battery or batteries from the starting system by removing one or
both of the battery cables from each system battery. With the electrical circuit disrupted,
accidental contact with the starter button will not produce an engine start. If the engine is
equipped with an air starter, drain the air storage tank and disconnect the air supply to the
starter before beginning engine disassembly.
Before beginning any major disassembly, drain engine lubricating oil, coolant, and fuel.
8
When performing major repairs or an engine overhaul, the entire engine should be mounted
to an overhaul stand. At that point, engine subassemblies can be removed. When only a few
items need replacement, it may not be necessary to mount the engine on an overhaul stand.
Whenever parts are removed, they should be kept together for easy inspection and
assembly. Items with machined faces, which can be easily damaged, should be stored on
suitable wooden racks or blocks, or a parts dolly.
CLEANING
Before removing any engine subassemblies (but after removing electrical equipment),
thoroughly clean the engine exterior.
NOTICE:
Engine sensors, and other electronic components, may be damaged if subjected to the
high temperatures of a solvent tank. Therefore, ensure that all electronic components are
removed from engine assemblies before they are submerged in a solvent tank.
After each subassembly is removed and disassembled, individual parts should be cleaned.
Only clean parts can be satisfactorily inspected.
The same basic procedure is used to clean all ordinary cast iron parts, including the cylinder
block.
Steam Cleaning
A steam cleaner is indispensable for removing heavy accumulations of grease and dirt from
the exterior of the engine and its subassemblies.
Solvent Tank Cleaning
Solvent cleaning requires a tank large enough to accommodate the largest part to be
cleaned (usually the cylinder block).
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To avoid personal injury (burning), wear adequate protective clothing (eye protection,
rubber apron, rubber boots, rubber gloves). To prevent splashing, carefully lower the block
into the phosphoric acid solution.
Fill the tank with a commercial heavy-duty solvent. Heat the cleaning solution to 82-93°C
(180-200°F). Using a hoist, lower large parts directly into the tank. Use a wire mesh basket
for smaller parts. Immerse parts until grease and dirt are loosened.
Note: Aluminum parts, such as flywheel housing, pistons, air intake manifold, oil filter adaptor and the camshaft
gear access cover should NOT be cleaned in this manner. Mention will be made of special procedures when
necessary.
Rinsing Bath
Provide a tank of similar size, filled with hot water, to rinse parts.
Drying
To avoid personal injury when blow drying, wear adequate eye protection (safety glasses
or face plate) and do not exceed 276 kPa (40 lb/in. 2 ) air pressure.
Parts may be dried with compressed air. Heat from the hot tanks will frequently dry the
parts, making blow drying unnecessary.
10
Rust Preventive
If parts are not to be used immediately after cleaning, dip them in a suitable rust preventive
compound. Remove the rust preventive coating before installing the parts.
INSPECTION
A thorough parts inspection determines the parts to be reused and the parts to be replaced.
While the engine overhaul specifications provided throughout the manual help indicate when
parts should be replaced, the service technician must also exercise his judgment.
Note: The parts must be fully cleaned prior to inspection.
The following procedure should help determine the usability of a specific parts:
1. Determine the clearance between the mating parts and the wear rate of each part.
2. Reinstall the used part if the current wear rate will maintain the clearances within
the specified maximum allowable limits until the next scheduled overhaul.
Note: Wear rate is determined by dividing the amount of part wear by the hours in service.
In addition to making accurate parts measurements, the parts should also be inspected for
cracks, scoring, chipping, and other detrimental conditions.
For complete information on service parts availability, contact your local Detroit Diesel
distributor.
SAFETY PRECAUTIONS
The following safety precautions must be observed when working on a Detroit Diesel engine:
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The exhaust products of an internal combustion engine are toxic. They may cause injury
or death if inhaled. All engine installations, especially those within enclosed spaces,
should be equipped with an exhaust discharge pipe so that exhaust gases are delivered
into the outside air. An enclosed space must be adequately vented. Some means of
providing fresh air into an enclosed space must be ensured.
Stands
Stands must be used in conjunction with hydraulic jacks or hoists. Do not rely on a jack or
hoist alone. When lifting an engine, ensure the lifting device is securely fastened. Also
ensure that the weight of the load being lifted does not exceed the lifting capacity of the
device.
Glasses
Wear appropriate safety glasses. Safety glasses are especially important when tools, such
as hammers, chisels, pullers, and punches, are used.
Welding
Wear welding goggles and gloves when welding or using an acetylene torch. Ensure that a
metal shield separates the acetylene and oxygen tanks. These must be securely chained to
a cart.
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To avoid possible personal injury when arc welding, gas welding or cutting, wear required
safety equipment such as arc welder's face plate or gas welder's goggles, plus welding
gloves and protective apron, long sleeve shirt, head protection, and safety shoes. Always
perform welding or cutting operations in a well-ventilated area. The gas in
oxygen/acetylene cylinders used in gas welding and cutting is under high pressure. If a
cylinder should fall due to careless handling, the gage end could strike an obstruction and
fracture, resulting in a gas leak which could lead to fire or an explosion, both of which
could cause personal injury or property damage or both. If a fall should result in the gage
end breaking off, the sudden release of high pressure gas could turn the cylinder into a
dangerous projectile, which could cause severe personal injury or property damage or
both. Observe the following precautions when using oxygen/acetylene gas cylinders:
1. To avoid possible foot injury, always wear required safety toed shoes.
2. Do not handle tanks in a careless manner or with greasy gloves or slippery hands.
3. Use a chain, bracket, or other restraining device at all times to prevent gas cylinders
from falling.
4. Do not place gas cylinders on their sides, but stand them right side up when in use.
5. Do not drop, drag, roll, or strike a cylinder forcefully.
6. Always close valves completely when finished welding or cutting.
Work Place
Organize your work area and keep it clean. Eliminate the possibility of a fall by:
1. Wiping up oil spills

2. Keeping tools and parts off the floor
After servicing or adjusting the engine:
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1. Reinstall all safety devices, guards, or shields
2. Ensure all tools and service equipment are removed from the engine
Clothing
Work clothing should fit well and be in good repair. Work shoes should be sturdy and
rough-soled. Bare feet, sandals, or sneakers are not acceptable footwear when adjusting or
servicing an engine.
To avoid personal injury when working near the engine, do not wear jewelry or loose fitting
clothing. Any of these items could catch on moving parts and cause serious injury. Safety
glasses and hearing protection must be worn.
Power Tools
NEVER use defective portable power tools.
To avoid personal injury, do not use defective portable power tools. Check for frayed
cords prior to use. Be sure all electric tools are grounded. Using defective electrical
equipment can cause severe injury. Improper use of electrical equipment can result in
electrical shock, fire, or explosion under certain conditions which may cause severe injury.
14
Air
Recommendations regarding the use of compressed air are indicated throughout the
manual.
To avoid personal injury do not exceed air pressure recommendations. Too much air can
rupture or in some other way damage a component and create a hazardous situation that
can lead to personal injury. Use only approved air blow guns that do not exceed 276 kPa
(40 lb/in. 2 ). Be sure to wear safety glasses or goggles. Use proper shielding to protect
everyone in the work area.
Too much air can rupture or in some other way damage a component and create a
hazardous situation that can lead to personal injury. Use only approved air blow guns that
do not exceed 276 kPa (40 lb/in. 2 ). Be sure to wear safety glasses or goggles. Use proper
shielding to protect everyone in the work area.
Fluids and Pressure
Be extremely careful when dealing with fluids under pressure. Fluids under pressure can
have enough force to penetrate the skin. These fluids can infect a minor cut or opening in
the skin. If injured by escaping fluid, see a doctor at once. Serious infection or reaction can
15
result without immediate medical treatment.
To avoid personal injury, use care when dealing with fluids under pressure. Fluids under
pressure have enough force to penetrate the skin. These fluids can cause a minor cut or
opening in the skin. If injured by escaping fluid, see a doctor immediately. Serious
infection or adverse reaction to the fluid can result if not treated immediately.
To avoid personal injury, do not put your hands in front of fluid under pressure. Fluids
under pressure can penetrate skin and clothing and cause injury.
Fuel
Keep the hose and nozzle or the funnel and container in contact with the metal of the fuel
tank when refueling.
To avoid personal injury or equipment damage when refueling, keep the hose, nozzle,
funnel, or container in contact with the metal of the fuel tank. This will reduce the likelihood
of a dangerous spark.
The following cautions should be followed when filling a fuel tank:
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To avoid personal injury, do not overfill the fuel tank. Overflow will release flammable
liquid and create a fire hazard.
To avoid personal injury due to fire or explosion caused by fuel ignition, do not smoke
when refueling. Do not refuel when the engine is hot or running.
Batteries
Electrical storage batteries emit highly flammable hydrogen gas when charging and
continue to do so for some time after receiving a steady charge.
Electrical storage batteries emit highly flammable hydrogen gas when charging. They
continue to do so for some time after receiving a steady charge. To avoid personal injury,
do not under any circumstances allow an electric spark or open flame near the battery. An
explosion may occur.
Always disconnect the battery cable before working on the electrical system.
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To prevent accidental starting which could result in personal injury, disconnect the
batteries or disable the air starter (if so equipped).
Fire
Keep a charged fire extinguisher within reach. Ensure you have the proper type of
extinguisher on hand.
Cleaning Agent
Avoid the use of carbon tetrachloride as a cleaning agent because of the harmful vapors
that it releases. Ensure the work area is adequately ventilated. Use protective gloves,
goggles or face shield, and apron.
To avoid personal injury, avoid the use of carbon tetrachloride as a cleaning agent. It
releases harmful vapors. Ensure the work area is adequately ventilated. Use protective
gloves, goggles or face shield, and apron whenever using caustic chemicals.
Exercise care when using oxalic acid to clean engine cooling passages.
Working on a Running Engine
When working on an engine that is running, accidental contact with the hot exhaust manifold
18
can cause severe burns. Remain alert to the location of the rotating fan, pulleys and belts.
Avoid making contact across the two terminals of a battery which can result in severe
arcing, or battery explosion.
Avoid personal contact with the engine and associated components when working on a
running engine. Accidental contact with the exhaust manifold can cause severe burns. To
avoid personal injury, remain alert to the location of the fan, pulleys, and belts. Avoid
making contact across the two terminals of a battery. This can cause arcing or battery
explosion.
Start Attempts
Avoid excessive injection of ether into the engine during start attempts. Follow the
instructions on the container or by the manufacturer of the starting aid.
NOTICE:
Avoid excessive injection of ether into the engine during start attempts. Injection of
excessive ether may result in an uncontrolled internal engine explosion that could cause
engine damage. Follow the manufacturer's instructions on proper product use.
Fluoroelastomer (VITON)
Under normal design conditions, fluoroelastomer ( VITON ) parts, such as O-rings and
seals, are perfectly safe to handle.
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To avoid personal injury, wear goggles or a faceplate and neoprene or PVC gloves when
handling fluoroelastomer O-rings or seals that have been degraded by excess heat. Make
sure engine parts have cooled before handling them. If hydrogen fluoride condensate is
suspected, wash equipment and parts well with lime water (calcium hydroxide solution)
before reusing. Discard gloves after handling degraded fluoroelastomer.
However, a potential hazard may occur if these components are raised to a temperature
above 316°C (600°F), such as during a cylinder failure or engine fire. At temperatures
above 316°C (600°F) fluoroelastomer will decompose (indicated by charring or the
appearance of a black, sticky mass) and produce hydrofluoric acid. This is extremely
corrosive and, if touched by bare skin, may cause severe burns, sometimes with symptoms
delayed for several hours.
ENGINE VIEW
For location reference, the flywheel is mounted to the rear, and the crankshaft pulley is
mounted to the front. See Figure
.
6
TRADEMARKS AND REGISTERED TRADEMARKS
The following trademarks and registered trademarks are used with permission:
1. Loctite® is a registered trademark of the Loctite Corporation

2. Power Cool®, Power Trac® and reliabilt® are registered trademarks of Detroit
Diesel Corporation
3. Plastigage® is a registered trademark of the Plastigage Company
4. Nalcool® and Nalprep® are registered trademarks of the Penray Companies
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ENGLISH TO METRIC CONVERSION
English to metric conversions are listed in Table

.
21
22
Multiply By To get equivalent number of:
Inch (in.) 25.4 Millimeters (mm)
Foot (ft) 0.3048 Meters (m)
Yard (yd) 0.9144 Meters (m)
Mile (mile) 1.609 Kilometers (km)
Multiply Area By To get equivalent number of:
Inch 2 (in. 2 ) 645.2 Millimeters 2 (mm 2 )
Inch 2 (in. 2 ) 6.45 Centimeters 2 (cm 2 )
Foot 2 (ft 2 ) 0.0929 Meters 2 (m 2 )
Yard 2 (yd 2 ) 0.8361 Meters 2 (m 2 )
Multiply Volume By To get equivalent number of:
Inch 3 (in. 3 ) 16387 Millimeters 3 (mm 3 )
Inch 3 (in. 3 ) 16.387 Centimeters 3 (cm 3 )
Inch 3 (in. 3 ) 0.0164 Liters (L)
Quart (qt) 0.9464 Liters (L)
Gallon (gal) 3.7854 Liters (L)
Yard 3 (yd 3 ) 0.7646 Meters 3 (m 3 )
Multiply Mass By To get equivalent number of:
Pound (lb) 0.4536 Kilograms (kg)
Ton (ton) 907.18 Kilograms (kg)
Ton (ton) 0.907 Tonne (t)
Multiply Force By To get equivalent number of:
Kilogram (kg) 9.807 Newtons (N)
Ounce (oz) 0.2780 Newtons (N)
Pound (lb) 4.448 Newtons (N)
Multiply Temperature By To get equivalent number of:
Degree Fahrenheit (°F) (°F-32) ÷ 1.8 Degree Celsius (°C)
Multiply Acceleration By To get equivalent number of:
Foot/second 2 (ft/sec 2 ) 0.3048 Meter/second 2 (m/s 2 )
Inch/second 2 (in./sec 2 ) 0.0254 Meter/second 2 (m/s 2 )
Multiply Torque By To get equivalent number of:
Pound-inch (lb·in.) 0.11298 Newton-meters (N·m)
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Pound-foot (lb·ft) 1.3558 Newton-meters (N·m)
Multiply Power By To get equivalent number of:
Horsepower (hp) 0.746 Kilowatts (kW)
Inches of water (in. H 0.2491 Kilopascals (kPa)

2
O)
Pounds/square in. (lb/in. 2 ) 6.895 Kilopascals (kPa)
Multiply Energy or Work By To get equivalent number of:
British Thermal Unit (Btu) 1055 Joules (J)
Foot-pound (ft·lb) 1.3558 Joules (J)
kilowatt-hour (kW·hr) 3,600,000. or 3.6 x 106 Joules (J = one W·s)
Multiply Light By To get equivalent number of:
Foot candle (fc) 10.764 Lumens/meter2 (lm/m2 )
Multiply Fuel Performance By To get equivalent number of:
Miles/gal (mile/gal) 0.4251 Kilometers/liter (km/L)
Gallons/mile (gal/mile) 2.3527 Liter/kilometer (L/km)
Multiply Velocity By To get equivalent number of:
Miles/hour (mile/hr) 1.6093 Kilometers/hour (km/hr)
English to Metric Conversion Table
DECIMAL AND METRIC EQUIVALENTS
Listed in Table are the decimal to metric equivalents.
24
25
Fractions of an inch Decimal (in.) Metric (mm) Fractions of an inch Decimal (in.) Metric (mm)
1/64 .015625 0.39688 33/64 0.515625 13.09687
1/32 .03125 0.79375 17/32 0.53125 13.49375
3/64 .046875 1.19062 35/64 0.546875 13.89062
1/16 .0625 1.58750 9/16 0.5625 14.28750
5/64 .078125 1.98437 37/64 0.578125 14.68437
3/32 .09375 2.38125 19/32 0.59375 15.08125
7/64 .109375 2.77812 39/64 0.609375 15.47812
1/8 .125 3.175 5/8 0.625 15.87500
9/64 .140625 3.57187 41/64 0.640625 16.27187
5/32 .15625 3.96875 21/32 0.65625 16.66875
11/64 .171875 4.36562 43/64 0.671875 17.06562
3/16 .1875 4.76250 11/16 0.6875 17.46250
13/64 .203125 5.15937 45/64 0.703125 17.85937
7/32 .21875 5.55625 23/32 0.71875 18.25625
15/64 .234375 5.95312 47/64 0.734375 18.65312
1/4 .250 6.35000 3/4 0.750 19.05000
17/64 .265625 6.74687 49/64 0.765625 19.44687
9/32 .28125 7.14375 25/32 0.78125 19.84375
19/64 .296875 7.54062 51/64 0.796875 20.24062
5/16 .3125 7.93750 13/16 0.8125 20.63750
21/64 .328125 8.33437 53/64 0.828125 21.03437
11/32 .34375 8.73125 27/32 0.84375 21.43125
23/64 .359375 9.12812 55/64 0.859375 21.82812
3/8 .375 9.52500 7/8 0.875 22.22500
25/64 .390625 9.92187 57/64 0.890625 22.62187
13/32 .40625 10.31875 29/32 0.90625 23.01875
27/64 .421875 10.71562 59/64 0.921875 23.41562
7/16 .4375 11.11250 15/16 0.9375 23.81250
29/64 .453125 11.50937 61/64 0.953125 24.20937
15/32 .46875 11.90625 31/32 0.96875 24.60625
31/64 .484375 12.30312 63/64 0.984375 25.00312
26
1/2 .500 12.70000 1 1.00 25.40000
Conversion Chart--Customary and Metric
SPECIFICATIONS
This section contains fastener torque specifications and pipe plug torque specifications.
Torque Specifications - Fasteners
The proper bolt and nut torque is dependent on its size. Standard (nonmetric) nut and bolt
torque specifications are listed in Table . The proper torque specifications for metric nuts
and bolts are listed in Table .
27
Nut and Bolt Size, mm 280M or Better Torque, N·m 280M or Better Torque, lb·ft
#10-24 5-7 4-5
1/4 in.-20 9-12 7-9
1/4 in.-28 11-14 8-10
5/16 in.-18 18-23 13-17
5/16 in.-24 20-26 15-19
3/8 in.-16 41-47 30-35
3/8 in.-24 47-53 35-39
7/16 in.-14 62-68 46-50
7/16 in.-20 77-83 57-61
1/2 in.-13 96-102 71-75
1/2 in.-20 112-126 83-93
9/16 in.-12 122-136 90-100
9/16 in.-18 145-159 107-117
5/8 in.-11 186-199 137-147
5/8 in.-18 228-241 168-178
3/4 in.-10 325-339 240-250
3/4 in.-16 393-407 290-300
7/8 in.-9 556-569 410-420
7/8 in.-14 644-657 475-485
1 in.-8 789-799 580-590
1 in.-14 928-942 685-695
Standard (Nonmetric) Fastener Torque Specifications
28
Nut and Bolt Size, mm Property Class 10.0 Torque, N·m Property Class 10.0 Torque, lb·ft
M6 X 1.0 13-16 10-12
M8 X 1.25 30-38 22-28
M10 X 1.5 58-73 43-54
M12 X 1.75 101-126 75-93
M14 X 2.0 160-200 118-148
M16 X 2.0 245-306 181-226
M20 X 2.5 478-598 353-441
Class 10.0 Torque Specifications for Metric Fasteners
Torque Specification - Pipe Plugs
Standard pipe plug torque specifications supporting engine are listed in Table .
Pipe Plug Size, NPTF * Torque Specifications, N·m Torque Specifications, lb·ft
1/8 in. 14-18 10-13
1/4 in. 19-24 14-18
3/8 in. 24-31 18-23
1/2 in. 31-39 23-29
3/4 in. 45-56 33-41
1 in. 101-126 75-93
1-1/4 in. 129-161 95-119
1-1/2 in. 149-187 110-138
Note: * Use sealant such as Pipe Plug Sealant with Teflon, (Loctite 592) or equivalent on all uncoated pipe
plugs.
Standard Pipe Plug Torque Specifications
29
The Four Stroke Cycle
2
Cylinder Designation and Firing Order

3
30
Serial Number and Emission Label Location
4
Turbocharger Identification (Non-Wastegate Version)

5
31
Turbocharger Identification (Wastegate Version)
6
32
Engine View (Current Configuration)
33
ENGINE
CYLINDER HEAD
Prior to the removal of the cylinder head, refer to the appropriate sections of the service
manual and remove the following items. See Figure .
1. Turbocharger, refer to section

2. Turbocharger oil supply tube, refer to section
3. Turbocharger oil drain tube, refer to section
4. Road draft tube, refer to section
5. Exhaust manifold, refer to section
6. ECM and mounting bracket, if equipped, refer to section
7. Main wiring harness, refer to section
8. Valve cover/Intake manifold, refer to section
9. Fuel supply line to supply manifold from filter header, refer to section
1
Repair or Replacement of Cylinder Head
To determine if repair is possible or replacement is necessary, perform the following

procedure. See Figure .
2
1
ROAD DRAFT TUBE
Use the following procedure to remove the road draft tube.
1. Remove two bolts securing the road draft tube to the crankcase.
2. Pull road draft tube out from the valve cover/intake manifold and away from the
crankcase.
VALVE COVER/INTAKE MANIFOLD
Use the following procedure to remove the valve cover/intake manifold.
1. Disconnect the main wiring harness connector from the valve cover/intake manifold.
2. Remove 13 valve cover/intake manifold capscrews.
3. Lift the valve cover/intake manifold; bend back the tabs located in the wiring
channel harness.
4. Disconnect the six fuel injector solenoids from the wiring harness by spreading the
tabs and pushing down. Or, release the retaining tabs of the wiring harness
connector and push the connector body toward the inside of the valve cover/intake
manifold. Remove the valve cover/intake manifold, leaving the wiring harness
connected to the fuel injectors.
NOTICE:
Do not pull on wires or spread tabs out too far, as they may crack or break off the
connector.
5. Remove valve cover/intake manifold and gasket from cylinder head. See Figure
and see Figure .
34
2
SUPPLY MANIFOLD
Drain the supply manifold oil rail before removing the fuel injectors to prevent leakage into
the cylinder bore.
NOTICE:
The supply manifold oil rail must be drained prior to removing the fuel injectors to prevent
leakage into the cylinder bore.
Drain Supply Manifold
Drain the supply manifold as follows:
1. Remove the supply manifold end plug from the supply manifold.
2. Install a new O-ring and backup ring onto the end plug and install into the supply
manifold. Torque plug.
Removal of Supply Manifold
Disconnect the supply manifold as follows:
1. Loosen the nuts and disconnect the high pressure oil supply hose from the
Injection Control Pressure (ICP) Sensor elbow and the high pressure pump.
2. Disconnect the fuel supply line from the fuel filter header to the supply manifold.
3. If it is necessary to remove the supply manifold, disconnect the fuel return line and
remove the 12 mounting bolts securing the supply manifold to the cylinder head.
4. Remove the supply manifold and gasket. Discard the gasket.
3
Sensor Removal
Disconnect the sensor as follows:
1. Remove ICP sensor and O-ring from the front elbow of the supply manifold.
2. Discard O-ring and replace.
VALVE LEVER (ROCKER ARM) ASSEMBLY
For exploded view of the valve lever (rocker arm) and camshaft assembly, see Figure .
5
Removal
Remove the valve lever (rocker arm) as follows:
1. Loosen 12 valve lever adjusting screw nuts. See Figure .

a. Loosen all valve lever adjusting screw nuts to loosen adjusting screw 1/2 turn.
b. Loosen six (6) rocker arm bracket bolts (long cylinder head bolts).
c. Lift rocker arm assembly from the cylinder head.
NOTICE:
Loosening the valve lever adjusting screw one half turn will avoid possible valve train
damage during installation procedure.
2. Remove six (6) long bolts and washers from rocker arm assembly and set aside.
3. Remove six valve bracket bolts.
Note: Measure the camshaft lobe lift.
4
Camshaft Lobe Lift
Camshaft wear can be measured without complete engine tear down. With the rocker arm
assembly removed and the pushrods in place, measure the camshaft lobe lift as follows:
1. Mount a magnetic base dial indicator on the cylinder head

2. Place dial indicator tip on top of pushrod and rotate engine until pushrod is at its
lowest point of travel (base circle). Then "zero" indicator.
3. Rotate the engine and bring the pushrod to its highest point of travel. Record the
indicator reading.
4. Repeat this procedure for all lobes.
Note: Intake and exhaust valve lobe life specifications are different. If wear is greater than 8.51 mm (0.020 in.)
replace the camshaft.
Note: If a complete engine overhaul is scheduled, camshaft lobe wear can be determined by measuring lobes
with a micrometer when the camshaft is removed.
Disassembly
Follow these steps to disassemble the rocker arm assembly.
1. Place rocker arm assembly on a clean flat surface.

2. Using a snap ring tool, remove rocker arm retainer ring at end of shaft. See Figure
.
7
3. Slide the rocker arm components off shaft. See Figure .

8
Cleaning of Rocker Arm Assembly
5
Follow these steps to clean the rocker arm assembly parts.
1. Immerse all components in a suitable solvent.
2. Remove and dry using filtered compressed air.
Inspection of Rocker Arm Assembly
Follow these steps to inspect the rocker arm assembly.
1. Visually inspect rocker arm shaft and bushings for scoring or signs of excessive
wear. If visibly damaged, replace shaft and rocker arm, as required.
Note: Valve levers have an oil spreader groove on the bushing. The oil spreader groove, 0.028 - 0.046 mm
(0.011 - 0.018 in.) depth, is located opposite the oil hole and aids in oil dispersion over the entire bushing
surface. See Figure .
9
Note: Valve levers (rocker arms) have an oil spreader groove on the bushing. The oil spreader groove,
0.011-0.018 in. (0.028-0.046 mm) depth, is located opposite the oil hole and aids in oil dispersion over the
entire bushing surface.
2. Measure valve lever bushings using a telescoping gage and outside micrometer.
See Figure . Measure bushings at two (2) locations, 90 degrees apart. Record the readings
10
3. Measure the valve lever shaft with a micrometer. If more than 0.13 mm (0.005 in.)
difference is found between the valve lever bushing I.D. and the valve lever shaft
O.D., replace the valve lever and/or shaft, whichever part is worn.
4. If valve levers are within specifications, they may be reused. Prior to assembly,
assure oil hole in valve levers and bushings is open by running a wire through the
6
oil hole. Remove any blockage before assembly.
5. Inspect all orifices for blockage. Run a wire through each to assure they are open.
See Figure
.
11
6. Inspect valve lever (rocker arm) shaft springs as follows:

d. Visually inspect for rust, pitting and cracks. Replace as required.
e. Measure the spring tension using spring tester. See Figure .
12
f. Measure free length (no load applied). Apply correct test load and measure test
length.
g. Replace rocker arm shaft springs that do not meet specifications.
Assembly of Rocker Arm Shaft
Follow these steps to assemble the rocker arm shaft components.
1. Lubricate all valve lever bushings with clean engine oil, install a retaining ring at
one end of shaft and assemble components with rocker arm shaft in the vertical
position. See Figure
.
13
2. Arrange rocker arm assembly components. See Figure .

14
Note: The rocker arm shaft is marked at the top. This marking should face up at all times.
Note: Cup plugs at each end of the shaft are replaceable. They should not be removed unless damaged or
leaking. If replacement is required, pry damaged plug out and press in a new cup plug. See Figure
.
3. Ensure the brackets are lined up over the shaft bolt grooves. See Figure .
15
4. When all components of the valve lever (rocker arm) shaft have been installed in
the correct order, attach a retaining ring to secure the component to the shaft. See
Figure
7
.
16
Installation
Follow these steps to install the valve lever assembly.
1. Install the valve lever assembly and adjust the valve lash. Refer to section
.
2. Install the valve cover/intake manifold and crankcase breather tube.
CAMSHAFT
Remove the fuel system, turbocharger, cylinder head and front cover items first. Then
remove the camshaft assembly as follows:
Removal of Camshaft
Use the following procedure to remove the camshaft gear and camshaft:
1. Remove roller tappets and roller tappet guides from their bores.
Note: Mark the tappets as to location in the crankcase to ensure they are returned to their original position.
2. See Figure for location of gears and timing marks. Rotate the engine so that
timing marks on lower and upper idler gears, crankshaft and camshaft gears are
aligned.
17
Note: Prior to removing any gear, mount a magnetic base dial indicator onto the engine and check for gear
backlash and end play.
3. Remove the high pressure pump. Refer to section

.
8
4. If removing the camshaft gear only, follow these instructions.
NOTICE:
To avoid damage, do not pry on the timing disk plate. Do not use an impact wrench as
that could cause the camshaft to move rearward, resulting in excess camshaft end play.
h. Remove the three (3) screws securing the timing disk plate to the camshaft
gear. Remove the timing disk plate
i. Install camshaft gear puller to cam gear.
j. Turn the camshaft gear puller. When the cam gear has moved out approximately
13 mm (1/2 in.) use a pry bar or ratchet to force the camshaft gear to its forward
most position. Finish removing camshaft gear. See Figure .
18
5. If removing the camshaft gear and camshaft as an assembly, remove two camshaft
gear thrust plate bolts.
k. The engine should be mounted in a turnover stand.
l. Rotate the engine so the front of the engine is facing up (engine in vertical
position) for easy removal of the camshaft assembly.
6. Remove the camshaft from the crankcase by lifting the assembly straight up. See
Figure .
19
NOTICE:
Avoid damage to the camshaft journals and bushings by removing the camshaft from the
crankcase by lifting straight up.
Cleaning and Inspection of Camshaft
Follow these steps to clean and inspect the camshaft.
1. Wash the camshaft in a suitable solvent using a soft bristle brush.

2. Visually inspect camshaft. If any lobes are scuffed, scored or cracked, replace
9
camshaft.
3. Beyond visual inspection, evaluate camshaft journal and lobe condition using a
micrometer as follows:
m. Inspect camshaft journal for wear. Using a micrometer, measure camshaft
journal diameter. If journals are worn beyond limits, replace the camshaft.
n. Check camshaft lobe wear using a micrometer. Measure across (A-D) and
across (B-C). Subtract (B-C) from (A-D). This will give cam lobe lift. Replace
camshaft when cam lobe wear exceeds specifications.
4. Visually inspect thrust plate for wear, cracks or distortion. Use a micrometer to
measure thrust plate thickness. Replace thrust plate if worn, damaged or if
excessive end play is measured.
5. Visually inspect camshaft drive gear for worn or damaged teeth. Inspect the timing
disk plate.
Assembly of Camshaft
Assemble the camshaft, thrust plate, camshaft gear and timing disk plate as follows:
1. Support the camshaft in an appropriate arbor press.

2. Place the thrust plate on the keyway end of the camshaft against the bearing
journal.
3. Insert the Woodruff key into the keyway.
Note: Use a thermomelt stick, available at welding supply stores, to determine the temperature.
4. Press cam gear onto camshaft.
Installation of Camshaft Gear
Use the following steps to install the camshaft gear to the camshaft:
10
NOTICE:
Heating a camshaft gear beyond 177°C (350°F) will cause it to turn blue. Any camshaft
gear that has turned blue cannot be reused.
1. If only the camshaft gear was removed, perform the following steps:
o. Heat the camshaft gear in an oven to 149-177°C (300-350°F).
p. Use welding gloves to install the heated camshaft gear. Remove cam gear
assembly from oven. Ensure the cam gear timing marks are aligned with the upper
idler gear and install onto camshaft with timing marks showing. Hold the camshaft
gear on camshaft until it tightens as it cools, approximately 30 seconds. See
Figure
.
20
2. Check camshaft end play by attaching an indicator dial. (End play should be 0.005
— 0.013 in.) If there is excessive end play, the camshaft has probably slipped
back. Remove the camshaft gear and pull the camshaft forward. Check for end
play again. Check timing disk run-out.
Inspection of Camshaft Bushing
Perform the following steps to inspect the four camshaft bushings for wear and proper
running clearance.
1. Using a micrometer, measure camshaft bushing journal diameter at two (2)

locations, 90 degrees apart, and record readings.
2. Using a telescoping gage and micrometer, measure the camshaft bushing I.D. with
bushing installed in the crankcase. Record the readings.
3. Subtract the readings obtained in steps 1a and b, to determine running clearance.
4. If maximum allowable running clearance is exceeded, refer to Specifications
in Section 1.A. Replace the camshaft bushings using the camshaft bushing remover
and installer, J 39537
.
11
Removal of Camshaft Bushing
When servicing the camshaft bushings, the crankshaft and main bearing must be removed
from the crankcase. Use the following procedure to remove the camshaft bushings:
1. Use the camshaft bushing service set, J 39537

, to remove the camshaft bushings.
q. The four camshaft bushings have the same inside diameter, but the outside
diameter and widths of each bushing are different, as is the crankcase bore into
which each bushing fits, as listed in Table .
Bushing Bore Bushing Bushing O.D. Diameter in Crankcase Bushing Width

Position
Front 63.665 mm (2.5065 in.) 63.550 mm (2.5020 in.) 25.4 mm (1.00 in.)
63.627 mm (2.5050 in.) 63.512 mm (2.5005 in.)
Intermediate/Front 63.627 mm (2.4865 in.) 63.042 mm (2.4820 in.) 18.0 mm (0.709 in.)
63.157 mm (2.4850 in.) 63.004 mm (2.4805 in.) 17.5 mm (0.689 in.)
Intermediate/Rear 62.649 mm (2.4665 in.) 62.534 mm (2.4620 in.) 18.0 mm (0.709 in.)
62.611 mm (2.4650 in.) 62.611 mm (2.4605 in.) 17.5 mm (0.689 in.)
Rear 62.141 mm (2.4465 in.) 62.026 mm (2.4420 in.) 18.7 mm (0.740 in.)
62.103 mm (2.4450 in.) 61.988 mm (2.4405 in.) 16.7 mm (0.660 in.)
Camshaft Bushings
r. Because of the different size outside diameters of the bushings, order of removal
is limited as follows: remove the front and rear bushings first. Then, remove the
two intermediate bushings through the front of the crankcase.
2. Using a camshaft bushing remover and installer tool, J 39537
, select the proper size expanding collet and backup nut and assemble onto the
expanding mandrel. With the expanding collet collapsed, install the collet assembly
into the camshaft bushing to be removed and tighten the backup nut onto the
expanding mandrel until the collet fits the camshaft housing. See Figure ; see
Figure .
2122
Note: Hold the end of the puller screw with a wrench to prevent it from turning when tightening the pulling nut.
12
3. Assemble the puller screw and extension, if necessary, and install onto the
expanding mandrel. Tighten the pulling nut against the thrust bearing and pulling
plate to remove the camshaft bushing.
Note: To remove the rear bushing, install the puller screw from the rear of the crankcase. All other bushings are
removed by going through the front of the crankcase.
Installation of Camshaft Bushing
Perform the following steps to install the camshaft bushings:
1. Identify each bushing by its outside diameter, as listed in Table .

2. Lubricate new camshaft bushings as well as crankcase bushing bore with clean
engine oil.
3. Install new bushing onto expanding collet and tighten collet by turning backup nut
until bushing is held securely. See Figure .
23
4. Mark oil hole location on back up nut of installation tool to aid in alignment of
bushing and crankcase oil holes. See Figure .
24
Note: Repeat this step for each bushing installed.
5. Install rear intermediate bushing through front of crankcase, then pull it onto place
at rear of crankcase by turning pulling nut on puller screw. Remove tool and
inspect oil hole alignment.
Note: The bushings must be installed in the proper order because of the different outside diameters of the
bushings.
6. Install front intermediate bushing next. See Figure .

25
7. Next install front camshaft bushing by pulling it into place from rear.
8. The rear camshaft bushing must be pulled into place from front of crankcase.
Note: The bushing oil holes must be aligned with the oil holes in the crankcase.
13
Inspection of Tappet
Visually inspect all roller tappets and rollers for pitting, roughness and free rotation of roller.
Check dimensionally, if specifications are exceeded replace the tappet.
Pushrod Cleaning and Inspection
Follow these steps to clean and inspect the pushrods.
1. Thoroughly clean each pushrod using a suitable solvent and dry using filtered
compressed air.
2. Visually inspect each rod for wear at ends. Replace as required.
3. Check all pushrods for straightness by rolling on a flat surface. See Figure .
Replace any rod that is bent.
26
4. Check pushrod run-out. If specifications are exceeded, replace the rod.
Camshaft Assembly Installation
Follow these steps to install the camshaft assembly:
1. With the engine in the vertical position, lubricate the camshaft and the camshaft
bushings using clean engine oil.
14
Note: Avoid nicking or scratching the camshaft bushings with the cam lobes.
2. Gently slide camshaft assembly into crankcase. Be careful not to damage camshaft
bushings.
3. Install two (2) thrust plate mounting bolts and torque to specifications. Refer to
Specifications
in Section 1.A. See Figure .
27
4. Install cam gear timing disk plate over two (2) dowel pins and torque to
specifications. Refer to Specifications
28
5. Install idler gears.

6. Check camshaft gear backlash and camshaft end play.
Installation of Tappets
If roller tappets are reusable, lubricate roller tappets and guides with clean engine oil. Install
into their original bores, unless new tappets are used. See Figure .
Note: Ensure the tappet rollers all turn in the same direction as when removed.
29
Installation of Pushrods
Install pushrods with the cup end up. Refer to Section

.
CRANKSHAFT AND MAIN BEARINGS
For an exploded view of the crankshaft and main bearings, see Figure .
15
30
For an exploded view of the crankcase and related parts, see Figure .
31
Crankshaft

32
Repair or Replacement of Crankshaft Main Bearing Shell

33
Removal of Crankshaft and Main Bearings
Remove the crankshaft and main bearings as follows:
1. Rotate the engine stand so the crankshaft is facing horizontal.
Note: Prior to bearing cap removal, check to see that caps and crankcase are stamped to identify location. If
they are not marked, stamp in numerical order 1-7, starting with No. 1 at the front of the engine. Stamp the
crankcase oil pan rail and main bearing caps on the camshaft side. See Figure . The stamping is a No. 7 in the
illustration.
34
2. Remove the six (6) main bearing caps as follows:

s. Loosen main bearing cap bolts. See Figure .
35
t. Grasp bolts and rock main bearing cap back and forth to loosen and remove
16
cap. See Figure .
36
u. Remove lower bearing shell from main bearing cap and keep in order with
bearing cap for inspection.
3. Remove No. 7 (rear) thrust bearing as follows;
v. Loosen two (2) rear thrust bearing mounting bolts. See Figure .
37
w. Insert a flat blade screwdriver between bearing cap and crankcase wall. Twist
the screwdriver and walk bearing cap up. Alternate from side to side of the bearing
cap with each twist of the screwdriver.
x. Remove bearing cap.
Note: Only use hand pressure when twisting the screwdriver.
4. Remove crankshaft from the crankcase using an appropriate lifting sling. See
Figure .
38
Note: Ensure the crankshaft is not damaged during the removal procedure.
5. Remove upper main bearing shells by pushing them out of main bearing saddle
with your thumbs. Mark the upper shells and put with lower shells until a proper
inspection can be done. See Figure .
39
Inspection and Repair of Vibration Damper
Perform the following steps to inspect and repair the vibration damper.
1. Clean the damper using a suitable solvent.
17
2. Dry with filtered compressed air.
3. Visually inspect the vibration damper pulley.
Note: Inspect the rubber insert for swelling, separation, or cracking which may indicate possible failure.
Inspection and Repair of Camshaft and Main Bearings
Perform the following steps:
1. Clean the bearing inserts and caps thoroughly in solvent and dry with filtered
compressed air.
Note: Do not scrape gum or varnish deposits from the bearing shells.
2. Clean all the internal oil passages of the crankshaft using a stiff nylon brush.
Loosen all dirt, sludge and deposits which may have accumulated. Flush the oil
passages with a suitable non-caustic solvent.
3. Blow passages dry with filtered compressed air.
4. Visually inspect the crankshaft journals (main and rod) for scratches, grooves and
scoring. Use dye penetrant methods to check for cracks.
5. Visually inspect all bearing inserts. Replace bearings that are scored, chipped or
worn.
6. Measure the diameter of each journal using a micrometer. Measure each journal at
two points, at right angles to each other. Move the micrometer over the entire
width of the journal. See Figure .
40
18
Note: If journals exceed maximum out-of-round specification, crankshaft must be reground.
7. The crankshaft can be ground 0.25 mm, 0.51 mm or 0.76 mm (0.010 in., 0.020 in.
or 0.030 in.) undersize as follows:
Note: An induction hardened fillet and journal crankshaft can be reground similar to any precision crankshaft.
However, these shafts require special treatment when grinding. Before grinding all crankshafts must be
checked for hardness.
y. Check crankshaft hardness before re-grinding and on every journal which

incurred a bearing failure or shows evidence of overheating.
NOTICE:
The hardness test is destructive and is only made prior to grinding the crankshaft. The
grinding process will correct the damage made by the Rockwell hardness tester. Do not
test for hardness unless the crankshaft is to be reground.
z. Bearing failures can cause overheating of crankshaft journals and reduction of

hardness. When this occurs, the crankshaft strength may be unacceptably
reduced.
Note: The top and bottom are determined with the crankshaft journal at TDC.
aa. Check crankshaft journal hardness using a Rockwell Hardness Tester. Check
the crankshaft rod and main journals at the top, bottom and one other location.
Check as close to the fillet as possible. If any reading is below 50 RC hardness,
replace the crankshaft. If hardness is acceptable, grind the crankshaft.
NOTICE:
Superior strength of the fillet-hardened crankshaft is due to the special process by which
the bearing surfaces and fillets are hardened. This localized hardening greatly increases
the bending strength of the crankshaft. In order to maintain this strength, precautions must
be taken when re-grinding the crankshaft. The metallurgical characteristics of the shaft
demand exacting standards and control when re-grinding journals. It can be reground
locally where equipment and experience can produce quality standards outlined in these
instructions.
8. A mechanical or an automatic wheel dresser is mandatory to prevent chatter,

burning and poor surface finish. A hand stone should NEVER be used to rough or
fine dress the face or radii of the wheel. The radii should blend evenly into the
journal.
19
9. The selection of the grinding wheel is important because too hard a wheel will
increase the possibility of burning. An aluminum-oxide wheel with a grit size of
approximately 50 and a maximum hardness of M will produce satisfactory results,
with other conditions being suitable.
10. The coolant must be such that it minimizes burning. This requires a fluid with high
lubricity properties. The straight-cutting oils appear to be the best for grinding
crankshafts and are strongly recommended.
NOTICE:
Use every precaution to avoid burns on the shaft during the grinding operation.
11. A grinding wheel speed to 6500 surface feet per minute with a work spindle speed
of approximately 40 to 45 revolutions per minute is usually satisfactory.
12. Grind all journals with crankshaft rotating in a counterclockwise direction (viewed
from front of crankshaft); lap all journals with crankshaft rotating in clockwise
direction. Do not refinish rear seal flange .
13. Feed rates should be slower than normal to prevent any burning.
14. The maximum allowable taper on crankpins (rod journals) and main journals is
0.38 mm per 25.4 mm (0.015 per 1.0 inch) of length. Crankpins and journals must
be polished to 20 Micro-inch maximum - to 5 Micro-inch minimum and must not be
over 0.12 mm (0.005 inch) out of round.
Note: Do not grind the crankshaft flange.
To avoid possible personnel injury or equipment damage, it is recommended that a CO2

fire extinguisher be near the grinding machine in case excessive heat should ignite the oil.
15. Inspection of the crankshaft for dimensional tolerances is the same as for
conventionally hardened crankshafts, except that extra care must be taken to
ensure the crankshaft is cool before inspecting. Scrap only those crankshafts
which do not meet the specified tolerances.
16. In addition to inspecting the dimensional tolerances, the crankshaft must also be
carefully checked for surface defects, particularly for grinding cracks and burns. It
20
is advisable to spray check the crankshaft (using dye penetrant methods) after
grinding and lapping to insure there is no surface cracking.
17. Tarasov Etch: In order to establish the acceptability of a re-grind procedure,
crankshaft should be etched before lapping to determine whether the crankshaft
was burned during the re-grinding procedure. The best etch to use is the Tarasov
etch, which will show both the re-hardened and the over-tempered areas. The
etching procedure is as follows:
Due to the sharp odor and flammability of the Tarasov Etch, etching should be done in a
well-ventilated area, away from any open flame. Acetone is highly flammable.
ab. Clean surface with a scouring powder and water or a good solvent.
ac. Wash thoroughly and rinse with alcohol.
ad. Apply etchant No. 1 (4 parts nitric acid in 96 parts water) for approximately 16
seconds with a cotton swab.
ae. Rinse with water and dry with filtered compressed air.
af. Apply etchant No. 2 (2 parts hydrochloric acid in 98 parts acetone) for
approximately 15 seconds with a cotton swab.
ag. Rinse with alcohol and dry thoroughly with compressed air.
Note: If the crankshaft has been burned, it will show up as a change of color after the etch. Areas hardened by
excessive heat appear nearly white, while softened areas turn dark gray or black; areas unaffected by the heat
of grinding etch a light gray.
Note: If any burns show up after the etch is used, the physical properties of the crankshaft will have been
seriously reduced, and the crankshaft should not be used.
21
Note: If burning becomes a serious problem, it can usually be eliminated by reducing the indeed rate, using a
softer grade of wheel, or increasing the work spindle speed. Sometimes, a combination of these factors, along
with the recommendations mentioned above, will be necessary to overcome the problem.
ah. After the crankshaft passes the Tarasov etch test, it may be lapped.
NOTICE:
Thoroughly clean crankshaft oil passages with nylon bristle brush, soap and water to
remove all debris which may have accumulated during re-grinding procedure. Any debris
left in crankshaft oil passages cannot be removed by oil filters and will damage bearings
immediately upon engine start-up. Once cleaned, wrap crankshaft, to protect it from
contamination, until it is installed.
18. Visually inspect the crankshaft gears for chipping or wear. Replace as required.
CRANKSHAFT GEAR
Replace the crankshaft gear as follows:
Assemble
Follow these steps to assemble the crankshaft gear.
1. Place a chisel between the gear teeth and strike the chisel with a hammer to split
the gear. See Figure
.
41
2. Remove the oil pump drive spline first to access the crankshaft gear.
3. Ensure the crankcase is not damaged during gear removal.
Installation
22
Follow these steps to install the crankshaft gear.
1. With gears removed, heat the crankshaft gear and oil pump drive spline to
188-202°C (370-395°F).
2. Install the crankshaft gear first. Ensure the locating pin on the crankshaft gear
aligns with the crankshaft properly. Press the gear into place. See Figure .
42
3. Install the hot oil pump drive spline onto the crankshaft until flush with the
crankshaft gear.
CRANKCASE RECONDITIONING
Follow these steps to recondition the crankcase:
Engine Overhaul
The best way to clean the crankcase during engine overhaul is in a chemical bath or hot
tank. This removes all carbon material and mineral deposits that collected in the cooling
passages. If the hot tank is not available, use the following cleaning procedure:
1. Clean all old gasket material from the surfaces of the crankcase using a scraper
and a sanding block.
2. Clean the cylinder liner bores using soap, water and a nylon brush.
3. Remove main oil gallery cup plug, located at rear of crankcase by using a hammer
and chisel, knock out the main oil gallery plug. See Figure .
43
4. With the plugs removed from the crankcase, clean the crankcase as follows:
ai. Use a nylon brush with soap and water to clean the oil galleries.
aj. Clean the cross drillings using a nylon brush with soap and water. See Figure .
44
23
ak. Blow out all oil galleries and cross drillings using filtered compressed air.
al. Clean all threaded holes using a tap of appropriate size.
5. Clean all threaded holes using a tap of appropriate size
am. Clean mating surfaces on plug and crankcase.
an. Apply Loctite® 262 to the outside edge of the cup plug.
ao. Drive the cup plug in using an arbor approximately 6 mm (1/4 in.) smaller in
diameter than the plug being installed.
ap. Recess the plug 3.2 mm (1/8 in.).
6. Install new plugs into rear of crankcase.
Inspection and Repair
Follow these steps to inspect and repair the crankcase.
Note: Threaded holes with damaged threads may be salvaged with the use of a thread insert.
1. Inspect the crankcase deck for flatness using a straightedge and feeler gage. Use
the checking pattern shown. See Figure . If a 0.076 mm (0.003 in.) feeler gage
can pass, the crankcase must be replaced.
45
Note: Do not resurface the crankcase. Surface defects beyond those listed in step one, above, are not
correctable. Replace the crankcase.
2. Visually inspect the piston oil jet tubes for blockage as follows. See Figure .
46
aq. Shine a light source under the small orifice in the tube end that protrudes into
the crankcase from its insertion point in the bearing saddle.
24
ar. Position your eye to align with the large orifice of the piston cooling jet. If the
light source is visible, the jet tube is clear and requires no further service.
as. If the light source is not visible, the piston cooling jet tube is blocked. Clean the
tube to remove any blockage.
3. Clean piston oil jet tube blockage as follows:
at. Run an appropriately sized wire or torch tip cleaner through the tube orifice to
remove blockage. See Figure .
47
au. Using filtered compressed air, blow loosened debris out from the jet tube
orifice.
av. Reinspect piston cooling jet tube using a light source as previously described.
Note: Do not remove piston cooling jet tubes unless they are damaged or cannot pass the visual inspection
after cleaning.
CRANKSHAFT AND MAIN BEARINGS
Bearing shell failures may result from oil deterioration, oil contamination, or oil loss.
Lubricating oil analysis may be required to determine whether corrosive acid and sulphur
are present. These may cause etching, flaking and pitting. Bearing seizure may result from
low oil.
Crankcase Integrity Check
Check crankcase integrity as follows:
25
1. Rotate engine so the main bearing saddles are facing upward. Wipe main bearing
saddle using a lint-free cloth. The supports must be free of oil. Do not lubricate the
backside of the bearing inserts.
2. Install upper bearing inserts into bearing saddle. Ensure the locking tangs on the
bearings are snapped into the crankcase
3. Apply Prussian Blue® to the crankshaft main bearing journals. Carefully lower the
crankshaft onto the main bearing inserts in the crankcase.
Note: Do not install the main bearing caps and lower bearing inserts at this time.
Note: if voids appeared in the bluing transfer, the crankcase integrity is questionable.
4. Rotate the crankshaft 1/2 turn.

5. Carefully remove the crankshaft and inspect the upper bearing inserts for an even
transfer of bluing from the journals to the bearings.
6. When satisfied that the crankcase is in good order and free of distortion and burrs
around upper bearing insert seats, clean all Prussian Blue from the bearings and
crankshaft journals.
Installation of Crankshaft
Install crankshaft as follows:
1. Lubricate the upper main bearing inserts with clean engine oil. See Figure .
48
2. Carefully install the crankshaft into the main bearing saddle. Use an appropriate
lifting sling to lower the crankshaft. See Figure .
49
Bearing Fitting Procedure
Follow these steps to fit bearings into the bearing cap:
26
1. Install a new bearing in the bearing cap, as required. Be sure the locking tangs on
the bearing inserts are snapped into the bearing cap notch.
2. Check bearing clearance as follows:
aw. Clean the bearing surface and the exposed half of the crankshaft journal.
Ensure these surfaces are free of oil.
ax. Install the bearing caps and lower inserts and tighten to the specified torque.
Refer to section
, Specifications.
ay. Remove one bearing cap with insert one at a time. Remaining caps are left
tight while checking the fit of the bearing with the cap removed.
az. Wipe the oil from all contact surfaces of the exposed journal and bearing insert
and cap removed.
ba. Place a piece of Plastigage® across the full width of the bearing surface on the
crankshaft journal (or bearing cap insert) approximately 6 mm (1/4 in.) off center.
Install bearing cap and tighten cap bolt to specified torque. Refer to
Specifications
in Section 1.A.
Note: Do not turn crankshaft while making check with Plastigage.
Note: When bearing clearance is checked, the crankshaft will have to be supported and held against the upper
main bearing halves to get a correct Plastigage reading. Use a jack at counterweight next to each main bearing
being checked to support the crankshaft. Failure to support the crankshaft will result in inaccurate readings.
bb. Remove bearing cap with insert.

bc. Do not disturb Plastigage. Using the Plastigage envelope, measure the widest
point of the Plastigage. This reading indicates the bearing clearance in
thousandths of an inch or millimeters.
bd. If the bearing clearance is not within specifications, the crankshaft must be
replaced or reground and undersize bearings installed.
Installation of Main Bearing and Cap
Follow these steps to install the main bearing caps, pistons and connecting rods.
27
1. With acceptable bearing clearance, proceed as follows:
be. Clean Plastigage from main bearing or crankshaft journal surface.
bf. Coat all bearing surface journals and bolts with clean engine oil.
bg. Place No. 1 through No. 6 main bearing caps with lower bearing inserts
installed.
bh. Install the main bearing caps and torque No.1 through No. 6 main bearing cap
bolts to specifications. Refer to Specifications
50
bi. Insert main bearing cap with rear thrust bearing into position. Center rear thrust
bearing by moving crankshaft rearward, then forward.
bj. Tighten two (2) rear thrust bearing bolts finger-tight, then torque to
in Section 1.A.
2. Check crankshaft end play using a dial indicator as follows. See Figure .
51
Note: If end play exceeds specifications, replace thrust bearing and recheck crankshaft end play. If end play is
less than specified, loosen main bearing caps, reposition, torque and check end play again.
bk. Mount the dial indicator on crankcase with indicator tip on crankcase flange
face.
bl. Lightly pry the crankshaft forward and zero indicator.
bm. Then pry crankshaft rearward and record dial indicator reading. Repeat to
assure an accurate reading.
3. Install piston and connecting rod assemblies.
4. Install front cover.
5. Install oil pump assembly.
Cylinder Liner

28
52
1. Use the sleeve puller to remove the cylinder liners, see Figure , as follows:
53
NOTICE:
To prevent damage to the journal by the puller lifting jaws during puller installation, bar the
engine over so the crankshaft journal is located at the bottom (low point) of its travel.
bn. Position the puller in the liner and spread the lifting jaws so the tangs grip the
bottom of the liner.
Note: When you remove the liner from the puller, mark the liner with its cylinder bore number. Also mark the
liner position in the block for purposes of inspection and assembly.
bo. With the lifting bridge firmly on the crankcase top deck, turn the forcing nut to
break the cylinder liner loose from the crankcase.
bp. Lift liner and puller from the crankcase.
2. Disassembly
bq. Use a pic to remove two (2) O-rings at the lower counterbore area of each
cylinder liner.
br. Discard the O-rings.
FLYWHEEL

54
Removal
Remove the flywheel as follows:
Note: The rear oil seal can be serviced in chassis. The procedure is performed as part of engine overhaul and
29
separately, when required.
1. Remove two (2) flywheel mounting bolts located at the 3 and 9 o'clock positions.
Install two (2) guide dowel pins at these locations. See Figure .
55
2. Remove remaining ten (10) flywheel mounting bolts.

3. Slide flywheel out of the flywheel housing and off guide dowel pins.
Note: With flywheel removed, guide dowel pins can be removed from crankshaft flange.
FLYWHEEL HOUSING
To determine if repair or replacement of the flywheel housing is necessary, perform the

following procedure. See Figure
.
56
Removal of Flywheel Housing
Remove the flywheel housing as follows:
1. Remove eight (8) mounting bolts securing the flywheel housing to crankcase.
2. Remove flywheel housing from crankcase.
Note: For vehicles equipped with the MT-654CR transmission, a transmission adaptor ring is bolted to the
transmission side of the flywheel housing. It is not necessary to remove this adaptor ring from the flywheel
housing. This is a special flywheel housing with the adaptor ring bolted in place to match with the flywheel
housing as it was machined.
Removal of Rear Oil Seal and Wear Sleeve
Remove rear oil seal as follows:
Note: It is not necessary to remove the flywheel housing or oil seal carrier, if all that is being replaced is the oil
30
seal and wear liner.
1. Punch two holes into the rear oil seal at the 3 and 9 o'clock positions. Insert two
sheet metal screws into these holes. See Figure .
57
2. Using a slide hammer, alternately pry on each screw to remove rear oil seal from
the carrier. Discard old oil seal. See Figure .
58
Removal of Rear Oil Seal and Carrier
The flywheel housing must be removed before following these steps:
1. Remove six (6) bolts securing rear oil seal carrier to crankcase.
2. Remove rear oil seal carrier. Using a hammer, remove the rear oil seal from the
carrier. Discard oil seal.
3. Remove rear oil seal carrier gasket and discard.
Removal of Wear Sleeve
Use this method only when the repair is being done in-chassis with the flywheel housing and
rear oil seal carrier in place. Remove the rear oil seal as follows:
NOTICE:
Ensure the crankshaft flange is not nicked during this procedure. This method is only used
when the repair is to be done in-chassis with the flywheel housing and rear oil seal carrier
in place.
1. Install the wear sleeve removal tool, J 42944

, to the crankshaft flange as follows:
bs. Install guide plate against crankshaft and attach three (3) collets around the
wear sleeve, guide and crankshaft flange. See Figure .
31
59
bt. Place the sleeve around the three (3) collets. See Figure .
60
2. Attach a ratchet to the forcing screw and turn to remove the wear sleeve. See
Figure .
61
3. Discard the wear sleeve and inspect the crankshaft flange for damage.
Note: An alternate method to remove the wear sleeve is to use the following procedure with the flywheel
housing removed.
Wear Sleeve Removal (with Flywheel Housing Removed)
Remove the wear sleeve as follows:
1. With the flywheel, flywheel housing and rear oil seal carrier removed, use a
hammer and tap the O.D. of the wear sleeve.
Note: This causes the wear sleeve to expand and slide off easily.
2. Discard wear sleeve.
Installation of Rear Oil Seal and Wear Sleeve
Install a new rear oil seal and crankshaft wear sleeve assembly using installer tool as
follows:
Note: Install the rear oil seal and wear sleeve as a unit. Do not remove the seal from the wear sleeve prior to
installation.
1. Clean crankshaft flange and seal carrier bore thoroughly. Remove any debris.
2. Attach rear oil seal/wear sleeve guide to crankshaft flange and secure with two (2)
mounting screws. See Figure .
62
3. Coat inner I.D. of wear sleeve and O.D. of oil seal with Aviation Permatex #3.
32
4. Position oil seal and wear sleeve over crankshaft.
Note: Proper use of installer tool will assure that seal and wear sleeve are pressed onto the crankshaft flange
to the proper depth.
5. Assemble rear oil seal/wear sleeve installer tool onto crankshaft. Using a wrench,
turn forcing nut on installer tool until seal and sleeve are seated in the bore. See
Figure
.
63
6. Remove oil seal/wear sleeve installation tool.
Installation of Rear Oil Seal and Carrier (Flywheel Housing Removed)
Install rear oil seal carrier as follows:
1. Attach rear oil seal guide, J 41163

, to crankshaft flange and secure by tightening the two (2) mounting bolts. See Figure .
64
2. Place a new gasket into rear oil seal carrier. Install rear oil seal carrier to crankcase
and loosely secure with oil seal carrier mounting bolts.
3. Install the driver guide tool, J 41163
, over the crankshaft. See Figure .
65
4. Tighten driver nut to center the oil seal carrier to the crankcase. Finger-tighten the
carrier and remove the driver guide tool. See Figure .
66
5. Rotate/twist the carrier, if necessary, to align carrier with crankcase rails. Use
straight edge to verify.
6. When the rear oil seal carrier is level, torque the mounting bolts to specifications.
Refer to Specifications
67
7. Install a new rear oil seal and crankshaft wear sleeve assembly.
bu. Clean crankshaft flange and seal carrier bore thoroughly. Remove any debris.
33
bv. Attach rear oil seal/wear sleeve guide to crankshaft flange and secure with two
(2) mounting screws.
bw. Coat inner I.D. of wear sleeve and O.D. of oil seal with Aviation Permatex #3.
See Figure
.
68
bx. Position oil seal and wear sleeve over crankshaft.
Note: Proper use of the installer tool will assure that seal and wear sleeve are pressed onto the crankshaft
flange to the proper depth.
by. Assemble rear oil seal/wear sleeve installer tool onto crankshaft. Using a
wrench, turn forcing nut on installer tool until seal and sleeve are seated in the
bore. See Figure
.
69
bz. Remove oil seal/wear sleeve installation tool.
Installation of Flywheel Housing (Out Of Chassis)
Install flywheel housing to crankcase as follows:
1. Install new camshaft O-ring over camshaft end opening at rear of crankcase.
Note: Ensure a new camshaft O-ring is installed before completing these steps.
2. Install flywheel housing by guiding the housing and hollow dowels up against the
crankcase. Secure using flywheel housing mounting bolts. Torque the eight (8)
bolts to specifications. Refer to Specifications
70
Flywheel Housing Check
This procedure checks the flywheel housing and concentricity. The bore concentricity and
face run-out is checked to ensure proper engine to transmission alignment.
34
1. Check flywheel housing bore concentricity as follows.
ca. Attach a dial indicator to the crankshaft and place the indicator tip against the
flywheel housing bore.
cb. Zero the dial indicator.
cc. Rotate the crankshaft slowly and record the total indicator variation.
2. Check flywheel housing face run-out as follows.
cd. Attach a dial indicator to crankshaft and place indicator tip against housing
face.
ce. Measure at four points, 90 degrees apart for total face variation.
Note: Keep the crankshaft end play at zero in the same direction for all measurements.
cf. For housing face run-out tolerance, refer to Specifications

in Section 1.A.
Pilot Concentricity Check
Check crankshaft flywheel pilot concentricity as follows. See Figure .

71
1. Attach a dial indicator to flywheel housing and place tip up against flywheel pilot.
2. Rotate the crankshaft slowly and record the total indicator variation. Refer to
Specifications
in Section 1.A, for specifications for concentricity tolerance.
Installation of Flywheel
Install the flywheel as follows:
1. Install two (2) flywheel guide studs, J 43096

, into the 3 and 9 o'clock positions of the crankshaft.
2. Install flywheel over guide studs and secure to crankshaft with ten (10) flywheel
35
mounting bolts.
Note: For applications using automatic transmissions, install spacer, flexplate(s) and reinforcing ring. Then
install the ten (10) flywheel mounting bolts.
3. Remove two (2) guide studs and install remaining two (2) mounting bolts. Torque
all twelve (12) flywheel mounting bolts to specifications. Refer to Specifications
72
Removal of Rear PTO Housing Assembly, If Equipped
The flywheel is removed for this procedure. Perform the following steps.
1. Remove two (2) flywheel mounting bolts located at the 3 and 9 o'clock positions.
Install two (2) guide dowel pins, made locally, at these locations. See Figure . The
rear oil seal is in the rear PTO housing assembly. For removal of rear PTO
housing assembly instructions, refer to section
.
73
2. Remove remaining ten (10) flywheel mounting bolts.

3. Slide flywheel out of the flywheel housing and off guide dowel pins.
Removal of Rear Oil Seal Carrier
Remove six (6) bolts securing rear carrier to crankcase. Remove carrier.
Note: The rear cover cannot be removed until the four bolts mounted through the oil pan and into the bottom of
the rear cover are removed.
Installation of Rear Oil Seal Carrier
36
Install rear oil seal cover as follows:
1. Place a new gasket into rear oil seal cover.

2. Install rear oil seal cover. Secure to crankcase by finger-tightening the mounting
bolts.
3. Rotate/twist cover to align the oil seal cover with crankcase oil pan rail. Use straight
edge to verify. See Figure
.
74
4. When the rear cover is aligned, torque the mounting bolts to specifications. See
Figure . For installation of the rear PTO housing, refer to section
.
75
Installation of Flywheel
Install the flywheel as follows:
1. Install flywheel over dowel guide pins and secure to crankshaft with ten (10)
flywheel mounting bolts.
2. Remove two (2) dowel guide pins and install remaining two (2) mounting bolts.
Torque all twelve (12) flywheel mounting bolts to specifications. Refer to
Specifications
in Section 1.A.
FLYWHEEL RECONDITIONING
Use the following procedure to recondition the flywheel. Clean the flywheel with a
non-caustic solvent and dry with compressed air.
37
1. Visually inspect the flywheel for cracks, heat checks and extensive scoring which
would make it unfit for further service. Replace or resurface as required.
2. Inspect ring gear for worn, chipped or cracked teeth. If teeth are damaged, replace
ring gear.
Flywheel Resurfacing
Flywheels used with manual transmissions may be resurfaced to correct minor wear and
scoring.
When resurfacing the flywheel, refer to dimension "A", to determine if the flywheel was
previously refaced or it if has adequate stock for refacing. See Figure .
76
Note: Flywheels used with automatic transmissions cannot be resurfaced. If damaged, replace flywheel.
Note: Flywheel resurfacing information is provided for guidance only. Detroit Diesel Corporation assumes no
responsibility either for the results of any work performed in accordance with this information or for the ability of
service personnel to detect heat cracks.
Any crack or heat check in the flywheel could cause it to separate, creating the possibility
of injury to the operator or bystanders. Carefully examine the flywheel, after resurfacing,
for any cracks or heat checks. If there is any question, do not use the flywheel.
38
Ring Gear Replacement
Follow these steps to replace ring gear:
1. Remove any damaged ring gear from the flywheel as follows:

cg. Heat the ring gear with a torch to expand the gear.
ch. Once heated, knock the gear off the flywheel. Do not hit the flywheel when
removing the ring gear.
2. Install a new ring gear as follows:
ci. Heat the ring gear evenly until the gear expands enough to slip onto the
flywheel.
cj. Ensure the ring gear is seated properly against the flywheel shoulder.
Note: Do not heat the ring gear to a temperature higher than 278°C (500°F). Heating beyond this temperature
will adversely affect ring gear hardness.
Note: Refer to section

for oil pan removal. Refer to section
for oil level gage tube removal and assembly.
VIBRATION DAMPER ASSEMBLY
To determine if repair of the vibration damper is possible or replacement is necessary,

perform the following procedure. See Figure .
77
To determine if repair of the pulley is possible or replacement is necessary, perform the

following procedure. See Figure
.
78
39
Removal of Vibration Damper
Remove the vibration damper assembly as follows:
1. Prior to pulley damper removal, inspect the damper for wobble as follows:
ck. Remove paint from the face of the damper at four (4) points 90 degrees apart.
cl. Clamp/attach a dial indicator to the front cover. Position the indicator point on
an unpainted surface and "zero" the indicator.
cm. Pry the crankshaft pulley forward and read the indicator.
cn. Record readings and repeat at each unpainted surface. If wobble exceeds
specification, replace the damper.
Note: Do not pry the crankshaft pulley back and forth. Pry only in one direction, to eliminate the possibility of
replacing a damper for excessive wobble when the crankshaft end play was really excessive from any readings
taken.
2. Remove the pulley damper assembly as follows:

co. Remove three (3) bolts and retainer.
cp. Install a universal puller using bolts long enough to hold the puller in place.
Turn the forcing screw and remove the pulley damper assembly. See Figure .
79
cq. Remove bolts securing the front engine mounting bracket. Remove bracket.
See Figure .
80
Inspection for Vibration Damper Streaking
A condition known as streaking may be observed on the vibration damper; see Figure .
Detroit Diesel has established guidelines for replacement of the vibration damper when this
condition occurs.
81
Rubber streaking may become evident as the rubber, found between the inertia ring and the
40
damper pulley, begins its normal life cycle. see Figure . This process is caused by high
temperatures generated within the damper as it absorbs the energy of the rotating
crankshaft. The time required to generate this condition varies greatly due to differences in
engine ratings and vehicle applications.
82
Streaking generally occurs on both front and rear surfaces of the vibration damper. A
damper showing signs of streaking does not require replacement and can remain in
operation for some time. To determine when the vibration damper should be replaced, use
the following guidelines:
1. Replace the damper when the rubber compound has recessed more than 10 mm
(3/8 in.) depth across a 51 mm (2 in.) radius on both sides of the damper, see
Figure .
83
2. Replace the damper if rubber member "chunking" occurs. Chunking is defined as

the occurrence of deep splits within the rubber member, resulting in the loosening
or breaking off of "chunks" of rubber.
Installation of Vibration Damper
Install the vibration damper assembly as follows:
1. Place damper directly on a hot plate. Mark damper with a thermomelt crayon,
388°F (198°C), and heat. When the crayon melts, use welding gloves and install
damper on crankshaft nose. Be sure that keyway on damper aligns with key on
crankshaft. Do not install damper when cold (room temperature).
2. Install the damper retainer using the correct bolts.
3. Prevent the crankshaft from turning and torque the bolts to specifications. Refer to
Specifications
in Section 1.A.
OIL PICK-UP TUBE
41
Use these guidelines to remove and install the oil pick-up tube.
Removal of Oil Pick-up Tube
Perform the following steps to remove the oil pick-up tube.
1. With pulley damper removed, remove the oil pick-up tube as follows: See Figure .
84
cr. Remove the two (2) retaining bolts at the front cover.
cs. Support oil pick-up tube and remove retaining bolt at support bracket.
ct. Remove the pick-up tube and gasket. Discard gasket.
Installation of Oil Pick-up Tube
Perform the following steps to install the oil pick-up tube.
1. Install two (2) oil pick up tube mounting bolts and place new gasket into position.
2. Align holes of oil pick-up tube with two (2) holes in front cover. Secure oil pick-up
tube to front cover.
3. Align oil pick-up tube with support bracket and secure using one (1) bolt. Torque to
in Section 1.A.
4. Torque two (2) front bolts to specifications. Refer to Specifications
in Section 1.A.
Note: If stress occurs when tightening the mounting bolt of the oil pick-up tube mounting bracket after the front
bolts are tightened, replace tube. If no stress occurs, torque the bracket bolt to specifications. Refer to
Specifications
in Section 1.A.
PISTON AND PISTON RING
42
For an exploded view of the connecting rods, pistons, rings and sleeves, See Figure .
85
Repair or Replacement of Piston and Piston Ring

86
PISTON AND ROD ASSEMBLY
The piston and rod are serviced as an assembly.
Repair or Replacement of Piston and Connecting Rod

87
Removal of Piston and Rod Assembly
Remove the piston and rod assembly as follows:
1. Using a razor knife, scrape the carbon ridge from the top of the cylinder sleeve.
NOTICE:
To reduce the chance of piston ring land damage during removal, the carbon ring must be
removed before removing the piston and rod assembly.
43
Note: Mark each connecting rod cap and re-assemble to the proper connecting rod upon removal. Mark the
location of the connecting rod within the crankcase.
2. Loosen the connecting rod bolts using a socket and breaker-bar. See Figure .
88
3. Remove the bolts by hand.

4. Remove the connecting rod cap and bearing insert. See Figure .
89
5. Remove the piston and connecting rod assemblies as follows:

cu. Rotate the engine in a vertical position, front end up.
cv. Push the piston and rod assembly from the cylinder bore using a wood or
plastic handle.
cw. Once the piston rings are free of the cylinder bore, the assembly can be
removed from the top of the crankcase.
cx. Match connecting rod and piston assemblies upon removal so they can be
reinstalled in their respective cylinder bores.
Disassembly of Piston and Rod Assembly
Disassemble the piston and rod assembly as follows:
1. Using pliers, remove the two (2) piston pin retaining rings.
Note: Mark components with the piston number from which they were removed so they may be installed
properly.
2. Remove the piston pin from its bore, by hand. Then separate the connecting rod
from the piston. See Figure
. Refer to section
for reassembly.
90
3. Remove the piston skirt from the piston crown on the two (2) piece piston
assemblies found on the Series 40E, 8.7L.
4. Use a piston ring expander tool to remove the piston rings. Remove the top ring
first, then the intermediate ring and the oil control ring.
44
Cleaning of Piston and Rod Assembly
Clean the piston and rod assembly as follows:
1. Clean the aluminum pistons using a soap and water solution; soak and then clean
pistons, using a non-metallic brush.
2. All piston ring grooves must be cleaned thoroughly. Ensure the two (2) cast oil
holes or oil slots in the oil ring groove are open.
3. The following disassembled components may be cleaned using a suitable
solvent--piston rings, pins, pin retainers and connecting rods.
Note: Never use a caustic solution or a wire brush for cleaning the aluminum pistons.
4. Clean all rod bolt holes and threads thoroughly.

5. Clean the oil hole at the top of the rod. Ensure it is not blocked.
Inspection
Perform the following steps to inspect the connecting rod, piston, rings and liner.
1. Soak the cylinder liners in a soap and water solution and clean thoroughly using a
non-metallic brush.
45
Inspection of Piston
Follow these steps to inspect the pistons.
1. Visually inspect the pistons for scuffed or scored skirts and cracked or worn lands.
Replace the pistons as required.
2. Check top and intermediate compression ring groove widths for wear as follows:
cy. Install the 2.921 mm (0.1150 in.) gage pins from the piston groove wear gage
pin set, into the groove to be measured. See Figure .
91
cz. Measure the piston diameter over gage pins using an outside micrometer. See
Figure .
92
da. If the measurement over the gage pins is NOT within specifications, excessive
piston groove wear exists and the piston must be replaced with a new piston.
3. Check the rectangular oil control ring groove for side clearance as follows. Refer to
Specifications
in Section 1.A.
db. Using a new ring, place the outer edge of the ring in the oil control ring groove.
dc. Roll the ring, in its respective groove, entirely around the piston. Make sure the
ring is "free" in the groove.
dd. With a feeler gage check the side clearance of each oil control ring in its
respective groove. See Figure
.
93
de. Excessive side clearance indicates ring groove wear and requires piston
replacement.
4. Check piston to cylinder liner running clearance, as follows:
df. Measure and record the piston skirt diameter. With the piston at room
temperature, place an outside micrometer 27.43 mm (1.080 in.) below the bottom
land of the oil control ring 90 degrees from the pin bore. See Figure .
94
46
dg. Measure cylinder liner inside diameter. Record the reading.
dh. Subtract the piston skirt diameter from the cylinder liner I.D. The resulting
dimension is the piston to cylinder liner running clearance.
di. If running clearance is not within specifications, replace the piston.
Inspection of Piston Ring
Follow these steps to inspect the piston rings.
1. Visually inspect new rings for cleanliness.
Note: Faulty rings cannot always be detected by visual inspection. Whenever a piston is removed from a
cylinder, it is recommended that piston rings be replaced.
2. Prior to installing the rings on the piston, check each ring for proper gap as follows:
dj. Push the ring down into the cylinder bore making sure the ring is square with
the cylinder wall.
dk. Measure the gap between the ends of each ring with a feeler gage. See Figure
. Discard any new ring which does not meet the specifications.
95
CONNECTING RODS
Follow these procedures to remove and replace the connecting rod assembly.
Repair or Replacement of Connecting Rod

96
47
Inspection of Connecting Rods
Inspect connecting rods as follows:
1. Visually inspect the connecting rod bolts for nicks or damage.

2. Visually inspect the rod and cap mating surfaces for fretting. Replace as required.
3. Inspect the connecting rod piston pin bushing for wear as follows:
dl. Using a telescoping gage and an outside micrometer, measure the pin bore at
two (2) locations 90 degrees from one another and record the readings. See
Figure .
97
dm. If piston pin bushing I.D. exceeds minimum specification, it is worn and must
be replaced.
4. Remove any worn bushing using a press and a driver.
Note: When lubricated with clean engine oil, the bolts must screw into the rod by hand. If resistance is met,
clean the rod threads and try a new bolt. If a new bolt does not screw in freely, the rod must be discarded. Rod
threads cannot be re-tapped.
5. Check connecting rod bearing bore for "out-of-round" as follows:

dn. Lubricate connecting rod bolts with clean engine oil and assemble the cap to
rod with out bearing insert. Torque bolts to specifications. Refer to Specifications
in Section 1.A.
do. Use an inside micrometer and measure connecting rod in three locations.
dp. If the difference between point "B" and average of points "A" and "C" ([A+C] ÷
2), exceeds the specifications, the rod must be replaced. Refer to Specifications
98
6. Measure connecting rod bearing bore taper, by measuring bore I.D. on each side of
bearing bore. Record the readings. The difference between the two readings is the
bore taper. Refer to Specifications
in Section 1.A. Replace rod as required. See Figure .
99
7. With connecting rod cap removed, visually inspect surface finish of connecting rod
bearing bore. The bore must be smooth and free of scoring, nicks or burrs.
48
Replace as required.
8. Connecting rod bend and twist: Often engine component wear patterns can be
identified and used to diagnose a problem. Some common examples of connecting
rod wear patterns include:
dq. A shiny surface on edge of piston pin bushing usually indicates that a
connecting rod is bent or piston pin hole is not in proper relation to piston skirt and
ring grooves.
dr. Abnormal connecting rod bearing wear can be caused by either a bent
connecting rod or a tapered connecting rod bore.
ds. Twisted connecting rods will not create an easily identifiable wear pattern but
badly twisted rods will disturb action of entire piston, rings and connecting rod
assembly and may be the cause of excessive oil consumption.
Note: If any of these conditions exist, check the connecting rods for bends or twists using a suitable alignment
fixture. Follow the instructions of the fixture manufacturer. If bend or twist exceeds specifications, replace the
connecting rod.
Inspection of Piston Pins
Follow these steps to inspect piston pins.
1. Visually inspect piston pins for corrosion or wear. Replace as required. See Figure .
100
2. Use a micrometer to measure piston pin O.D. at two (2) locations. Record the
readings. See Figure
. If piston pin wear exceeds the specifications, replace the pin. Refer to
Specifications
in Section 1.A.
3. Check piston pin clearance in rod as follows:
dt. Subtract piston pin O.D. from piston pin bushing I.D. measurement.
du. If clearance exceeds the specifications, replace the bushing. Refer to
Specifications
in Section 1.A.
49
Inspection of Cylinder Liners
Follow these steps to inspect the cylinder liners. Inspect cylinder liners. If liner is worn
beyond specifications, replace the liner.
1. Visually inspect inside surface of liner for scuffing or scoring and polishing. Replace
liner and piston as required. Examine outer surface of liner for cavitation erosion.
Replace as required.
2. Check cylinder liners for wear (taper) using any one of the three (3) methods
described.
Inspection Method One
Using a telescoping gage, and an outside micrometer:
1. Measure liner I.D. at top of piston ring travel (just below carbon ridge area) and
record reading. See Figure .
101
2. Measure liner I.D. below ring travel area and record reading. See Figure .
102
3. The difference between two readings is cylinder liner taper. If specifications are
exceeded, replace liner.
Inspection Method Two
Using a dial bore gage:
1. Measure at the top of the piston ring travel just below the carbon ridge area and
record the reading. See Figure .
103
50
2. Measure below ring travel area and record the reading.
3. The difference between the two readings is the cylinder liner taper. If specifications
are exceeded, replace liner.
Inspection Method Three
The feeler gage method:
1. Install a top compression ring squarely at top of ring travel and measure ring end
gap with a feeler gage. Record the reading. See Figure .
104
dv. Install same piston ring squarely below ring travel area and measure ring end
gap. Record the readings.
dw. Every 0.07 mm (0.003 in.) increase in ring gap equals a 0.025 mm (0.001 in.)
increase in bore size.
Bearing Fitting Procedure
When the assembly is drawn up tight, the bearing is compressed, assuring a positive
contact between the bearing back and the bore.
1. If bearing-to-crankshaft running clearances exceed specifications because of wear

on the crankshaft, replace or re-grind the crankshaft and install undersize precision
type bearing shells.
2. Torque the connecting rod bolts alternately and evenly to specifications. Refer to
Specifications
in Section 1.A.
Note: Bearing shells must fit tightly in the bore. When bearing shells are inserted into the connecting rod and
cap, they protrude above the parting line. This protrusion is required to achieve "Bearing Crush". Bearing shells
are designed with "spread". That is, the width across the open ends are slightly larger than the diameter of the
connecting rod bore into which they are assembled, see Figure . This condition is designed into the bearing
shell causing it to spread outward at the parting line when "Crush" load is applied by tightening the bolts. Some
snap may be lost in normal use but bearing replacement is not required because of a nominal loss of snap.
51
105
3. Fit connecting rod bearings and measure bearing running clearance as follows:
Note: Do not turn the crankshaft during the running clearance check. See Figure .
106
dx. With bearing cap removed, wipe oil from the face of the bearing insert and
exposed portion of the crankshaft journal.
dy. Place a piece of plastigage across the full width of the bearing about 6 mm
(1/4 in.) off center.
dz. Install the cap and torque bolts evenly and alternately to specifications. Refer
to Specifications
in Section 1.A.
Note: With the precision bearings used, no problem should be encountered. If proper clearance is NOT
achieved, a problem with the crankshaft may exist which requires re-grinding and the use of undersize
bearings. Bearing cap torque is very important. Repeat running clearance check procedure before condemning
the crankshaft.
ea. Remove main bearing cap. The plastigage material will be found adhering to
either the bearing shell or the crankshaft. Use plastigage scale to measure widest
point of flattened plastic material. The number within the graduated marks on the
scale indicates the clearance in thousandths of an inch or millimeters.
eb. Remove the test material and repeat the test for each connecting rod bearing.
4. Check clearance of connecting rod by placing a feeler gage between the
connecting rod and the crankshaft journal.
5. Check connecting rod side clearance using a dial indicator. See Figure .
107
ec. Place the tip of the dial indicator on the connecting rod cap.
ed. Pry the connecting rod towards the rear of the engine and "zero" the dial
indicator.
ee. Pry the connecting rod toward the front of the engine and read the indicator.
Repeat for all connecting rods.
Note: Lack of clearance could indicate a damaged rod or a rod bearing out of position. Excessive clearance
may require replacement of the rods or crankshaft. Correct as required.
52
Cylinder Liner Reconditioning
Check the crankcase counterbore depth using the surface gage or a depth micrometer as
follows:
Surface Gage Method
Follow these steps when using the surface gage method.
1. "Zero" the dial indicator on the crankcase deck.

2. Move the indicator onto the counterbore ledge and check the depth at four (4)
points.
3. For counterbore depth and maximum variation between the four (4) measurement
points, refer to Specifications
in Section 1.A.
4. If maximum variation between the four (4) points exceeds specifications, resurface
the counterbore.
Depth Micrometer Method
Follow these steps when using the depth micrometer method.
1. Check the counterbore depth at four (4) points around the crankcase counterbore.
2. Record the measurements.
3. Resurface the counterbore if the maximum variation between measurement points
is exceeded. Refer to Specifications
in Section 1.A.
53
Resurface Cylinder Liner
Follow these steps to resurface the liner.
Resurface the counterbore using the counter-boring tool, along with the appropriate cutter
head as follows:
1. Preset tool bit by placing a 0.20 to 0.25 mm (0.008 to 0.010 in.) feeler gage on the
O.D. of the cutter head. Push the tool bit out until it touches the feeler gage. Lock
the tool bit in place using an Allen wrench.
2. Install the cutter head onto the driver unit and adaptor plate of the counter-boring
tool.
3. Raise the cutter head by pulling the plunger and lifting up on the handle. Mount the
counter-boring tool assembly to the crankcase. Tighten the cap screw with
washers finger-tight; then apply 45 N·m (33 lb·ft.) of torque. See Figure
.
108
4. Lower the cutting head by loosening locking screws on turn knuckles. Pull plunger
up to desired height. Tighten turn knuckle in opposite direction and lock in place
with locking screws.
5. Set the depth of the cut using one of two (2) methods.
Method One, Using Graduated Marks on Tool
Follow these steps if using the graduated marks on the tool:
1. Loosen locking screw.

2. Rotate the adjusting nut in a counterclockwise direction until the nut contacts the
driver unit housing.
3. Back off the adjusting nut by the amount of cut desired.
4. Tighten the adjusting nut lock screw.
54
Method Two, Using Feeler Gage
Follow these steps if using the feeler gage.
1. Loosen locking screw. See Figure .

109
Note: Never attempt to remove more than 0.052 mm (0.002 in.) material at a time.
2. Insert an appropriate size feeler gage 0.05 mm (0.002 in.) maximum between
upper and lower turn knuckle. Rotate upper turn knuckle until feeler gage is just
held in place.
3. Tighten the locking screw and remove the feeler gage.
NOTICE:
To avoid damage to the tool bit, never rotate counterclockwise when the tool bit is in
contact with the counterbore ledge.
4. Measure counterbore depth once counterbore has been resurfaced and cleaned.
Refer to cylinder liner fitting procedure.
5. Check cylinder liner protrusion as follows:
ef. Clean cylinder bore and crankcase counter bore area.
eg. Install the liner into its bore without O-rings and install the holding adaptors.
Fasten the holding adaptors using grade 8 bolts and hardened washers. Tighten
the bolts in two (2) stages, first 55 N·m (40 lb·ft) and then 110 N·m (80 lb·ft). See
Figure .
110
eh. Using a surface gage, place the dial indicator tip on the cylinder liner flange.
"Zero" the indicator and move the block until the indicator tip slides off the flange to
the crankcase deck. Record the reading. See Figure .
111
6. Adjust the liner protrusion as follows:

ei. Remove the holding adaptors and cylinder liner.
ej. Clean the top deck of the crankcase and the cylinder liner counterbore.
55
ek. Install the shim(s) as required to bring the protrusion above the crankcase deck
within specifications. Shim sizes listed in Table , are available as a package.
Shim Size Shim Size in. Shim Size Shim Size in.
0.05 mm 0.002 in. 0.51 mm 0.020 in.
0.01 mm 0.004 in. 0.81 mm 0.032 in.
0.25 mm 0.010 in.
Available Shim Sizes in Package
el. Follow cylinder liner installation instructions.
Assembly of Connecting Rods, Pistons and Rings
Follow these steps to assemble the connecting rods, pistons and rings.
1. For two-piece pistons only: Assemble the piston skirt onto the piston crown. Refer
to Specifications
in Section 1.A.
Note: If the piston skirt and crown are not assembled as shown, piston slapping will occur. Two-piece
articulated pistons are used on the 8.7L engine rated at 275 hp @ 950 peak torque, and all 8.7L engines rated
at 300 hp and above. See Figure .
112
2. Install the rings onto the pistons using a piston ring expander tool in the following
order: top compressing ring first, then the second compression ring followed by the
oil control ring.
em. Intermediate Keystone Rings: Identification marks must face up. (Top ring has
UP-TOP. Second ring has UP-2nd.) Stagger the ring gaps 120 degrees apart.
en. Intermediate Rectangular Negative Twist Ring: Identification marks must face
up. The second ring has a permanently marked "O" on the top side and an orange
paint stripe on it. Stagger the rings 120 degrees apart.
Note: The oil ring does NOT have identification marks. There is no top or bottom, it may be installed in either
direction.
3. Assemble the piston and connecting rod as follows:
56
eo. Lubricate the connecting rod piston pin bushing with clean engine oil.
ep. Install the retaining ring at one end of the piston pin bore.
eq. Insert the connecting rod into the piston aligning bored holes of the rod and
piston (the short side of the split on the crank end of the rod is to be toward the
side of the piston marked CAM SIDE.
4. Align the pin bores and insert the piston pin.
5. Install the second retaining ring. See Figure .
113
Note: The connecting rod and cap matching numbers must be opposite the cam side of the pistons.
Ensure the new two-piece piston is properly orientated when assembled. For assembly
alignment identification, the piston crown has a nib (obstruction block) on one of the piston
pin bosses and the piston skirt has a raised triangle as part of the skirt casting. When
assembling the piston, the raised formed triangle on the skirt and the piston pin boss side
with the nib on the piston crown, must be lined up.
Installation of Cylinder Liner
Follow these steps to install the cylinder liners.
1. Lubricate the O-rings with clean engine oil and install into cylinder liner groove
(without twist). See Figure
.
114
2. If required, assure the proper shim(s) is installed in the crankcase counterbore so

cylinder liner protrusion is within specifications.
3. Ensure the O-rings are properly aligned in the groove.
4. Apply clean engine oil to the lower crankcase counterbore, then carefully install
cylinder liner. If reusing liner, rotate 90 degrees from its original position and install
in the same bore from which it was removed. See Figure .
115
5. After installation, check cylinder liner (liner) protrusion.

6. Check cylinder liner bore dimensions and liner taper. If the liner is not measuring
57
up to specifications, check for improperly aligned O-rings.
Assembly of Piston and Connecting Rod
Follow these steps to assemble the piston and connecting rod again.
1. Lubricate the piston rings with clean engine oil and stagger the ring gaps 120
degrees apart.
2. Install the piston ring compressor over the piston rings. See Figure .
116
3. Lubricate the cylinder liner with clean engine oil.
Note: The piston and rod assemblies can be installed by turning the crankshaft three (3) times. Position the No.
1 and 6 crank pins at BTDC. Install the No.1 and 6 piston assemblies. Repeat this procedure for the No. 2 and
5 and No. 3 and 4 piston and rod assemblies.
4. Insert piston and connecting rod assembly into liner. The numbers on connecting
rod must face away from camshaft while markings on top of piston face toward the
camshaft side of the engine.
5. Push piston and connecting rod into the cylinder liner with a wooden or plastic
handle.
6. Guide the connecting rod into place on the crankshaft. See Figure .
117
Assembly of Connecting Rod Bearing Inserts and Caps
Follow these steps to assemble the connecting rod bearing inserts and caps.
1. With the bearing inserts lubricated, install the connecting rod cap so the numbers
on the cap and rod match.
2. Install mounting bolts, by hand, into connecting rods until finger-tight. Torque
mounting bolts. Refer to Specifications
118
58
3. Check connecting rod side clearance.
Priming the Lubricating System
When the engine has been assembled, it is recommended the engine be lubricated with oil
before starting. This is done to prevent any damage to internal parts. The preferred method
to use when priming the lubricating system follows.
Preferred Method
Install the new lube oil filters.
1. Pressure prime the lubrication system with oil, prior to starting, as follows:
er. Inject sufficient oil into the engine to fill the oil filters and charge the entire
system.
es. After priming, check the oil level before the engine is put back into service. Oil
capacity with a filter change is 28 quarts; without a filter change capacity is 22
quarts.
Note: Engines equipped with a bypass filtering system require additional oil.
Alternate Method
Use the following instructions prior to starting the engine. This is done to prevent any
damage to internal parts.
1. Spin but DO NOT start the engine using the cranking motor until oil pressure is
read on the oil pressure gage.
2. When oil pressure is read, the engine may be started.
59
Engine Run-in Procedure
After installing new pistons and/or new rings, the engine must be run-in as follows:
1. Operate engine at low idle (no load) for 5 minutes. Check for leaks in the water,
lube oil, fuel and air induction systems.
2. Operate engine at 3/4 rated speed (r/min) and 1/2 to 3/4 throttle for 10 minutes.
3. Operate engine at rated speed and full throttle for 30 minutes. Recheck for lube oil,
fuel, water and air leaks
Removal of Fuel Injector
Remove the fuel injector as follows:
1. Remove bolts securing the wiring harness channels and oil deflectors to the fuel
injector hold-down clamps.
2. Remove all fuel injector hold-down clamp mounting bolts (bolts at the front of the
fuel injector).
Note: The shoulder bolt at the rear of the fuel injector does not require removal.
3. Disengage the fuel injector hold-down clamp from the shoulder bolt by sliding the
clamp toward the rear of the engine, then, up and over the head of the shoulder
bolt.
NOTICE:
Ensure the clamp is free of the shoulder bolt when prying up on the clamp to prevent
damage to the bolt.
4. Remove fuel injector from the cylinder head bore. Insert a pry bar under the
hold-down clamp and pry up.
5. Lift the fuel injector straight up and out of the injector bore of the cylinder head.
O-rings should be replaced whenever the fuel injector is removed. If required,
60
remove the six shoulder bolts.
Pushrod Removal
Remove pushrods as follows:
1. Number the pushrods for matching to the same location at installation.

2. Remove all pushrods from the cylinder head. See Figure .
119
Removal of Cylinder Head
Remove the cylinder head as follows:
1. Remove remaining 20 cylinder head bolts. See Figure .

120
2. With a small pry bar, carefully pry the cylinder head loose from the gasket to enable
easy lift off.
Note: Only light force should be required on the pry bar to break the cylinder head loose from the gasket.
3. Lift the cylinder head from the crankcase using appropriate lifting equipment.
Note: Place the cylinder head on wood blocks to protect the valves and bottom deck surface.
4. Remove the cylinder head gasket from the crankcase.
Cleaning of Cylinder Head
Clean the cylinder head as follows:
Note: Before proceeding, remove the lifting eyes and their hardware from the cylinder head.
1. With the valves installed to protect the seats, remove deposits and gasket material
from the gasket surface of the cylinder head using a rotary wire brush or sanding
61
block with mineral spirits.
2. Clean all bolt holes with appropriate size tap. Clear debris from bolt holes, oil return
and water passages, using filtered compressed air.
3. Clean the cylinder head bolt threads.
4. Wash all bolts and washers with a suitable solvent and dry thoroughly.
Note: Dirt in threads or damaged threads may cause binding and result in a false torque reading.
Inspection of Cylinder Head
Inspect the cylinder head as follows:
1. Warpage--Use a straightedge and feeler gage and check the cylinder head gasket
surface for warpage, utilizing the checking pattern shown. See Figure .
121
2. Check thickness. Measure the cylinder head deck thickness using a micrometer.
The measurement should be taken at six locations (four corners and two center
points). If the minimum deck-to-deck dimension is not maintained after resurfacing,
replace the cylinder head. See Figure .
122
3. Check for valve leakage using mineral spirits.

et. Position the cylinder head on wood blocks with the gasket surface facing down.
eu. Squirt mineral spirits into the intake and exhaust ports.
ev. Wait five minutes. Then use an inspection mirror and visually inspect the valve
seat area for leakage of the mineral spirits. Repeat and check all intake and
exhaust valves.
62
4. Visually inspect for cracks. in the cylinder head, using the four-step dye penetrant
method that follows:
ew. Spray the cleaner onto the lower deck (gasket surface) of the head and wipe
dry.
ex. Spray on the dye penetrant. Allow the dye to remain on the surface from 1-10
minutes.
ey. Wipe the dye from the surface.
Note: Dye will remain in any cracks during the wipe-off procedure.
ez. Spray on developer, and let dry for 5-15 minutes. See Figure .
Note: Cracks will show as purple lines against the white developer.
fa. If cracks are present, replace the cylinder head.

123
Pressure Check Cylinder Head
Pressure testing the cylinder head will reveal cracks in ports or liner leakage that cannot be
observed using dye penetrant. Pressure-test the cylinder head as follows:
1. If removed, install shoulder bolt into cylinder head. Torque bolt.

2. Install fuel injectors into cylinder head injector bores and secure. Refer to Fuel
Injector Installation in this section for instructions.
3. Remove the valves, using a valve spring compressor.
4. Pressure test the cylinder head.
5. Fasten the pressure plate and head gasket to the cylinder head gasket surface
using the 24 mounting bolts and nuts supplied with the kit.
6. Remove thermostat and install air regulator. Secure to cylinder head with two
mounting bolts.
7. Remove the pipe plug next to the thermostat opening. Fill cylinder head with hot
water and reinstall pipe plug.
8. Install a hose fitting to the cylinder head at the removed plug. Apply 124 - 138 kPa
(18-20 psi) air pressure and visually inspect for leaks at the fuel injector nozzle
liner area, ports, and both the upper and lower deck.
63
Note: If leakage is observed at any port or at the upper and lower deck, replace the cylinder head.
CYLINDER HEAD RECONDITIONING
For cylinder head reconditioning, replace the nozzle liner first.
Nozzle Liner Replacement
Replace the nozzle liner if leakage is present.
1. Insert a nozzle liner puller adaptor threaded into the liner to be removed. Start the
adaptor into the nozzle liner by striking it with a hammer. Then screw the nozzle
liner puller adaptor into the liner using a wrench. See Figure .
124
2. Connect a slide hammer to the adaptor and pull the liner from its bore. See Figure .
125
3. Discard the liner.
4. Clean the nozzle bore at the top and bottom, using a rotary wire brush. Blow out
with filtered compressed air.
5. Apply Loctite® 262 or equivalent to the nozzle liner contact points (two places).
See Figure
.
126
6. Install the nozzle liner using the fuel injector sleeve installer J 42947
64
. Drive the liner until it bottoms in the bore. See Figure .
Note: If performing a nozzle liner installation in the chassis, ensure the coolant is drained before replacement
of the nozzle liners. The piston should be bottom dead center or the installation tool may contact the piston.
127
Valve and Valve Guide Reconditioning
For valve and valve guide reconditioning, remove the intake and exhaust valves as follows:
1. Install the valve spring compressor tool over the valve to be removed. Compress
the spring.
2. Remove the valve spring locks (keepers).
3. Remove the valve spring compressor tool.
4. Remove the valve rotator, valve spring, valve seal and valve. If the nylon rotator
seal is dislodged from the rotator and sticks to the valve stem, remove the seal
from the stem with your fingers. Discard all 12 rotator seals.
Note: Separate the intake and exhaust springs at time of removal. The spring rates are different and cannot be
mixed on the cylinder head during assembly.
5. Remove valve stem seal assemblies and valves. Discard all 12 stem seal
assemblies due to damage from removal across the valve keeper grooves. See
Figure .
128
Clean Valve Guides
Perform the following steps to clean the valve guides.
1. With valves removed, clean all valve guides using a nylon brush, soap and water.
See Figure
.
129
65
Inspection of Valve Guides
Perform the following steps to inspect the valve guides.
1. Position an inspection light at the bottom of the valve guide bores and visually
examine the walls for burning or cracking. Replace any guides that do not pass the
visual inspection. See Figure .
130
2. Measure each valve guide using a ball gage and outside micrometer. If the valve
guide exceeds specifications, replace the guide. See Figure .
131
3. Measure the valve guides within 0.025 in. (0.64 mm) of each end of the guide and
90 degrees from the crankshaft centerline. Record valve guide I.D. readings so
valve-to-guide running clearance may be determined later.
Valve Guide Replacement
Perform the following steps to replace the valve guides.
1. Use the following procedure to remove any valve guides that do not pass the
inspection criteria.
fb. Insert the valve guide remover, J 41164
, into the guide from the valve port side of the cylinder head. See Figure .
fc. Press/drive out the valve guide with a hammer.
132
2. Install new valve guide inserts as follows:

fd. Adjust the valve guide installer tool, J 39292
, with a caliper. See Figure .
Note: Tool insert must be reversed to enable the flat side to contact the guide. Refer to specifications for
correct valve guide height (above top deck of the cylinder head) before installing valve guide. Adjust the tool to
correspond to the desired valve guide height.
66
133
fe. Install the valve guide inserts with the large 15 degree chamfer end down.
ff. Lubricate the valve guide insert using clean engine oil and press into the
cylinder head until the installer tool bottoms against the cylinder head. Chilling
guide may facilitate installation. Do not hammer or pound the valve guide insert
into the cylinder head.
fg. Deburr the valve guide after installation.
Note: Do not ream valve guide I.D. after installation. Service guides are provided in a finish reamed condition.
Clean valve guides as described. See Figure .
134
Clean Valves
Remove all carbon from the valve stems and valve heads.
Inspection of Valves
Perform the following steps to inspect the valves.
1. Visually inspect each valve, replacing any that show evidence of burn marks,
warpage, scuffing or bending.
2. Measure each valve stem for wear using a micrometer to measure valve stem
diameter. Record the measurements. Measure the valves at three locations 90
degrees apart. Refer to Specifications
in Section 1.A. Replace valves that exceed the minimum stem diameter specification.
3. Using the valve stem diameter and valve guide inside diameter measurements,
determine valve stem-to guide running clearance. Refer to Specifications
in Section 1.A. Replace the valve or valve guide as required.
Reface Valves
67
If valves are in serviceable condition, reface the valve to the specified angle, as required.
See Figure .
135
1. Reface the valves as follows:

fh. Dress the cutting stone, prior to refacing the valves, using the dressing stud
attachment on the grinder.
fi. Install the valve in the grinder and set to the specified angle.
fj. Grind the valve face. Remove only the minimum amount of material necessary
to true up the valve face. See Figure .
136
2. Measure valve face margin at four locations using a caliper. See Figure .
Note: The minimum valve face margin must be maintained across the entire valve face. An insufficient margin
will not provide proper heat dissipation and lead to valve warpage or breakage. Intake and exhaust valve
margins are different. Replace the valve if the margin is less than the specified minimum.
137
3. Reface the valve stem tip as follows:

fk. Dress the cutting stone with the dressing stud attachment on the grinder.
fl. Install the valve in the grinder. See Figure .
138
fm. Touch the valve stem tip to the cutting stone removing only a minimum of
material. Refacing the valve stem tip provides a new wear surface for the rocker
arm.
4. Insert valves in clean valve guide and check valve face contact with valve seat
using Prussian Blue, or equivalent.
fn. Spread thin film of Prussian Blue on valve face. Insert valve into its guide. See
Figure .
139
fo. Apply pressure on exact center of valve head while making a quarter turn in the
seat.
fp. Remove valve; inspect impression made on seat and on valve face. See
Figure .
140
68
fq. Bluing should appear around entire contact surface of the valve face and valve
seat. Check several times to prevent error. If acceptable, proceed with valve
installation.
Valve Seat Grinding
Follow these steps to grind the valve seat.
1. If required, resurface the valve seat as follows: See Figure .

fr. Lightly lubricate and install the correct size pilot into the valve guide.
fs. Choose the correct angle grinding stone and dress the stone. Refer to
Specifications
in Section 1.A, for valve seat angles.
ft. Install the grinding stone over the pilot.
fu. Lower grinder head over pilot shank until wheel barely clears the valve seat.
Turn on power. Gently apply grinding wheel to valve seat with little pressure other
than weight of the wheel.
fv. Raise wheel frequently to prevent overheating.
fw. Grind seat to a smooth even finish.
141
2. After resurfacing, check valve seat width with a caliper. See Figure . If seat widths
are excessive, they may be corrected by grinding with a 15 degree or smaller
angle stone.
142
3. Check valve recession with a straightedge and feeler gage or a surface gage. If
valve recession is excessive, install a new valve or replace the valve seat. If the
valve protrudes above the deck, grind the valve seat. Refer to Specifications
143
Note: If a new valve will not correct the excessive recession condition, the valve seat must be replaced and
reground. If the valve face protrudes above the deck, the valve seat must be ground deeper into the head.
Check the seat width and confirm valve seat contact using Prussian Blue.
4. After resurfacing the valve seat, check the seat for run-out, using a dial indicator.
69
in Section 1.A, for valve seat run-out limits. See Figure
.
Note: If valve seat run-out, concentricity, and/or seat width cannot be maintained, replace and resurface the
valve seats.
144
Valve Seat Replacement
Perform the following steps to replace the valve seat.
1. Use a valve seat puller to remove the defective valve seat inserts as follows:
Note: Follow the instructions that apply to the tool. The following instructions are generalized.
fx. Cut a groove in the insert, using a stone.

fy. Choose the appropriate size pin collet and position the collet at the valve seat
insert.
fz. Expand the pin collet by turning the small handle at the top of the bridge
assembly. See Figure
.
145
ga. Turn the large handle on the bridge assembly to pull the valve seat insert from
the cylinder head.
gb. Unlock the pin collet by turning the small handle and discard the valve seat
insert.
2. Select the appropriate size valve seat insert as listed in Table .
Note: Standard service valve seat inserts are provided in the cylinder head overhaul package. If the seat is
damaged beyond the standard or 0.002 in. diameter, it will be necessary to machine the insert counterbore in
the cylinder head for an oversize seat insert. Standard size inserts do not require counterbore enlargement.
gc. Chill the valve seat insert in a freezer for 30 minutes before installing.
Note: Chilling the valve seat insert prevents peeling of metal from the cylinder head counterbore during
installation.
gd. Align the insert to avoid cocking.
70
Oversize Insert Diameter of Cylinder Head Diameter of Cylinder Head Counterbore
Counterbore Intake Exhaust
Standard* 1.996-1.997 in. (50.6 mm) 1.624-1.625 in. (41.2 mm)
0.002 in (0.05 1.823 in. (46.304 mm) 1.813 in. (46.050 mm)
mm).*
0.015 in. (.381 1.836 in. (46.634 mm) 1.826 in. (46.380 mm)
mm)
Note: * Standard and 0.002 in. oversize service insert do not require insert counterbore enlargement before
installing.
Valve Seat Insert Chart
ge. Press the insert into its counterbore using J 39535

, for the intake and exhaust valve seat inserts. See Figure
.
146
3. Grind the new valve seat(s) to the specified angles and width.
Inspection of Valve Spring
Follow these steps to clean and inspect valve springs.
1. Clean all valve springs and seats in a suitable solvent.

2. Visually inspect valve springs for rust, pitting and cracks. Look for spring distortion.
3. Spring ends must be flat and square to prevent lateral loads on the valve stem. See
Figure .
Note: Out of square springs place a side load on the stem causing rapid guide wear.
147
Inspection of Valve Seat
Install the valve seat insert as follows:
71
1. Measure the valve spring tension using valve spring tester J 22738-02
.
2. Measure maximum spring length in use (valve closed). See Figure .
148
3. Measure minimum spring length in use (valve open).
Note: Apply the appropriate test load to each spring and determine if test length is achieved.
4. Replace any valve spring that is rusted, pitted, cracked, bent or incapable of
meeting tension requirements.
Valve Rotators
Follow these steps to clean and inspect the valve rotators:
1. Clean rotators in a clean solvent.

2. To properly test the rotator for function, a valve spring load must be applied to the
rotator.
Note: The rotator must be lubricated with clean engine oil prior to testing.
3. Place the valve spring with the rotator in the spring tester J 22738-02
. Place a ball bearing between the rotator and ram of the spring tester. The ball
bearing must be large enough to prevent the ram from touching any part of the
rotator. See Figure
.
149
4. Paint a reference line on the rotator.

5. Compress the valve spring rapidly with even pressure and observe the rotator as it
turns. Replace any rotator that does not turn.
Valve Spring Locks
Follow these steps to clean and inspect valve spring locks:
72
1. Clean valve spring locks in a suitable solvent.
2. Visually inspect inside and outside of the valve spring locks for wear.
3. Replace any worn spring locks, as required.
CYLINDER HEAD ASSEMBLY
Before assembly, clean the cylinder head as follows:
1. Clean valve faces and seats with a suitable cleaning solvent to remove all dirt or
foreign material. Blow dry all new and used components using filtered compressed
air.
2. Thoroughly clean all valve guides prior to valve installation.
gf. Coat a brush with soap and water. See Figure .
Note: Brush must have a slightly larger diameter than the I.D. of the valve guide.
150
gg. Insert brush into valve guide bore and clean with a turning motion to ensure
removal of any deposits.
73
gh. Dry with filtered compressed air.
3. Perform valve guide bore cleaning on the new service valve guides and the valve
guides installed in the new service cylinder heads (less valves). Also clean bores
on the valve guides that meet bore specifications presently installed in the cylinder
head.
4. Insert a large nylon brush into the rear of the oil rail gallery and into the rear of the
fuel rail gallery for cleaning.
5. Use compressed air to clean out the oil gallery and the fuel oil gallery.
6. Install a new O-ring into the end plug and install into the supply manifold. Torque to
in Section 1.A.
Installation of Valve Assembly
To install the valve assembly, follow these steps.
1. Lubricate the valve stems with clean engine oil and insert the valves into the valve
guides.
2. Lubricate the I.D. of the new valve stem seal assemblies with clean engine oil and
install them over the valve and valve guide. See Figure . Ensure the seal
assemblies are seated down against the cylinder head spring pockets.
151
3. Install the valve spring over the stem seal assembly.

4. Install the rotator assembly over the valve spring. See Figure .
152
74
5. Compress the valve spring and install the spring locks (keepers). See Figure .
153
Installation of Cylinder Head
Install the cylinder head assembly as follows:
1. Clean and dry the cylinder head gasket surfaces.
Note: Prior to cylinder head installation, check the cylinder liner protrusion.
2. Clean all cylinder head bolt holes with an appropriate tap and blow out the bolt
holes with filtered compressed air.
3. Install the dowel rings into the crankcase top deck. See Figure .
154
4. Install a new cylinder head gasket over the locating dowel rings.
5. Carefully lower the cylinder head onto the gasket. See Figure .
155
6. Lubricate the cylinder head bolt threads, washers and under head seating area with
clean engine oil. See Figure
.
156
7. Run 20 cylinder head mounting bolts in finger-tight.

8. Install the pushrods with the cup end up. See Figure .
157
75
Installation of Rocker Arm
Install the valve lever (rocker arm) assembly as follows:
1. Install the valve lever (rocker arm) assembly onto the cylinder head using six
cylinder head mounting bolts.
gi. Insert the rocker arm and shaft assembly with the long cylinder head bolts, into
their respective bolt holes. See Figure .
158
gj. Run the long cylinder head bolts in finger-tight (except the two end bolts). Place
a 0.005 in. (0.013 mm) feeler gage between the outside brackets and the rocker
levers to prevent binding. Finger-tighten the remaining two end bolts. See Figure .
159
2. Tighten the cylinder head bolts in three stages.
Note: Check the two end rocker arms for freedom of movement after tightening the cylinder head bolts.
3. Remove the two 0.005 in. (0.013 mm) feeler gages.

4. Adjust valve lash as follows
gk. Rotate the crankshaft until the #1 piston is on the compression stroke and the
timing pointer on the front cover is in line with the TDC mark on the vibration
damper.
gl. Set valve lash by loosening the locknut and turning the valve adjustment screw
with the appropriate size feeler gage inserted between the rocker arm and valve
stem tip. Tighten the valve adjustment screw until the valve lever can support the
feeler gage. See Figure .
160
gm. Tighten the locknut once the valve adjustment is set. Remove the feeler gage.
See Figure .
161
Valve Lash Adjustment Sequence
76
Six valves are adjusted when the No. 1 piston is at TDC (compression) and the remaining
six are adjusted when the No. 6 piston is at TDC. See Figure .
162
1. Install gasket onto the cylinder head and align valve cover/intake manifold cover
and gasket. Tighten valve cover/intake manifold mounting bolts to specified torque.
See Figure
. Refer to Specifications
in Section 1.A.
Note: Ensure valve cover gasket is aligned before tightening.

163
2. Install the following components. Refer to the appropriate manual section for
installation procedures.
gn. Thermostat; refer to section
go. Exhaust manifold; refer to section
gp. Turbocharger; refer to section
gq. Fuel injection nozzles; refer to section
TIMING GEAR TRAIN AND FRONT COVER
Valve train failures from broken or bent pushrods, valves, rocker arms and worn valve
keepers and rotators in many instances could be caused by improper timing of the gear
train. Depending on valve lash setting, if the camshaft gear is improperly timed by tooth
early, the engine pistons will strike the intake valve heads. If the timing is set one tooth late,
the exhaust valve may contact the pistons.
Engine Gear Train Timing Check Without Removing Front Cover or Engine Tear
Down
77
For testing purposes only: No. 1 intake valve setting with No. 1 piston at TDC (compression)
is 0.74 mm (0.029 in.). Method One uses a Feeler Gage.
Method One - Using a Feeler Gage
Follow these steps when using a feeler gage:
1. Adjust the No. 1 intake valve with the No. 1 piston set at TDC (Top Dead Center)
compression stroke to 0.74 mm (0.029 in.).
2. Scribe a straight line or a radial line in a clockwise direction, 47 mm (1.850 in.) in
length. Start from the vibration damper pulley notch when facing the engine. See
Figure
.
164
3. Turn the engine forward to approximately BDC (Bottom Dead Center).

4. Place a 0.10 mm (0.004 in.) feeler gage between the valve lever and valve stem of
the No. 1 intake valve and slowly rotate the engine forward until the feeler gage
becomes tight. This is now the point at which the No. 1 intake valve starts to open
before top dead center. The scribed mark should line up with the TDC arrow
located on the front cover, or be within 0.65 mm (0.260 in.) on either side of the
arrow (equals ± 3.5 degrees).
Note: One tooth out of time on the gear train equals approximately 11 degree movement, 21.431 mm (27/32
in.) radial distance, of vibration damper.
Note: If the timing on the No. 1 valve is within specifications, the other valves, barring extreme camshaft lobe
wear or poor adjustment, will also be in time.
5. Readjust the No. 1 intake valve to its proper lash; refer to Specifications
in Section 1.A.
6. If timing is incorrect, removal of the front cover of the engine is required to inspect
punch mark and gear tooth position.
Method Two - Using a Dial Indicator
78
Follow these steps when using a dial indicator:
1. Adjust the No. 1 intake valve with the No. 1 piston set at TDC (Top Dead Center)
compression stroke to 0.74 mm (0.029 in.).
2. Position the dial indicator fixture magnetic base on the valve cover fence rail with
the indicator shaft on the No. 1 intake valve rotator.
3. Set dial indicator at zero.
4. Rotate the engine approximately one full revolution either direction to a position of
360 degrees from the starting point.
5. The dial indicator should read 3.0 to 5.59 mm (0.115 to 0.220 in.) for proper gear
train timing.
6. If dial indicator readings are outside the specified range, removal of the front cover
of the engine is required to inspect punch mark and gear tooth position.
7. Readjust the No. 1 intake valve to the proper lash; refer to Specifications
in Section 1.A.
Removal of Front Cover, Front Half
Prior to removing the front cover, the following items must be removed:
1. Belt
2. Front engine mounting bracket
3. Vibration damper
4. Oil pump assembly
5. Water inlet elbow, if required
6. Oil pan
7. Water pump and pulley
8. High pressure pump
9. Coolant filter header, if required
10. CMP sensor,
11. Wiring harness, refer to section
79
To remove the front cover, follow this procedure.
Note: Drain the oil from the engine before removing the front cover.
1. Remove the serpentine belt and the auto tensioner as follows:

gr. Install breaker bar into the belt tensioner and remove tension on the belt.
gs. Remove serpentine belt.
gt. Return belt tensioner back to original position and remove breaker bar.
gu. Loosen mounting bolt and remove the belt tensioner. See Figure .
165
2. Remove the alternator bracket as follows:

gv. Remove the alternator.
gw. Loosen and remove the alternator mounting bracket bolts. See Figure .
166
gx. Remove the bracket.

3. Remove the fan drive hub and pulley as follows:
gy. Remove the bolts securing the fan pulley to the fan drive. Remove the pulley.
gz. Remove the fan hub drive capscrews and hub.
Note: If the engine is equipped with an air compressor, refer to section

.
4. Remove the front cover as follows:

ha. Remove the front mounting bracket and vibration damper, refer to section
.
hb. Loosen and remove all front cover mounting bolts that secure the front cover
(front half) to the rear half of the cover and crankcase. See Figure .
167
hc. Lift the front half of the front (cover with hardware) from the rear half of the
front cover and set aside.
hd. Remove gaskets and O-rings from the front cover and discard. See Figure .
168
Note: The oil pressure relief valve (stamped with "FC") should be tagged upon removal. Do not mix the oil
80
pressure relief valve with the oil pressure regulator valve (found in the side of the crankcase).
5. Remove the oil pressure relief valve from the front cover (rear half) and mark to
identify its location. See Figure .
Note: The valve may be removed by depressing the plunger and trapping a length of copper wire when
released. The valve may then be removed by pulling the copper wire.
169
Cleaning Front Half of Front Cover
Follow these steps to clean the front half of the front cover:
1. Remove all gasket material and RTV from the front half of the front cover using a
scraper or wire brush.
2. Clean all bolt threads prior to reassembly.
Inspection
Inspection is particularly necessary if oil and coolant contamination has been found, and no
other cause is discovered for the contamination.
1. Visually inspect the front cover for cracks or porosity.

2. Replace any front cover that fails visual inspection.
Gear Train Removal
Follow these steps to remove the gear train.
1. Rotate the engine so timing marks on the lower and upper idler gears, crankshaft
and camshaft gear are aligned. See Figure .
170
Note: Once assembled at the alignment of marks position, the engine will require 37 crankshaft revolutions for
81
the alignment position to be attained again.
Inspection
Follow these steps to inspect the gears:
1. Check the upper idler gear lash as follows: See Figure .

171
he. Mount the magnetic base dial indicator on top of the crankcase.
hf. Position the dial indicator on the gear tooth and "zero" the indicator.
hg. Place a screwdriver between the crankshaft and the lower idler gear.
hh. Move the upper idler gear back and forth.
hi. Record the reading on the dial indicator. If the end play exceeds specified
limits, replace the upper idler gear. Refer to Specifications
in Section 1.A.
2. Using the dial indicator, check the upper idler gear end play.
3. Check the lower idler gear lash as follows: See Figure .
172
hj. Mount a magnetic base dial indicator onto the front cover.
hk. Position a dial indicator on the gear tooth and "zero" the indicator.
hl. Move lower idler gear back and forth.
hm. Record reading on the dial indicator. If end play exceeds specified limits,
replace the lower idler gear. Refer to Specifications
in Section 1.A.
4. Using the dial indicator, check the lower idler gear end play.
5. Check the camshaft gear end play as follows: See Figure .
173
hn. Mount a magnetic base dial indicator to the top of the crankcase.
ho. Position the dial indicator onto the camshaft tooth and "zero" the dial indicator.
hp. Place a screwdriver between the lower and upper idler gears.
hq. Move the camshaft gear back and forth.
82
hr. Record the reading on the dial indicator. If the end play exceeds specified
limits, replace the camshaft gear. Refer to Specifications
in Section 1.A.
Removal of Idler Gear Assemblies
Remove the idler gear as follows: See Figure

.
1. Loosen and remove the idler gear retaining bolt using gear socket J 41167
.
174
2. Remove the idler gear assembly from the front cover.
Note: A new upper idler gear bolt must be used with each installation of the upper idler gear. There is a
preapplied sealant on the new mounting bolt.
Note: Each idler gear (upper and lower) are supported on tapered roller bearings and shafts. The bearing
retaining nut should not be removed as it is required for torquing the nut. If the bearing is worn or loose, replace
the complete gear assembly.
3. Remove the upper idler gear retaining bolt and discard. Remove the upper idler
gear. For camshaft gear removal, refer to section
. For crankshaft and main bearing removal, refer to section
. For flywheel housing removal, refer to section
.
Front Cover, Rear Half, Removal
Use the following procedure to remove the front cover, rear half, with the gears removed.
1. Remove the nine retaining bolts that secure the front cover to the crankcase. See
Figure .
175
2. Lift the front cover, with dowels, off the crankcase.
83
3. Discard the O-ring and clean any sealing material from the front cover or
crankcase.
Cleaning Front Cover
Follow these steps to clean the front cover.
1. Remove the sealing material from the front cover, rear half, using a scraper or wire
brush.
2. Clean all bolt threads prior to assembly.
Inspection
Visually inspect the front cover for cracks or porosity.
Note: If oil or coolant contamination was found and no other cause is discovered, this inspection is very
important.
Cleaning Idler Gear Assemblies
Follow these steps to clean the idler gear assemblies.
1. Clean all components in a suitable solvent and dry with filtered compressed air.
2. Visually inspect the bearings for looseness. Replace the gear and bearing
84
assembly as required.
3. Visually inspect the gear teeth for chips or nicks. Replace the assembly, if required.
Note: The bearing and gear are serviced as an assembly.
Front Cover Installation
Install a new crankshaft gear and oil spline gear if required. Install the crankshaft. For
installation procedure, refer to section
.
1. Follow these steps to install the front cover.

hs. Install new front cover O-rings and gaskets into the grooves in the cover. See
Figure .
176
ht. Mount the rear half of the front cover to the crankcase, using nine bolts. See
Figure . Torque the bolts. Refer to Specifications
in Section 1.A.
177
Idler Gear Assembly
When an engine has been disassembled and the camshaft, crankshaft or idler gear
removed, the gears must be assembled with the timing marks properly aligned. See Figure .
178
Note: The single punch marks on the crankshaft and lower idler gear, camshaft, and upper idler gear, must
align. The two punch marks on both the idler gears must align.
Note: Once assembled at the alignment of marks position, the engine will require 37 crankshaft revolutions for
the alignment position to be attained again.
1. Install the lower idler gear as follows. See Figure .

179
hu. Install the gear with the timing marks facing out.
85
hv. Align the crankshaft and lower idler gear timing marks.
hw. Torque the retaining bolt. Refer to Specifications
in Section 1.A.
Note: After installation, measure the crankshaft to idler gear backlash again to confirm proper reassembly.
2. Install the upper idler gear as follows. See Figure .

180
hx. Install the gear with the timing marks facing out.
hy. Align the camshaft, upper idler and lower idler gear timing marks.
hz. Torque the retaining bolt. Refer to Specifications
in Section 1.A.
3. Install the high pressure pump into the rear cover. Use a new gasket. Secure to the
rear cover with mounting bolts.
Note: After installation, measure the high pressure pump to upper idler gear backlash again to confirm proper
reassembly.
4. Install the oil pressure relief valve into the crankcase. See Figure .
181
Front Cover, Front Half, Installation
Install the front cover, front half using the following steps.
1. Apply assembly grease to the three O-rings and install into the front cover. See
Figure .
182
2. Install a new gasket (3 segments) into the front half of the front cover. Two of the
gasket segments are molded pieces and the third is a bulk piece. Once the gasket
segments are in place, apply RTV to the joints.
3. Install the front cover on the locating dowel pins and install the mounting hardware.
4. Torque the retaining bolt. Refer to Specifications
in Section 1.A.
86
Serpentine Belt
Install auto tensioner to front cover; refer to section

.
1. Locate recess on the front cover and mount the tensioner with the locating pin at
recess.
2. Install bolt and secure to the front cover. Ensure the bolt is 80 mm (3-1/8 in.) and
torque. See Figure
.
Note: Ensure the bolt is 80 mm (3-1/8 in.) in length and torque to specifications. Refer to Specifications
in Section 1.A.
183
3. Apply leverage to auto tensioner and feed the serpentine belt over all pulleys. See
Figure
.
Installation of Other Components
Reinstall the following components. Refer to the appropriate section for installation
procedures.
1. Oil pan, refer to section
2. Coolant filter header, if required refer to section
3. High pressure pump, refer to section
4. Water inlet elbow, if required, refer to section
5. Oil pump assembly, refer to section
87
6. Water pump and pulley, refer to section
7. Front engine mounting bracket and vibration damper; refer to section

8. CMP sensor, refer to section
9. Wiring harness, refer to section

10. Belt, refer to section
MOUNTING ENGINE ON STAND
Perform the following steps before installing engine to mounting stand:
1. Remove oil pan drain plug and plug gasket. Drain all engine oil and discard gasket.
2. Reinstall oil pan drain plug together with new plug gasket.
3. Using an open end wrench, loosen oil feed supply tube nut located on top of oil
filter header. Remove and discard tube nut liner. See Figure .
184
Note: Discard oil according to EPA standards.
4. Remove two (2) mounting bolts securing oil feed supply tube to top of turbocharger
housing. Remove oil feed supply tube and tube flange gasket. Discard flange
gasket.
5. Remove turbocharger oil drain tube as follows. See Figure .
185
ia. Remove one bolt securing turbocharger oil drain tube retaining plate to
crankcase.
ib. Remove two (2) capscrews securing turbocharger oil drain tube to bottom of
turbocharger housing.
ic. Remove turbocharger oil drain tube retaining plate together with turbocharger
oil drain tube, tube flange, two tube O-rings and tube flange gasket from bottom of
turbocharger assembly.
88
id. Discard both drain tube O-rings (one on each end of drain tube) and flange
gasket. See Figure
.
186
6. Remove oil filter from oil cooler filter header. Discard oil filter. See Figure .
187
7. Remove coolant filter from header. Discard old coolant filter. See Figure .
188
8. Remove one (1) bolt and retainer plate securing water coolant supply tube from
crankcase.
Note: Remove oil cooler and water coolant supply tube as an assembly.
9. Remove oil cooler assembly as follows. See Figure .

189
ie. Remove bolts securing oil cooler filter header and front header to crankcase.
See Figure .
190
10. Remove oil cooler and water coolant supply tube as an assembly from the
crankcase. See Figure
.
191
11. Remove oil pressure regulating valve assembly from the crankcase.
Note: The oil pressure regulating valve should be tagged upon removal to ensure identification. Do not mix oil
pressure regulator valve with oil pressure relief valve (found in front cover).
12. Cap all openings to prevent debris from entering.
Note: Whenever mounting an engine to a repair stand, refer to the instructions included with the mounting
stand and its corresponding adaptor plates for specific directions on their safe use. Use only metric
m-10 / grade 8 bolts when mounting the engine to an engine stand.
13. Install adaptor plate as directed. Refer to instructions included with the engine
stand and secure adaptor plate to the side of the engine. See Figure .
Note: Adaptor plate must be mounted to the engine first, before installing the engine stand. Locating guide pins
(made locally) are recommended to assist in aligning and holding the adaptor plate.
192
14. Attach engine stand to adaptor plate. See Figure .
89
193
ADDITIONAL INFORMATION
SPECIFICATIONS
The following specifications apply to the Series 40E engine:
90
Series 40E Engine Components Specifications
Exhaust Valves
Stem Diameter 9.423 mm (0.3710 in.) 9.441 mm (0.3717 in.)
Stem to Guide Clearance (Max. Allowable Before 0.15 mm (0.006 in.)

Replacement)
Face to Stem Run-out (TIR Max.) 0.038 mm (0.0015 in.)
Valve Face Angle 455 - 00' - 455 - 15'
Valve Face Margin (Min.) 0.64 mm (0.045 in.)
Valve Lash 0.64 mm (0.025 in.)
Intake Valves
Stem Diameter 9.444 mm (0.3718 in.) 9.461 mm (0.3725 in.)

Replacement)
Face to Stem Run-out (TIR Max.) 0.038 mm (0.0015 in.)
Valve Face Angle 305 - 00' - 305 - 15'
Cylinder Head
Valve Guide Type Replaceable
Valve Guide Length (overall) 66.294 ± 0.508 mm (2.610 ± 0.020 in.)
Valve Guide Bore Diameter in Cylinder Head for Valve 15.844 mm (0.6238 in.) 15.880 mm (0.6252 in.)
Guide Insert
Service Valve Guide O.D 15.898 mm (0.6259 in.) 15.918 mm (0.6267 in.)
Service Valve Guide I.D. (After Assembly) 9.500 mm (0.3740 in.) 9.525 mm (0.3750 in.)
Service Valve Guide Interference Fit Dimension 0.018 mm (0.0007 in.) 0.074 mm (0.0029 in.
Valve Guide Bore Out-of-Round (Max.) 0.05 mm (0.002 in.)
Valve Guide Bore Taper (Max.) 0.13 mm (0.005 in.)
Valve Guide Height from Cylinder Head Spring Pocket 22.05 mm (0.868 in.) 22.56 mm (0.888 in.)
(Intake)
Valve Seat Insert Angle (Intake) 305 - 00' - 305 - 15'
Valve Seat Insert Angle (Exhaust) 455 - 00' - 455 - 15'
Valve Seat Width (Intake & Exhaust) 1.91 mm (0.075 in.) 2.16 mm (0.085 in.)
Valve Seat Run-out (TIR Max.) 0.05 mm (0.002 in.)
91
Intake Valve Seat O. D.
0.05 mm (0.002 in.) Oversize 46.304 mm (1.823 in.)
Exhaust Valve Seat O.D.
Valve Seat Insert Cylinder Head Counterbore Diameter 46.253 mm (1.821 in.) 46.304 mm (1.813 in.)
Intake: Standard Size 0.05 mm (0.002 in.) 0.381 mm (0.015 46.634 mm (1.836 in.) 46.0 mm (1.811 in.)
in.) Exhaust: Standard Size 0.05 mm (0.002 in.) 0.381 mm 46.050 mm (1.813 in.) 46.380 mm (1.826 in.)
(0.015 in.)
Valve Head Recession Relative to Deck Surface (Intake & 0.00 mm (0.000 in.) 0.36 mm (0.014 in.)
Exhaust)
Cylinder Head Surface Flatness 0.10 mm (0.004 in.) in 229 mm (9 in.)
Deck-to-Deck Dimension
(Head Thickness) (New) 128.27 mm (5.050 in.) 128.78 mm (5.070 in.)
Minimum Deck-to-Deck Dimension After Rework 128.02 mm (5.040 in.)
Series 40E Engine Specifications
92
Crankshaft Specifications
Type Steel Forging, Induction

Hardened, Grindable
Main Bearing Journal Diameter:
Standard Size 89.8 ± .0152 mm (3.535 ± 0.006

in.)
0.254 mm (.010 in.) Undersize 89.5 ± .0152 mm (3.525 ± 0.006

in.)

in.)

in.)
Main Bearing Width (Except Rear Thrust) 33 ± 0.254 mm (1.286 ± 0.010 in.)
Main Bearing Journal Max. Out-of-Round 0.05 mm (0.002 in.)
Main Bearing Thrust Face Run-out (TIR Max) 0.025 mm (0.001 in.)
Main Bearing Journal Taper (Max/in.) 0.0711 mm (0.0028 in.)
Main Bearing Journal Fillet Radius 5.72/1.27 mm (0.225/0.050 in.)
Rod Journal Fillet Radius 5.72/1.27 mm (0.225/0.050 in.)
Rear Oil Seal Journal Run-out (Max) 0.076 mm (0.003 in.)
Damper Mounting Area Run-out (Max) 0.013 mm (0.0005 in.)
Flywheel Mounting Surface Run-out (Max) 0.05 mm (0.0002 in.)
Number of Main Bearings 7
Thrust Taken By Rear Main Thrust Bearing Journal

Length
Thrust Bearing Journal Length
Standard Size to 0.508 mm (0.020 in.) Undersize 34.4 ± 0.0254 mm (1.3545 ± 0.010
in.)
0.762 mm (0.030 in.) Undersize 34.4 ± 0.0254 mm (1.3545 ± 0.010

in.)
Main Bearing to Crankshaft Running Clearance 0.127/0.046 mm (0.0050/0.0018

in.)
Connecting Rod Journal Diameter Standard Size 80.0 ± 0.0152 mm (3.1500 ±

0.0006 in.)
0.254 mm (0.010 in.) Undersize 79.7 ± 0.0152 mm (3.1400 ±

0.0006 in.)
93
0.0006 in.)

0.0006 in.)
Connecting Rod Bearing Width 35.2 mm (1.385 in.)
Connecting Rod Journal Max Out-of-Round 0.0064 mm (0.00025 in.)
Connecting Rod Journal Taper (Max/in.) 0.0069 mm (0.00027 in.)
Connecting Rod Bearing to Crankshaft Running Clearance 0.127-0.046 mm (0.0050-0.0018

in.)
Crankshaft Flange O.D. 141 mm (5.550 in.)
Crankshaft End Play 0.152-0.305 mm (0.006-0.012 in.)
Crankshaft End Play Max Wear Limit 0.508 mm (0.020 in.)
Rod to Crankshaft Side Clearance 0.304 ± 0.1143 mm (0.12 ± 0.0045

in.)
Crankshaft Gear Backlash 0.076-0.406 mm (0.003-0.016 in.)
Flywheel Run-out (Face Run-out): Flat Flywheel for Clutch Applications:
Face Run-out Measured at 177.8 mm (7.0 in.) Radius 0.18 mm (0.007 in.)
Pot Flywheel for Clutch Applications: Face Run-out Measured at 165.1 0.165 mm (0.0065 in.)
mm (6.5 in.) Radius
Face Run-out (Mounting Surface for Clutch Cover Plate): Measured at 0.19 mm (0.0075 in.)
190.5 mm (7.5 in.) Radius Flywheel Concentricity (Radial Run-out)
Flat Flywheel for Clutch Applications: Radial Run-out Measured at 0.20 mm (0.008 in.)
Clutch Mounting Holes
Pot Flywheel for Clutch Applications: Radial Run-out of Clutch Pilot 0.13 mm (0.005 in.)
Bore (I.D. of Pot Flywheel)
Flywheel Resurfacing (for Clutch Applications): Requires Measurement from Crankshaft Mounting Surface of
Flywheel-to-Clutch Surface of Flywheel
NOTE: Do not machine beyond minimum dimension shown.
Flat Flywheel 36.3 mm (1.430 in.)
Pot Flywheel 39.4 mm (1.550 in.)
Flywheel Housing Bore Concentricity* SAE#1=0.30 mm (0.012 in.),

SAE#2=0.28 mm (0.011 in.)
94
Flywheel Housing Face Run-out* SAE#1=0.30 mm (0.012 in.),
SAE#2=0.28 mm (0.011 in.)
Vibration Damper Max Allowable Member Misalignment 1.5 mm (0.060 in.)
Vibration Damper Wobble (Max) 1.5 mm (0.060 in.)
Crankcase Deck Flatness 0.076 mm (0.003 in.)
Crankcase Deck Finish (Micro inches) 125 AA
Centerline of Main Bearing Bore to Head Deck 368.3 ± 0.0381 mm (14.5 ± 0.0015
in.)
Crankcase Main Bearing Bore Diameter 97.8 ± 0.0127 mm (3.8491 ±

0.0005 in.)
Note: * Must be measured per SAE specification J1033.

Crankshaft Specifications
Crankcase Specifications
Tappet Bore Diameter 28.511/28.549 mm (1.1225/1.1240 in.)
Valve/Roller Tappet O.D. 28.435/28.448 mm (11.1195/1.1200 in.)
Oil Jet Tube Bore Diameter (Spray Hole 1.22/1.24 mm (0.048/0.049 in.)
Dia.)
Counterbore Dimension in Crankcase 8.86 ± 0.025/at 132 mm (0.349 ± 0.001/at 0.635 gage dia.
Maximum Allowable Variation of 0.025 mm (0.0001)

Counterbore Depth (Between Four Points)
Max Cylinder Sleeve Counterbore 9.25 mm (0.364 in.)

Allowable Depth
Protrusion Above Crankcase 0.050 to 0.127 mm (0.002 to 0.005 in.)
Main Bearing Type Precision Replaceable
Material Steel-Backed Copper/Lead
Thrust Taken By No. 7 Rear
Cap Attachment 2 Bolts per Cap
Camshaft Bushing Bore Diameter in 63.513/63.550 mm (2.5005/2.5020 in.) 63.005/63.043 mm

Crankcase: Front, Intermediate Front, (2.4805/2.4820 in.) 62.496/62.535 mm (2.4605/2.4620 in.)
Intermediate Rear , Rear 61.988/62.026 mm (2.4405/2.4420 in.)
Crankcase Specifications
95
Valve Springs Specifications
Intake:
Number of Springs per Valve 1
Identification Color Strip Blue
Valve Spring Free Length 58.22 mm (2.292 in.)
Test Length (Valve Closed) 51 mm (2.007 in.)
Test Load (Valve Closed) 333-369 N (75-83 lbs)
Test Length (Valve Open) 38 mm (1.497 in.)
Test Load (Valve Open) 921-965 N (207-217 lbs)
Wire Diameter 5.26 mm (.207 in.)
Exhaust:
Number of Springs per Valve 1
Identification Color Strip White
Valve Spring Free Length 62.18 mm (2.448 in.)
Test Length (Valve Closed) 50.29 mm 1.980 in.)
Valve Springs
Camshaft Position Sensor Specifications
Location Front Cover
Operating Actuator Speed 15 to 2000 r/min
CMP Sensor Clearance Air Gap: -40°C to +130°C (-40°F to 54°F)
Crankshaft rotated in a clockwise direction 29.90 ± 0.356 mm (1.177 ± 0.014 in.)
Crankshaft rotated in a counterclockwise direction 29.67 ± 0.356 mm (1.168 ± .014 in.)
Camshaft Position Sensor
96
Component Torque Value
Cylinder Head Bolts See Figure
Fuel Injector Hold Down Clamp Mounting Bolt 14 N·m (120

lb·in.)
Fuel Injector Hold Down Clamp Shoulder Bolt 14 N·m (120

lb·in.)
High Pressure Oil Hose Nut 26 N·m (19 lb·ft)
Injection Control Pressure Sensor ( Apply Loctite® #277 To Threads Prior to 35 N·m (26 lb·ft)
Installation )
Injection Pressure Regulator Valve 56 N·m (41 lb·ft)
Supply Manifold Mounting Bolt 55 N·m (41 lb·ft)
Supply Manifold End Plug 81 N·m (60 lb·ft)
Supply Manifold 3-way Fitting Nut 35 N·m (26 lb·ft)
Supply Manifold Fuel Return Nut 27 N·m (20 lb·ft)
Valve Adjusting Screw Nut 27 N·m (20 lb·ft)
Connecting Rod Bolt 155 N·m (115

lb·ft)
Crankshaft Main Bearing Cap Bolts 217 N·m (160

lb·ft)
Vibration Damper Pulley Retainer Bolts 136 N·m (100

lb·ft)
Flywheel Bolts 136 N·m (100

lb·ft)
Flywheel Housing Mounting Bolts 108 N·m (80 llb·ft)
Oil Pan Mounting Bolts 23 N·m (17 lb·ft)
Oil Pan Drain Plug 68 N·m (50 lb·ft)
Oil Pick-up Tube Bolts 21 N·m (15 lb·ft)
Oil Pick-up Tube Bracket Bolt 21 N·m (15 lb·ft)
Oil Level Gage Tube Clamp 3 N·m (30 lb·in.)
Front Engine Mounting Bracket Mounting Bolts 385 N·m (284

lb·ft)
Idler Gear Retaining Bolt 325 N·m (240

lb·ft)
Special Mounting Nut (PTO Application Only) 108 N·m (80 lb·ft)
Torque Values, Engine
97
Torque Values
Tighten cylinder head bolts following the assembly steps listed:
1. Lubricate bolt threads, bolt head seating areas and washers with clean engine oil.
2. Tighten bolts in three (3) stages. See Figure .
194
SERVICE TOOLS
Tools required for maintenance and repair:
98
Description Tool
Sled Gage J 22273-01
Valve Spring Tester J 22738-02
Piston Groove Wear Measuring Tool J 29511
Cylinder Liner Remover Tool (Screw Type) J 35791
Pressure Test Kit (Engine Field Test Kit) J 39257
Crankshaft - Front Oil Seal Wear Sleeve Installer J 39266
Orifice Restrictor Tool J 39267
Valve Guide Installer J 39292
Valve Seat Insert Installer J 39535
Camshaft Bushing Service Set J 39537
Crankshaft - Rear Oil Seal Sleeve Installer J 41163
Valve Guide Removal Tool J 41164
Lower Idler Gear /Nut Socket, 3/4 in. (20 mm) 12 pt. J 41167
Wear Sleeve Removal Tool J 42944
Fuel Injector Sleeve Remover J 42945
Fuel Injector Nozzle Sleeve Installer J 42947
Engine Harness Repair Kit J 42948
Terminal Release Tool Kit J 42949
Cylinder Sleeve Holding Adaptors J 43095
Guide Stud Set J 43096
Oil Cooling Plate J 43097
Cylinder Head Magnet Intake Shield J 43099
Valve Guide Installer J 43100
CEC Breakout Box J 43102
ICP Breakout T Harness J 43103
ICP Adaptor Plug Kit J 43104
Universal Valve Seat Extractor PT 6391
Valve Seat Extractor Collet PT 6390-45
Service Tools
99
1
100
1. Front Lifting Eye 16. Valve Stem Key
2. Cylinder Head Short Bolt (20) 17. Valve Rotator With Seal
3. Cylinder Head Bolt Washer 18. Valve Rotator Seal
4. Fuel Injector Sleeve 19. Intake Valve Spring
5. Rear Lifting Eye 20. Valve Stem Seal with Retainer
6. Cylinder Head Assembly w/Valves 21. Valve Guide
7. Oil and Fuel Supply Manifold Gasket 22. Intake Valve Seat Insert
8. High Pressure Oil/Fuel Supply Manifold 23. Intake Valve
9. Manifold End & Oil Supply Plug O-ring 24. Exhaust Valve Spring
10. Plug Backup Ring 25. Exhaust Valve Insert
11. Supply Manifold End Plug 26. Exhaust Valve
12. Flange Bolt 40 mm (1.6 in.) 27. Pipe Plug 1/2 in. NPT
13. Cylinder Head Gasket 28. Pipe Plug 3/4 in. NPT
14. Supply Manifold Plug (End Mount ICP) 29. Pipe Plug 1/8 in. NPT
15. Cup Plug 1-1/4 in. (32 mm) 30. Supply Manifold Plug (Mid Mount ICP)
Exploded View Cylinder Head and Related Parts
2
101
Cylinder Head Repair or Replacement Flowchart
3
102
1. Cylinder Head 2. Valve Cover/Intake Manifold
Valve Cover/Intake Manifold Removal
4
1. Gasket 2. Cylinder Head
103
Gasket Removal
5
104
1. Screw 10. Roller Tappet Guide
2. Timing Sensor Disk 11. Camshaft Assembly
3. Dowel Pin 12. Retainer Ring
4. Camshaft Gear 13. Valve Adjusting Screw
5. Bolt 14. Valve Lever (Rocker Arm)
6. Camshaft Thrust Plate 15. Rocker Shaft Bracket
7. Woodruff Key 16. Rocker Arm Shaft Spring
8. Pushrod 17. Rocker Arm Shaft Plug
9. Valve Roller Tappet 18. Rocker Arm Shaft
Rocker Arm Assembly, Camshaft, Tappets and Pushrods (Exploded View)
6
1. Rocker Shaft Bracket 2. Cylinder Head

Removal of Valve Lever Assembly Rocker Arm)
7
105
1. Retaining Ring
Rocker Arm Assembly
8
106
1. Retaining Ring 4. Spring
2. Valve Lever 5. Shaft
3. Bracket
Rocker Arm Assembly
9
1. Part Number Location 2. Oil Spreader Groove

Oil Spreader Groove
10
107
Measure Valve Lever Bushings
11
Checking Rocker Arm Components

12
108
1. Bracket 3. Spring
2. Valve Lever
Measure Spring Tension
13
Assemble Components
109
14
1. Retaining Ring 4. Spring

2. Valve Lever 5. Cup Plug
3. Bracket 6. Shaft
Rocker Arm Shaft
15
110
1. Cylinder Head 4. Mounting Bolt
2. Bracket 5. Shaft Hole Position
3. Rocker Arm Shaft
End View of Rocker Arm Shaft
16
111
Valve Lever Assembly
17
112
1. Crankshaft 6. Upper Idler Gear
2. Rear Half Front Cover 7. Upper/Lower Idler Gear Timing Marks
3. Camshaft Gear with Timing Disk Plate 8. Air Compressor Gear Location
4. Cam Gear/Upper Idler Timing Marks 9. Lower Idler Gear
5. High Pressure Pump Gear Location 10. Lower Idler Gear/Crank Timing Marks
Gears and Timing Marks
18
Camshaft Removal
19
113
1. Camshaft Assembly 2. Crankcase Assembly
Camshaft Removal
20
Camshaft Assembly
114
21
1. Pulling Nut 6. Camshaft Bushing (See Note)

2. Puller Screw 7. Backup Nut
3. Thrust Bearing 8. Expanding Collet
4. Extension Tube 9. Expanding Mandrel
5. Puller Screw Extension 10. Pulling Plate
Camshaft Bushing Removal
22
115
1. Rear Bushing 3. Front Intermediate Bushing
2. Rear Intermediate Bushing 4. Front Bushing
Camshaft Bushings
23
116
1. Bushing 2. Expanding Collet
Collet and Bushing
24
1. Bushing Oil Hole 2. Alignment Mark

Oil Hole Location Marked
25
117
Front Intermediate Bushing Installation
26
Straightness Check
27
118
Thrust Plate Mounting Bolts
28
Timing Disk Plate

29
119
Roller Tappets
30
120
1. Damper Retaining Plate 11. Connecting Rod Bearings
2. Woodruff Key 12. Thrust Bearing
3. Vibration Damper 13. Flywheel Ring Gear
4. Front Wear Liner 14. Flywheel
5. Seal Washer 15. Rear Oil Seal
6. Oil Pump Drive Spline 16. Crankshaft-to-Flexplate Adaptor
7. Crankshaft Gear 17. Flywheel Adaptor
8. Roll Pin 18. Flexplate (Automatic Transmission)
9. Crankshaft 19. Reinforcing Ring
10. Crankshaft Rod Bearings 20. Flywheel Mounting Bolt
121
Exploded View of Crankshaft and Main Bearings
31
122
1. Oil Inlet Tube Support Bracket 17. O-ring
2. Main Front and Intermediate Bearing Caps 18. Rear Oil Seal Carrier
3. Cup Plug, 15.8 mm (5/8 in.) 19. Plug, Pipe Hex Socket 1/8 in. NPT
4. Oil Jet Cooling Tube 20. Plug, Pipe Sq. Socket 1/2 in. NPTF
5. Crankcase 21. Plug, Pipe Hex Head NPTF
6. Cup Plug, 32 mm (1-1/4 in.) 22. Bolt
7. Cylinder Liner (Sleeve) 23. Oil Filler Tube Bracket
8. Camshaft Bearing Set 24. Oil Filler Tube Clamp
9. Cylinder Head Alignment Dowel 25. Oil Filler Tube
10. Plug, Pipe Hex Head 1/4 in. NPFT 26. Oil Level Gage Tube Seal
11. Plug, Pipe Hex Socket 1/8 in. NPT 27. Oil Level Gage
12. Cylinder Sleeve Shim (Service Only) 28. Oil Filter Tube Clamp
13. Cylinder Sleeve Seal Rings 29. Oil Level Gage Lower Tube
14. Gasket 30. Main Rear Bearing Cap Thrust
15. Cap Plug, 20.6 mm (13/16 in.) 31. Main Bearing Cap Mounting Bolt
16. Main Bearing Cap Mounting Bolt
Exploded View of Crankcase and Related Parts
32
123
Crankshaft Repair or Replacement Flowchart
33
124
Crankshaft Main Bearing Shells Repair or Replacement Flowchart
34
125
Bearing Cap Removal
35
Loosen Cap Bolts

36
126
Remove Cap
37
1. Mounting Bolt 3. Crankcase

2. Main Bearing Cap 4. Screwdriver
Loosen Thrust Bearing Mounting Bolts
127
38
Crankshaft Removal
39
Bearing Shell Removal

40
128
Journal Measurement
41
Assemble Crankshaft Gear

42
129
Crankshaft Gear Installation
43
1. Hammer 3. Oil Gallery Plug

2. Crankcase 4. Chisel
Main Oil Gallery
130
44
1. Oil Galleries 2. Nylon Brush

Clean Cross Drillings
45
131
Checking Pattern
46
1. Piston Jet Tube Small Orifice 3. Bearing Saddle

2. Piston Jet Tube Large Orifice 4. Light Source
Piston Oil Jet Tubes Inspection
47
132
Cleaning Piston Oil Tube
48
1. Upper Main Bearing Insert

Upper Main Bearing Inserts
49
133
Crankshaft Installation
50
Bearing Cap Installation

51
134
1. Dial Indicator 3. Pry Bar
2. Rear Thrust Bearing Cap 4. Crankshaft
Check Crankshaft Endplay
52
135
Repair or Replacement of Cylinder Liner Flowchart
53
136
1. Liner Puller 4. Cylinder Liner
2. Forcing Nut 5. Lifting Bridge
3. Lifting Bridge and Liner 6. Lifting Jaws
Cylinder Liner Removal
54
137
Repair or Replacement of Flywheel Flowchart
55
138
1. Flywheel Housing 3. Dowel Pins
2. Flywheel 4. Flywheel Mounting Bolts (12)
Flywheel Removal
56
139
Repair or Replacement of Flywheel Housing Flowchart
57
140
1. Hammer 4. Crankcase
2. Punch 5. Oil Seal Carrier
3. Crankshaft
Punching Holes Into Rear Oil Seal
58
141
1. Pry Bar 4. Rear Oil Seal
2. Crankcase 5. Screw (2)
3. Oil Seal Carrier
Rear Oil Seal Removal
59
142
Wear Seal Removal Tool Collets
60
Sleeve Placement
61
143
1. Crankcase 3. Wear Liner
2. Oil Seal Carrier
Wear Sleeve Removal
62
144
1. Permatex #3 3. Oil Seal Coated With Permatex #3
2. Wear Sleeve
Rear Oil Sleeve / Wear Sleeve Guide
63
1. Forcing Nut 2. Installation Tool

Installer Tool
64
145
1. Crankcase 3. Rear Oil Seal Guide
2. Rear Oil Seal Carrier
Carrier Guide
65
Driver Guide Tool
146
66
1. Crankcase 3. Rear Oil Seal

2. Oil Seal Carrier 4. Driver
Centering Oil Seal Carrier
67
147
1. Straight Edge 3. Oil Seal Carrier
2. Crankcase 4. Driver
Aligning and Securing Oil Seal Carrier
68
148
1. Permatex #3 3. Oil Seal Coated With Permatex #3
2. Wear Sleeve
Preparing Oil Seal and Wear Sleeve
69
1. Forcing Nut 2. Installation Tool

Oil Seal / Wear Sleeve Tool
70
149
1. Flywheel Housing 4. Oil Seal Carrier
2. Mounting Bolts (6) 5. Dowel Guide Pins
3. Flywheel Housing
Flywheel Housing Installation
71
150
1. Dial Indicator 3. Flywheel Housing
2. Crankshaft Flange
Flywheel Concentricity Check
72
151
1. Flywheel Housing 3. Dowel Pins
2. Flywheel 4. Flywheel Mounting Bolts (12)
Torque Bolts
73
1. Guide Pins 2. Installation Tool

Guide Dowel Pin Locations
74
152
1. Straightedge 3. Oil Seal Carrier
Rear Oil Seal Carrier Alignment
75
153
1. Straightedge 3. Oil Seal Carrier
Securing Rear Oil Seal Carrier
76
Flywheel Reconditioning
77
154
Repair or Replacement of Crankshaft Vibration Damper Flowchart
78
155
Repair or Replacement of Crankshaft Vibration Damper Pulley Flowchart
79
156
Vibration Damper Removal
80
Front Engine Mounting Bracket Removal

81
157
Vibration Damper Showing Rubber Streaking
82
158
1. Vibration Damper Pulley (Inner Member) 3. Inertia Ring (Outer Member)
2. Rubber Compound
Vibration Damper Cross-Sectional View
83
Vibration Damper Requiring Replacement

84
159
1. Oil Pick-up Tube Mounting Bolt 3. Crankcase
2. Oil Pick-up Tube 4. Front Cover
Removing Oil Pick-up Tube
85
160
1. Piston Pin Retainer (12) 7. Sleeve Seals
2. Piston Pin (6) 8. Sleeve (6)
3. Piston (6) 9. Piston Pin Bushing (6)
4. Piston Ring (Oil Regulating) (6) 10. Connecting Rod Bearing (12)
5. Piston Ring Intermediate Compression 11. Connecting Rod And Cap (6)
6. Piston Ring (Top Compression) (6) 12. Bolt (12)
Exploded View of Connecting Rods, Pistons, Rings, Sleeves
86
161
Repair or Replacement of Piston and Piston Ring Flowchart
87
162
Repair or Replacement of Piston and Connecting Rod Flowchart
88
163
1. Connecting Rod Bolt (12) 3. Connecting Rod Cap (6)
2. Crankcase
Loosen Connecting Rod Bolts
89
164
1. Connecting Rod Cap (6) 3. Crankshaft
2. Crankcase
Connecting Rod Cap Removal
90
1. Crankcase 3. Wrench
2. Connecting Rod Mounting Bolt (12)
Connecting Rod Assembly Removal
91
165
1. Oil Control Ring 3. Top Ring
2. ntermediate Ring 4. Piston
Piston Ring Location
92
166
1. Piston 3. Micrometer
2. Piston Ring Gage
Measuring Piston Diameter
93
1. Feeler Gage 3. Piston

2. Oil Control Ring
Measuring Piston Diameter
94
167
1. Piston 2. Micrometer
Piston Skirt Diameter Measurement
95
168
1. Piston Ring To Be Checked 3. Cylinder Sleeve
2. Feeler Gage
Check Ring Gap
96
169
Repair or Replacement of Connecting Rod Flowchart
97
1. Micrometer 3. Connecting Rod

2. Telescoping Gage
Measure Pin Bore
98
170
1. Connecting Rod 2. Micrometer
Connecting Rod Measurement
99
171
2. Telescoping Gage
Connecting Rod Measurements
100

2. Piston Pin
Measure Piston Pin Outer Diameter
101
172
Telescoping Gage Method
102
1. Micrometer 3. Cylinder Liner

2. Telescoping Gage
Liner Measurement Below Ring Travel Area
173
103
1. Liner 2. Dial Bore Gage

Dial Bore Gage Method
104
174
Feeler Gage Method
105
Spread of Bearing
106
Clearance Check
175
107
1. Pry Bar
Check Rod Side Clearance
108
176
1. Handle 3. Lower Turn Knuckle
2. Upper Turn Knuckle 4. Cylinder Head
Raise Cutter Head
109
1. Handle 4. Lower Turn Knuckle

2. Upper Turn Knuckle 5. Cylinder Block
3. Feeler Gage
Cylinder Liner Protrusion Check
110
177
1. Wrench 3. Crankcase
2. Sleeve 4. Holding Adaptors
Cylinder Liner Protrusion Check
111
Sleeve Protrusion Measurement
178
112
1. Piston Crown 4. Piston Skirt

2. Piston Pin 5. Raised Triangle (darkened for clarification)
3. Snap Ring 6. Piston Pin Boss (side with Nib)
Two-Piece Piston Assembly
113
179
1. Piston Ring Expander Tool 4. Oil Control Ring
2. Top Ring 5. Piston
3. Intermediate Ring
Ring Installation
114
180
1. Crankcase 3. Oil Can
2. Liner
Lubricate Cylinder Sleeve and Rings
115
181
1. Cylinder Liner 2. Crankcase
Install Cylinder Sleeve
116
1. Crankcase 2. Ring Compressor

Piston Ring Compressor
117
182
Guide Rod Onto Crankshaft
118
1. Crankcase 3. Torque Wrench

2. Connecting Rod Mounting Bolt (12)
Torque Mounting Bolts
183
119
1. Pushrod 2. Cylinder Head

Pushrod Removal
120
184
1. Cylinder Head Bolts 2. Cylinder Head
Cylinder Head Removal
121
Warpage Check Pattern

122
185
Check Thickness
123
1. Purple Line Showing Crack 2. White Developer

Dye Penetrant Test
186
124
Nozzle Liner Replacement

125
Slide Hammer
126
187
Nozzle Liner Contact Points
127
Nozzle Liner Installation

128
188
1. Spring 3. Cylinder Head
2. Valve Stem Seal 4. Valve Rotator with Nylon Seal
Valve Removal
129
189
1. Valve Guide 2. Brush
Valve Guide Cleaning
130
1. Valve Guide 2. Ball Gage

131
190
1. Micrometer 2. Ball Gage
Inspection of Valve Guides
132
1. Valve Guide 2. Cylinder Head
191
133
1. Caliper/Indicator 3. Cylinder Head

2. Locknut
134
192
1. Press 3. Installer Tool
2. Insert
135
193
Valve Angle
136
Grind Valve Guide

137
Valve Face Margin Measurement
194
138
Valve Stem Tip at Cutting Stone

139
Valve Face Margin Measurement

140
195
Valve Center Head
141
196
1. T-handle 4. Grinding Stone
2. Pilot Shank 5. Dressing Stud
3. Collet 6. Grinding Stone Installed on Pilot
Grind Valve Seat
142
197
Caliper Check of Valve Seat Width
143
1. Straightedge 3. Feeler Gage

2. Valve
Valve Recession Check
198
144
1. Dial Indicator 3. Valve

2. Cylinder Head
Valve Recession Check
145
199
Bridge Assembly
146
1. Press 3. Valve Seat Insert

2. Valve Guide 4. Cylinder Head
Valve Seat Insertion
200
147
Inspect Valve Springs

148
201
1. Scale 3. Load Indicator
2. Valve Spring
149
1. Valve Spring 3. Ball Bearing

2. Rotator 4. Painted Reference Mark
150
202
1. Valve Guide 2. Brush
151
203
1. Valve Stem 3. Stem Seal Assembly
2. Valve Guide
Valve Stem Seal Installation
152
1. Valve Spring 2. Valve Rotator

Rotator Assembly Installation
153
204
1. Spring Compressor 2. Spring Lock (Keepers)
Spring Lock Installation
154
1. Crankcase 2. Dowel Ring
205
Rotator Assembly Installation
155
1. Cylinder Head 3. Crankcase

2. Cylinder Head Gasket
Cylinder Head Gasket Installation
156
206
1. Cylinder Head Bolt 2. Cylinder Head
Lubricate Bolt Threads
157
1. Pushrod 2. Cylinder Head
207
Install Pushrods
158
1. Rocker Shaft Bracket 2. Cylinder Head

Rocker Arm and Shaft Assembly
159
208
1. Bracket 3. Feeler Gage
2. Wrench 4. Rocker Lever
Rocker Arm Assembly Installation
160
1. Locknut 2. Insert Feeler Gage

Valve Lash Adjustment
161
209
162

163
210
Valve Cover / Intake Manifold Cover and Gasket
164
Checking Engine Gear Train Timing

165
211
Removal of Auto Belt Tensioner
166
1. Alternator Mounting Bracket Bolts

Alternator Mounting Bracket
212
167
Front Cover Mounting Bolts

168
213
1. O-rings 3. Front Cover Oil Pressure Gasket
2. Crankcase Front Cover Reservoir Seal 4. Front Cover Oil Suction Gasket
Front Cover O-ring and Gasket Locations
169
1. Oil Pressure Relief Valve 2. Front Cover Rear Half

Oil Pressure Relief Valve
170
214
1. Crankshaft 6. Upper Idler Gear
2. Rear Half Front Cover 7. Upper/Lower Idler Gear Timing Marks
3. Camshaft Gear with Timing Disk Plate 8. Air Compressor Gear Location
4. Cam Gear/Upper Idler Timing Marks 9. Lower Idler Gear
5. High Pressure Pump Gear Location 10. Lower Idler Gear/Crank Timing Marks
Gear Alignment
171
215
Gear Lash Check
172
1. Dial Indicator 2. Gear Teeth

Lower Idler Gear Lash Check
216
173
Camshaft End Play Check

174
Lower Idler Gear Removal

175
217
1. O-rings 3. Front Cover Oil Pressure Gasket
2. Crankcase Front Cover Reservoir Seal 4. Front Cover Oil Suction Gasket
Front Cover, Rear Half, Mounting Bolts
176
218
1. Front Cover
Front Cover, Rear Half, Gasket Location
177
1. Front Cover
Front Cover, Rear Half, Installation
178
219
1. Crankshaft Gear 4. Fuel Pump Gear
2. Camshaft Gear 5. Lower Idler Gear
3. Upper Idler Gear
Front Cover, Rear Half, Installation
179
220
Lower Idler Gear Installation
180
221
1. Crankshaft Gear 4. Fuel Pump Gear
2. Camshaft Gear 5. Lower Idler Gear
3. Upper Idler Gear
Upper Idler Gear Installation
181
1. Oil Pressure Relief Valve 2. Front Cover Rear Half

High Pressure Relief Valve
182
222
Front Cover Installation
183
1. Recess 3. Bolt
2. Tensioner 4. Locating Pin
Auto Belt Tensioner
223
184
1. Oil Filter Header 3. Oil Feed Supply Tube

2. Oil Feed Supply Tube Nut
Drain Oil
185
224
1. Turbocharger Assembly 3. Oil Feed Supply Tube
2. Mounting Bolts
Turbocharger Assembly
186
225
1. Oil Drain Tube Mounting Bolts (2) 4. Turbo Oil Drain Tube
2. Turbo Oil Drain Tube Flange Gasket 5. Turbo Oil Drain Tube Retaining Plate
3. Turbocharger Assembly 6. Oil Drain Tube Mounting Bolt
Turbocharger Oil Drain Tube
187
1. Oil Cooler Filter 2. Oil Filter Header

Remove Oil Cooler Filter
188
226
1. Coolant Filter 2. Coolant Filter Header
Remove Coolant Filter
189
227
1. Retainer Plate Mounting Bolt 3. Water Coolant Supply Tube
2. Retaining Plate
Remove Water Coolant Supply Tube
190
1. Mounting Bolt 3. Oil Cooler Bundle

2. Oil Cooler Filter Header
Oil Cooler Assembly
191
228
1. Oil Pressure Regulating Valve 3. Oil Cooler Assembly
2. Water Coolant Supply Tube
Oil Cooler Assembly
192
229
1. Adaptor Plate 3. Hoist Hook
2. Lifting Eye (2) 4. Lifting Bar
Adaptor Plate Installation
193
1. Engine Stand 2. Adaptor Plate

Adaptor Plate Mount
194
230
Sequence for Tightening Cylinder Head Bolts
231
FUEL SYSTEM
FUEL SYSTEM
The fuel system consists of a fuel tank, fuel filter, strainer, hand primer pump, fuel filter, fuel
supply pump, supply manifold and fuel injectors. All of these items are located on the left
side of the engine.
The fuel system provides filtered fuel to the fuel injectors at a regulated 448 kPa (65 psi).
The system also returns warm fuel to the fuel tank.
As fuel travels through the fuel system, it will be under negative pressure (vacuum), supply
pump pressure and high pressure (injection pressure). See Figure . See Figure
.
12
Negative Pressure (Vacuum)
When the priming pump is pushed down, the check ball is seated onto the fuel strainer.
Releasing the priming pump unseats the check ball, draws fuel from the fuel tank to the inlet
port of the fuel filter header and into the fuel strainer assembly. Fuel exits the strainer, flows
through the internal passage of the fuel filter header, via a fuel line to the fuel supply pump.
Once the engine has been primed, the fuel supply pump keeps the intermediate fuel system
under pressure and the fuel supply line under negative pressure for a constant supply of fuel.
Fuel Supply Pump Pressure
The supply pump produces approximately 448 kPa (65 psi) of fuel pressure. Fuel now flows
from the supply pump to the fuel filter header. Fuel then travels through an internal passage
into the fuel filter. Fuel passes through the fuel filter, from the outside in, and out the fuel
filter header, through a fuel line to the fuel supply manifold.
1
High Pressure
Fuel in the supply manifold is delivered to drillings in the cylinder head leading to the injector
bores. The fuel is then pressurized by the injectors to approximately 124,106 kPa (18,000
psi). The excess fuel is piped from the rear of the supply manifold to the fuel tank.
Injection Control Pressure
The system utilizes hydraulically actuated, electronically controlled injectors to deliver fuel to
each cylinder. The hydraulic fluid used to actuate the injector is engine oil.
Oil is drawn from the oil pan through the pickup tube by the engine oil pump. The engine oil
pump is a gerotor type pump driven by the crankshaft. Oil is fed through passages in the
front cover to the oil reservoir.
The reservoir makes available a constant supply of oil to a high pressure hydraulic pump
mounted to the front cover. The high pressure pump is a gear driven swash plate pump.
High pressure oil is delivered by the high pressure pump to the supply manifold and into oil
passages machined into the cylinder head.
The ECM controls the IPR valve. Desired pressure control is a variable function of the
engine control strategy and the calibration that has been programmed into the ECM.
The ICP sensor is mounted on the supply manifold and provides the feedback signal for the
closed loop control system. The ICP sensor is a ceramic disk type pressure sensor that
converts pressure into a 0 to 5 volt analog signal that the ECM uses to determine ICP
pressure. See Figure
. See Figure .
34
A spring/piston pop-off valve is installed internal to the high pressure pump and is set to
dump oil pressure into the front cover in the event ICP pressure exceeds 27579 kPa (4000
psi). See Figure
.
5
2
Fuel Injector
The fuel injector is a unitized fuel injector that is hydraulically actuated and electronically
controlled. See Figure
.
6
Hydraulic actuation is accomplished when the injector solenoid is energized opening a

poppet valve and allowing ICP pressure to flow on top of the amplifier/accumulator piston.
Fuel is supplied to the injector by passages drilled through the cylinder head that intersect
with fill ports in the injector.
The area under the plunger is filled with fuel from pressure supplied by the supply pump. As
the plunger moves down the increased pressure closes the fuel inlet check ball. Pressure
continues to rise opening the nozzle valve; fuel is pressurized through the nozzle orifices
and injected into the combustion chamber at pressures as high as 124,106 kPa (18,000 psi).
Injection is terminated when the solenoid is de-energized and ICP pressure is released.
The fuel injector consists of four (4) major components:
1. Solenoid
2. Poppet Valve
3. Intensifier Piston and Plunger
4. Nozzle Assembly
An improved single seal is released for the fuel injector middle groove position for the Series
40E engines. See Figure
.
7
The new middle groove single seal can be identified by its blue and black color. The
displaced seal has a white coating and the cushion ring is green and black. All Detroit Diesel
Series 40E engines have the new improved seal.
3
Note: The injector seals and rings are not serviced separately. The seal package contains all seals and rings
needed to service one injector assembly.
Fuel injectors with the new seal became effective on engines with serial numbers 1054920
and above.
Injector Removal
Follow these steps to remove the injectors:
1. Remove all fuel injector hold down clamp mounting bolts (at the front of the fuel
injector).
Note: The shoulder bolt at the rear of the fuel injector does not require removal.
2. Disengage the fuel injector hold down clamp from the shoulder bolt by sliding the
clamp toward the rear of the engine; then, up and over the head of the shoulder
bolt.
3. Remove the fuel injector from the cylinder head bore. Insert a pry bar under the
hold down clamp and pry up or use Injector Remover Tool J 42946.
NOTICE
Ensure the clamp is free of the shoulder bolt when prying up on the clamp, to prevent
damage to the bolt.
4. Lift the fuel injector straight up and out of the injector bore of the cylinder head.
O-rings should be replaced whenever the fuel injector is removed. If required,
remove six shoulder bolts. See Figure .
8
Injector Installation
Follow these steps to install the injectors:
4
1. If removed, install shoulder bolt and torque to specifications.
2. Lubricate fuel injector, and insert the injector assembly in the bore of the cylinder
head.
Note: Do not strike the top of the fuel injector to seat it! Use hand pressure applied to the top of the fuel
injector, until the hold down clamp can be engaged under the head of the shoulder bolt.
3. Seat the fuel injector into the fuel injector bore with the hold down clamp over the
shoulder bolt. Use a 5/8 in. (16 mm) open end wrench on the lower edge of the
hold down clamp to further insert the fuel injector into the bore of the cylinder
head, until seated.See Figure .
9
4. Install the fuel injector hold down clamp mounting bolt and torque to specifications.
5. For fuel injectors with the plastic clip connector, install the oil deflector and wiring
harness channel to the fuel injector. Tighten bolts. See Figure .
10
Solenoid
The solenoid is a very fast acting electromagnet that, when energized, pulls the poppet
valve off its seat. See Figure
.
11
Poppet Valve
The poppet valve is held on its seat by a spring. In this closed position, high pressure inlet
oil is blocked and the intensifier cavity is opened to drain. When the solenoid is energized,
the poppet is quickly lifted off its seat. The path to drain is closed and the inlet for high
pressure oil is opened.
Intensifier Piston and Plunger
5
When the poppet valve opens the inlet port, high pressure oil enters the injector and acts on
the top of the intensifier piston. Pressure builds on the intensifier, pushing it and the plunger
down. The intensifier is seven times larger in surface area on the 7.6 engine, and six times
larger in surface area on the 8.7 engine, than the plunger. This provides an equal
multiplication of force. The downward movement of the plunger pressurizes the fuel in the
plunger cavity, causing the nozzle to open.
Nozzle Assembly
The nozzle assembly is of conventional design with the exception of the fill check. This
check ball seats and seals during the downward stroke of the plunger to prevent leakage of
the high pressure fuel. During the return stroke, it unseats allowing the plunger cavity to fill.
The nozzle valve is an inwardly opening type that lifts off its seat when pressure overcomes
the spring force. Fuel is then atomized at high pressure through the nozzle tip. See Figure .
12
Fuel Injector Seals and Rings
Each seal has been specifically designed for a given location on the fuel injector. Each part
of the seal package must be in the proper location and must be free of damage as well as
foreign material. Improper installation of the seals could adversely affect engine
performance leading to an inoperative engine.
Note: The fuel injector assembly is not field serviceable. Do not attempt to repair. The warranty may be denied
if the fuel injector core shows signs of tampering.
The fuel injector is of the highest quality and has been manufactured to exacting standards.
The injector has been assembled and calibrated with computer controlled equipment
designed specifically for this purpose. The injector has been pretested and demonstrated to
function within precise factory specified limits.
Note: If one seal on a fuel injector needs to be replaced, the entire set must be replaced at the same time.
The replacement seals and rings are packaged with the following: .
6
1. Upper Backup Ring (steel)
2. Upper Cushion Ring (black)
3. Upper O-ring Seal (blue)
4. Middle Seal (blue and black)
5. Lower O-ring Seal (orange)
6. Injector Gasket (copper)
7. Installation Instructions
13
Note: Refer to this manual for information regarding the removal and installation of the following parts:
1. Road draft tube; refer to section

1.2.
2. Valve covers; refer to section
1.3.
3. Engine harness connector (disconnect only, do not remove) at fuel injector
solenoids; refer to section
8.1.
4. Supply manifold (draining only; do not remove). Refer to section
1.4.1.
5. Fuel injectors; refer to section
. 2.1.5.
NOTICE
The supply manifold oil and fuel rails must be drained prior to removing the fuel injectors.
This prevents leakage into the cylinder bore when the fuel injector is removed. Fluid
trapped in the cylinder can cause severe mechanical damage to the engine should a
hydrostatic lock up occur when the engine is cranked with the starter.
Note: Ensure the oil rails are fully drained before removing the fuel injectors.
Fuel Injector Seals and O-rings Removal
7
Perform the following steps to remove the fuel injector seals and O-rings.
NOTICE
Rings and seals should be replaced each time the fuel injector is removed. If any of the
fuel injectors have damaged rings and seals, all of the fuel injectors should be removed
and their rings and seals should be replaced. While removing the seals ensure the fuel
injector body seal grooves are not scratched. Unless damaged, leave the original steel
backup ring in the uppermost groove on the fuel injector, and do not replace it.
1. Remove the copper fuel injector gasket from the bottom of the fuel injector.
2. Lift the lower O-ring seal out of its groove with a wooden or plastic tool. Cut the
seal and remove it.
3. Lift the middle one or two seals out of the middle groove using a wooden or plastic
tool. Cut the seals and remove.
Note: An improved single middle seal has replaced the original two middle seal combination. Depending on
early or later style injector, the injectors you are rebuilding may have one or two seals in the middle groove.
This kit contains the new single seal for installation in the middle groove regardless of whether the injector had
one or two seals originally in this groove.
4. Lift the upper O-ring seal out of its groove with a wooden or plastic tool. Cut the
seal and remove it.
5. Lift the upper cushion ring out of its groove with a wooden or plastic tool. Cut the
ring and remove it.
6. This step is optional. If the steel backup ring is damaged, lift one corner of the
upper backup ring from its groove; slide the rest of the backup ring from its groove
and over the tip of the fuel injector.
7. Ensure the fuel injector is clean and free of debris. Place the fuel injector into the
holder rack where it will be protected from debris and damage.
Fuel Injector O-rings and Seals Installation (Upper Groove)
Install the upper groove rings and seal (larger diameter).
1. Locate the upper groove rings and seal (larger diameter).
8
2. Lightly lubricate the rings and seal with new, clean engine oil.
Note: The backup ring acts like a spring. Care must be taken when installing this part. Do not twist the ring.
Ring flatness is important.
3. Gently spread to gap, and slide the steel backup ring over the body of the fuel
injector, up to the large diameter, just below the upper groove.
4. Insert one end of the ring into the upper groove and walk the rest of the ring into
the groove. See Figure .
14
5. Slide the cushion ring over the fuel injector and into the upper groove. Ensure the
cushion ring is up against the backup ring. See Figure .
Note: Ensure the cushion ring does not twist during installation.
15
6. Slide the fuel injector upper O-ring seal over the injector and into the upper groove.
Ensure the seal is up against the cushion ring. See Figure .
Note: Ensure the O-ring does not twist during installation.

16
Fuel Injector Seal Installation (Middle Groove)
Install the single middle groove seal as follows: See Figure

.
1. Locate the middle groove seal (blue and black color).

2. Lightly lubricate the seal with clean engine oil.
3. Slide the middle fuel injector seal over the fuel injector and push into the middle
groove. Care should be taken to minimize the amount and length of time that the
seal is expanded during installation. Ensure the middle fuel injector seal is up
against the groove.
Note: Ensure the seal does not twist or over-stretch during installation. Slide the seal onto the injector. Do not
roll the seal. Approximately ten minutes after the seal has been installed, it should return to its normal shape.
Check for proper fit.
The seal should be trapped in the middle groove to ensure it will not slide out of the groove
9
during injector installation into the cylinder head.
17
Fuel Injector Seal Installation (Lower Groove)
Install the lower groove O-ring seal as follows:
1. Locate the lower groove O-ring seal.

2. Lightly lubricate the seal with clean engine oil.
Note: Ensure the lower fuel injector seal does not twist during installation.
3. Slide the lower fuel injector seal over the fuel injector body and into the lower
groove. Ensure the lower fuel injector seal is up against the groove. See Figure .
18
4. Apply a light coat of clean grease to the new copper gasket and press onto the fuel
injector, using fingers. Orientation of the raised bead on the copper gasket is not
important. See Figure
.
19
Note: After all the seals have been installed on the injectors, wait approximately ten minutes before installing
the injectors back into the cylinder head. This will allow the seals to recover back to their correct diameter,
ensuring ease of installation and proper seal function.
Fuel Injector Operation
There are three stages the fuel injector goes through during operation. They are:
1. Fill Cycle
2. Injection
3. End of Injection
10
Fill Cycle
During pre-injection all internal components have returned to their spring-loaded positions.
The poppet valve is blocking high pressure oil from entering the injector. The plunger and
intensifier are at the top of their bore and the plunger cavity is full of fuel. Fuel pressure in
the plunger cavity is the same as fuel gallery pressure, approximately 448 kPa (65 psi).
Injection
When the ECM determines that the injector should be fired, the following sequence of
events occurs:
1. The ECM sends a Fuel Delivery Command Signal (FCDS) to the injector solenoid.
2. The solenoid is fully energized almost instantly creating a strong magnetic pull on
the armature.
3. The magnetic pull of the solenoid overcomes spring tension holding the poppet
closed.
4. The poppet is quickly raised off its seat.
5. The upper poppet land closes off the path to the drain.
6. The lower land opens the poppet chamber to incoming high pressure oil.
7. High pressure oil flows around the poppet to the top of the intensifier piston.
Pressure on the top of the intensifier forces it down along with the plunger. The downward
movement of the plunger pressurizes the fuel in the plunger cavity and nozzle. When the
fuel pressure reaches Valve Opening Pressure (VOP), the nozzle valve lifts off its seat and
injection begins.
Injection pressures may be as high as 12,411 kPa (18,000 psi) depending on engine
requirements.
11
End of Injection - Drain Cycle
The end of the injection cycle begins when the ECM terminates the fuel delivery command
signal to the injector solenoid. See Figure . The following occurs:
20
1. The magnetic field of the solenoid collapses and is no longer able to overcome
poppet spring tension to hold the poppet off its seat.
2. The poppet closes, shutting off high pressure oil from entering the injector.
3. When the poppet is seated, the upper land of the poppet opens the poppet cavity
to drain.
4. Pressurized oil in the intensifier chamber and poppet chamber flows upward
around the poppet seat, through the vent holes in the poppet sleeve and out the
adaptor drain hole.
5. The pressure of the fuel and spring in the plunger cavity exerts an upward force on
the plunger and intensifier. As the pressure of the pressurized oil above the
intensifier drops, so does the downward force on the intensifier.
6. The upward force from the pressurized fuel almost instantly becomes greater than
the downward force on the intensifier so the downward motion of the intensifier
and plunger stops.
7. When the plunger stops, fuel flow also stops.
8. With the check still open, the remaining pressure on the fuel pushes a tiny amount
of additional fuel out the orifice holes. This causes a large pressure drop with fuel
nozzle pressure below the VOP. Spring tension on the nozzle valve now re-seats
and injection stops.
Split-Shot Injectors
New split-shot injectors and new electronics have been released for Series 40E engines.
Installation began with engine serial number 1028711 for standard torque engines rated at
175, 190, 210, and 230 hp and for high torque engines rated at 195 and 210 hp.
12
Split-shot injectors are designed to provide a two stage injection shot. The first shot, or pilot
injection, begins the initial combustion within the injector. This is followed closely by a
second shot that completes the combustion process. The double shot extends combustion
time for a more controlled pressure rise within the cylinder, thereby reducing combustion
knock and oxides of nitrogen (NOx) emissions. The new injectors are compatible for use
with JP8 jet fuel as an alternative to Number 2 diesel fuel.
The new injectors, together with all seals and O-rings required for installation, are available
in the service kit listed in Table
. New split-shot injectors and former injectors used on Series 40E engines are not
interchangeable on a part-for-part basis due to changes to the electronic control calibration
required to operate the new injectors. The new injectors must be used with the new
electronics. Therefore, the former injectors will continue to be serviced for engines not
having the new electronics.
Injector Service Kit Number Injector Part Number * Character Reference ID *
1829839C91 1829926C1 or 1829837C1 BE
Note: * The ID part number is not a service part number. The ID part number and character reference are
etched on the top of the injector assembly solenoid.
Split-Shot Injector Service Kit
COMPONENT LOCATION - ENGINE MOUNTED ECM
For component locations for engines equipped with an engine mounted ECM unit, see
Figure .
21
FUEL SYSTEM PUMP
The following steps will remove, inspect and install the fuel system pump.
13
Fuel Pump Removal
Remove the fuel pump as follows:
1. Disconnect the fuel supply line from the fuel filter header to the supply manifold.
See Figure .
a. Loosen fitting and remove fuel filter header to supply pump line.
b. Cap the fuel filter header and supply pump openings.
22
2. Loosen three bolts securing the supply pump to the high pressure pump. Remove
the supply pump.
3. If it is necessary to remove the supply manifold, refer to section
.
Supply Pump Tappet Cleaning and Inspection
Inspect the supply pump tappet. Observe for straightness, burrs or cracks. See Figure .
23
Fuel Pump Installation
If it was necessary to remove the supply manifold. Remove the fuel pump as follows:
1. Install supply pump to high pressure pump housing. Secure with three volts.
Torque to specifications. See Figure .
24
2. Loosen three bolts securing the supply pump to the high pressure pump. Remove
the supply pump.
3. Mount the fuel filter header as follows:
14
c. Insert the header at the crankcase mounting pad. Fasten the header using the
two mounting bolts and washers. Torque to specifications. Refer to section
, Specifications.
d. Remove the nylon cap above the fuel strainer and observe the check ball. If the
check ball is not in this location, priming pump will not work.
4. Install the fuel filter header to the supply pump line as follows:
e. Remove the protective caps from the fuel supply rail and the fuel filter header
port.
f. Position the line to the supply pump and fuel filter header. Secure with hollow
screws and new copper sealing gaskets. Torque to specifications. Refer to
section
, Specifications.
5. Install the new strainer as follows:
g. Lubricate the threads of the strainer cover and install a new O-ring.
h. Install the strainer in the cover and hand-tighten into the fuel filter header. Install
the strainer with the open end toward the filter header. See Figure .
25
6. Prime the pump.
ELECTRONIC CONTROLS
The Series 40E engine is equipped with a 12–volt or 24–volt ECM with hydraulically
actuated electronically controlled unit injectors (HEUI). For sensor locations, see Figure .
26
ECM
The ECM wiring harness removal and installation procedures follow.
ECM Removal
15
Remove the ECM as follows:
1. Disconnect batteries.
2. Remove screws and connector cover shields from the ECM connector covers, see
Figure .
27
3. Remove ECM connector covers, see Figure , from the wiring harness connectors.
28
4. Loosen the chassis wiring harness connector mounting bolt and remove wiring
harness from the ECM.
5. Loosen engine wiring harness connector mounting bolt and disconnect engine
wiring harness from the ECM; see Figure , and see Figure .
29
Note: If it is not necessary to remove the ECM from the mounting bracket, refer to
step .
6. Remove the ECM wiring harness connector gaskets from the ECM unit. See
Figure .
30
7. If it is necessary to remove the ECM from the mounting bracket, remove the four
ECM mounting bolts and lift the ECM from the bracket, see Figure , and see
Figure .
31
8. Remove the bottom mounting bolts of the ECM mounting bracket, see Figure
.
32
9. Remove the three top mounting nuts of the ECM mounting bracket and lift bracket
away from engine, see Figure
.
10. If required, remove bushings and pins from mounting bracket, see Figure .
33
ECM Inspection
16
Inspect ECM mounting bushings and pins for cracks, cuts, worn spots, etc. Replace as
required, see Figure .
34
Inspect the engine wiring harness connectors, connector covers, and cover shields for
cracks, cuts or worn areas. Replace as required, see Figure .
35
Installation of ECM and Mounting Bracket as a Single Unit
Installation procedures for the front mounted or rear mounted ECM are identical, except
where noted. The ECM and mounting bracket are installed as a single unit.
1. Install the ECM and mounting bracket to the engine. Torque the three top mounting
nuts to the specification, see Figure . Refer to section
, Specifications.
36
2. Install the two (2) bottom bolts for the mounting bracket and torque to the
specification; see Figure
. Refer to section
, Specifications.
37
3. Install the two ECM gaskets into the ECM connector receptacles.
4. Connect the engine wiring harness, see Figure , to the ECM and torque the
connector retaining screw to the specification. Refer to section
, Specifications.
38
5. Connect the second wiring harness to the ECM and torque the connector retaining
screw.
6. Install the ECM connector covers, see Figure , over the wiring harness connectors.
39
7. Place the connector shields onto the connector covers and secure with the
connector cover shield screw, see Figure .
17
40
8. Connect the batteries.
Installation of ECM and Mounting Bracket as Separate Units
Installation procedures for the front mounted or rear mounted ECM are identical, except
where noted. The ECM and mounting bracket are installed separately.
1. Install the four pins and eight mounting bushings into the mounting bracket. See
Figure .
41
2. Install the mounting bracket to the engine. Torque the top three mounting bolts.
See Figure . Refer to section
, Specifications.
3. Install the two bottom bolts for the mounting bracket and torque. See Figure .
Refer to section
, Specifications.
42
4. Install the front mounted ECM onto the mounting bracket and torque the four
mounting bolts. See Figure
. Refer to section
, Specifications.
43
5. Install the rear mounted ECM onto the mounting bracket and torque the four
mounting bolts; see Figure
. Refer to section
, Specifications.
44
7. Connect the engine wiring harness to the ECM, see Figure .
45
8. Torque the connector retaining screw; see Figure . Refer to section

, Specifications.
18
46
9. Install and connect the second wiring harness to the ECM. Torque the connector
retaining screw. Refer to section
, Specifications.
10. Install the ECM connector covers over the wiring harness connectors. See Figure
.
47
connector cover shield screw. See Figure .
VERIFY CAMSHAFT POSITION SENSOR CLEARANCE
Follow these steps to verify Camshaft Position Sensor (CMP) clearance.
1. Remove CMP sensor mounting bolt from engine front cover and pull CMP sensor
out. Clean sensor mounting surface; see Figure .
48
2. Manually rotate the crankshaft at least two complete revolutions in a clockwise

direction when viewing the engine from the front. This ensures the CMP sensor air
gap is at its maximum with the camshaft gear in contact with its rear thrust face.
Note: Ensure the following measurement is up to the tooth on the trigger wheel. Do not measure into the
window between the teeth.
3. Using a depth micrometer or a precision caliper, carefully measure the distance to

the nearest one thousandth of an inch from the CMP sensor mounting surface to
the camshaft gear trigger wheel tooth; see Figure . Record this measurement in
the appropriate box on the worksheet.
49
4. Manually rotate crankshaft 180 degrees in a clockwise direction, when viewed from
the front of the engine, and repeat step 3. Continue this process two more times
so that the distance from the cover to the trigger wheel is measured at four
locations. Variations in these measurements determine run out of the trigger
wheel. Variation should not exceed 0.005 inches.
5. Using a depth micrometer or precision caliper carefully measure CMP sensor from
19
the tip to its mounting flange; see Figure . Record this dimension in the
appropriate box on work sheet.
50
6. Perform the math as directed on the work sheet then select appropriate
combination of shims from shim kit, if required. Refer to the Series 40E Parts
Manual for the proper kit part number.
Note: Use the proper combination of shims to achieve a measurement as close to 0.30 in. as possible.
7. Install the CMP sensors with the shims required. Ensure that the shims are
centered on the CMP sensor flange. Use a small amount of grease to hold then if
necessary. Reconnect sensor wiring harness and test engine. Complete the CMP
sensor air gap analysis as listed in Table .
Step Operation Measurement
1. Rotate crankshaft clockwise at least two revolutions.
2. Measure distance from CMP sensor mounting surface to trigger wheel tooth.
3. Rotate crankshaft clockwise, 1/2 turn, repeat step 2.
6. Add measurements from steps 2 thru 5.=
7. Obtain average dimension by dividing by 4:=
8. Measure CMP sensor length from tip to surface of mounting flange.
9. Subtract step 8 from step 7.
10. Desired air gap: 0.030 in.
11. Subtract step 10 from step 9. (This is the required thickness.)
12. Select shims as required from shim kit (two 0.005 in. and two 0.010 in. shims
provided). Use one or more shims from kit to get as close as possible to thickness
determined in step 12. Measure thickness of shim(s). Enter shim pack thickness here:
13. Place shims over the CMP sensor tip. Insure shims are centered on CMP sensor
flange. Install CMP sensor/shim assembly in front cover. Torque clamp bolt to 15
lb-ft. (20 N·m) and reconnect wiring harness.
Camshaft Position Sensor Clearance Worksheet
20
ENGINE SENSORS AND CONNECTORS
The major components of the system consist of the electronic control module and the
various system sensors. The purpose of the sensors is to provide information to the ECM
regarding various engine performance characteristics. The information sent to the ECM is
used to instantaneously regulate engine and vehicle performance.
The Camshaft Position Sensor (CMP) is a Hall effect sensor stacked in front of a magnet
with a signal conditioning integrated circuit. It responds to a rotating actuator positioned on
the camshaft gear. The camshaft actuator has twenty-four (24) stamped windows. This
produces a rectangular wave pulse for each tooth as the actuator rotates past the sensor.
The pulses are used to indicate engine speed and camshaft position for control of fuel
quantity, injection timing and overspeed shutdown. It is located on the engine front cover,
right-hand side above the water pump pulley; see Figure
.
51
Engine Coolant Temperature Sensor
The Engine Coolant Temperature Sensor (CTS) is a thermistor type sensor which senses
changes in engine coolant temperature. It is located on the front right-hand side of the
cylinder head, below the thermostat; see Figure .
52
Engine Oil Temperature Sensor
The Engine Oil Temperature Sensor (OTS) is a thermistor type sensor which senses engine
21
oil temperature. It is located on the back left-hand side of the front cover above the high
pressure pump housing. This sensor is used to provide engine temperature signal to the
ECM which uses the information for fuel rate and timing adjustments; see Figure
.
53
Engine Oil Pressure Sensor
The Engine Oil Pressure Sensor (EOP) is a ceramic diaphragm sensor used to indicate low
engine oil pressure via a signal from the ECM. It is located on the left-hand side of the
crankcase, below the fuel filter; see Figure .
54
Injection Control Pressure Sensor
The Injection Control Pressure Sensor (ICP) is a ceramic diaphragm sensor used to
measure injection control/rail pressure. It is located on the left-hand side of the engine. The
sensor is mounted in the middle of the supply manifold, for engines equipped with the
engine mounted ECM. This sensor provides injection control pressure feedback to the ECM
for closed loop control of injector oil pressure; see Figure .
55
Injection Pressure Regulator Valve
The Injection Pressure Regulator Valve (IPR) achieves injection control pressure regulation.
It is located on the left-hand side of the high pressure pump. The IPR is a pulse width
modulated valve which controls injector oil pressure via a signal from the ECM; see Figure
.
56
Manifold Absolute Pressure Sensor
22
The Manifold Absolute Pressure (MAP) sensor is a ceramic diaphragm sensor that indicates
manifold boost pressure or vacuum via a signal from the ECM. It is located on top of the
valve cover/intake manifold; see Figure
.
57
SPECIFICATIONS
Torque Values are listed in Table

.
Component Torque
Injection Control Pressure Sensor (ICP)* 35 N·m (26 lb·ft)
Injection Pressure Regulator Valve 56 N·m (41 lb·ft)
Front And Rear Engine Mounted ECM: -
Electronic Control Module (ECM) Connector Retaining Screw 3.9 N·m (35 lb·in.)
ECM Mounting Bolts 15 N·m (20 lb·ft)
ECM Mounting Bracket Mounting Bolts 15 N·m (20 lb·ft)
ECM Mounting Bracket Mounting Nuts 15 N·m (20 lb·ft)
Banjo Fuel Line Connections 35 N·m (26 lb·ft)
Fuel Filter Header Mounting Bolt 18 N·m (13 lb·ft)
Injector Hold Down Bolt 13 N·m (120 lb·in.)
Fuel Return Valve Assembly 35 N·m (26 lb·ft)
Shoulder Injector Bolt 13 N·m (120 lb·in.)
Note: * Apply Loctite® #277 to threads prior to assembly.

Torque Values
Fuel System Specifications are listed in Table

, and listed in Table .
23
Fuel Return Valve Value
Valve to unseat at: 414 kPa (60 psi)
Fuel Return Valve
Fuel Filter Specifications
Type Spin-on and Fuel Strainer
Fuel Filter
SERVICE TOOLS
Tools required for maintenance and repair are listed in Table

.
Description Tool
Nozzle Tester with Adaptor J 29075-150
Nozzle Puller J 41165
Fuel Injector Sleeve Remover J 42945
Fuel Injector Removal Tool J 42946
Fuel Injector Sleeve Installer J 42947
Injector Test Harness J 43098
Service Tools
24
25
1. Supply Pump 5. Check Ball
2. Fuel Manifold 6. Strainer
3. Injector 7. Filter
4. Bleeder Valve 8. Hand Primer Pump
Fuel System with Horizontal Mounted Primer Pump
2
26
27
1. Supply Pump 6. Strainer
2. Fuel Manifold 7. Filter
3. Injector 8. Hand Primer Pump
4. Bleeder Valve 9. Fuel Pressure Regulator Valve
5. Check Ball
Fuel System with Vertical Mounted Primer Pump
3
28
1. Reservoir 5. High Pressure Manifold
2. Hose 6. High Pressure Pump
3. Injection Control Pressure Sensor 7. Injection Pressure Regulator Valve
4. Injector
HEUI Lube System, Front-Mounted Injection Control Pressure Sensor
4
1. Reservoir 5. High Pressure Manifold

2. Hose 6. High Pressure Pump
3. Injection Control Pressure Sensor 7. Injection Pressure Regulator Valve
4. Injector 8. Hose
29
HEUI Lube System, Mid-Mounted Injection Control Pressure Sensor
5
1. ECM 3. Injection Pressure Regulator

2. Fuel Injector 4. Injection Control Pressure Sensor
Engine Mounted ECM System
6
30
Fuel Injector
7
Fuel Injector Middle Groove Seal

8
31
Fuel Injector Removal
9
1. Fuel Injector Solenoid Connector Clip 2. Fuel Injector Solenoid Connector

Fuel Injector Installation
32
10
1. Wiring Harness Channel

Fuel Injector Installation
11
33
1. Nozzle Assembly 4. Poppet Valve
2. Check Ball 5. Solenoid
3. Intensifier Piston 6. Nozzle Valve
Solenoid
12
1. Nozzle Assembly 4. Poppet Valve

2. Check Ball 5. Solenoid
3. Intensifier Piston 6. Nozzle Valve
Nozzle Assembly
13
34
Fuel Injector Seal, Ring and Groove ID
14
Upper Groove Backup Ring Installed

15
35
Upper Groove Backup Ring and Cushion Ring Installed
16
Upper Groove Backup Ring, Cushion Ring and O-ring Installed

17
36
Middle Groove Seal Installed
18
Lower Groove Seal Installed

19
37
Copper Gasket Installed
20
38
Injector Drain Cycle
21
39
1. High Pressure Pump 7. Injection Control Pressure Sensor
2. Supply Pump to Fuel Filter Line 8. Fuel Filter Header to Supply Pump Line
3. Supply Pump 9. Fuel Filter Header
4. Supply Manifold 10. Fuel Filter Strainer
5. Fuel Filter Header to Supply Line 11. Fuel Filter
6. Hand Primer Pump 12. Fuel Pressure Pump to Supply Hose
Fuel System Component Location
22
40
1. Supply Pump to Fuel Filter Line 2. Supply Pump
Supply Pump Removal
23
1. Tappet
41
Tappet Inspection
24
1. Supply Pump to Fuel Filter Line 2. Supply Pump

Supply Pump Installation
25
42
1. Fuel Filter Header 3. O-ring
2. Strainer 4. Strainer Cover
Fuel Filter Strainer
26
43
44
1. Camshaft Position Sensor 5. Oil Temperature Sensor
2. Coolant Temperature Sensor 6. Manifold Absolute Pressure Sensor
3. Oil Pressure Sensor 7. Injection Control Pressure Sensor
4. Injection Pressure Regulator Valve 8. Electronic Control Module
Typical Location for Engine-mounted Sensors (Rear Mounted ECM)
27
1. Connector Shield Screw 3. Connector Cover

2. Connector Shield 4. Wiring Harness Connector
ECM Connector Cover Removal
28
45
ECM Connector Covers
29
46
1. ECM 2. Engine Wiring Harness Connector
Engine Wiring Harness
30

Remove Engine Wiring Harness
31
47
1. ECM Mounting Bolts 2. Front Mounted ECM
Front ECM Unit
32
1. Rear Mounted ECM 2. ECM Mounting Bolts
48
Rear ECM Unit
33
1. Bushings and Pin Location 3. ECM Mounting Bracket

2. ECM Mounting Bracket Nuts
ECM Bushings, Pins and Nuts
34
49
1. Bushings 2. Pin
ECM Bushings and Pin
35
50
1. Wiring Connector Cover 4. Wiring Harness Connector
2. Connector Cover Shield 5. ECM Gasket
3. Screw
Connector Cover Parts
36
1. ECM 3. ECM Mounting Bracket Nuts

2. ECM Mounting Bracket
37
51
Bottom ECM Bracket Bolts
38

Install Engine Wiring Harness
52
39

Install ECM Connector Covers
40
53
1. ECM Mounting Bracket 3. ECM Mounting Bracket Nuts
2. Bushings and Pin Location
41
54
42

43
1. Front Mounted ECM 2. ECM Mounting Bolts

Install Engine Wiring Harness
55
44
1. Rear Mounted ECM 2. ECM Mounting Bolts

45
56
2. Connector Shield 4. ECM Unit
46
Securing ECM Connector

47
57
48
Remove CMP Sensor
58
49
Measuring Camshaft Position Sensor Clearance

50
Measuring Depth Micrometer

51
59
52
Engine Coolant Temperature Sensor

53
60
Engine Oil Temperature Sensor
54
Engine Oil Pressure Sensor

55
61
Injection Control Pressure Sensor
56
Injection Pressure Regulator Valve

57
62
Manifold Absolute Pressure Sensor
63
LUBRICATION SYSTEM
OVERVIEW OF LUBRICATION SYSTEM
The lubrication system is pressure regulated, cooled and full-flow filtered. In addition to
providing engine lubrication, pressurized lube oil is used to control fuel delivery in the
hydraulically actuated electronically controlled unit injectors. External oil piping is kept to a
minimum to avoid oil leakage.
Location
The right side of the engine has an oil cooler, replaceable full-flow oil filter, turbocharger oil
line, and road draft tube. The left side of the engine has the oil filler tube, oil level gage, high
pressure pump and oil supply manifold.
Oil Flow
Lube oil is drawn from the oil sump through the pick-up screen and tube into the oil pump.
The oil pump is of the gerotor type with the inner rotor portion driven directly by the
crankshaft. The pump housing is bolted to the front cover. The pump inlet and outlet
passages are through ports in the pump plate and front cover ports. Leaving the oil pump,
the unfiltered oil travels (under pressure) back through the front cover assembly, passing
the high pressure oil relief valve and into the crankcase unfiltered oil galley. The high oil
pressure relief valve controls unfiltered oil pressure at 552 kPa (80 psi). When oil pressure
exceeds 552 kPa (80 psi), the oil pressure relief valve opens and excess oil is dumped back
to the oil sump.
Note: The high pressure oil relief controls unfiltered oil pressure at 552 kPa (80 psi) maximum.
There are two oil galleries in the crankcase. The unfiltered oil travels down the unfiltered oil
galley on the lower right hand side of the crankcase and the filtered oil galley runs above it.
1
There are two exit ports in the unfiltered oil galley. One exits to the front header of the oil
cooler and one exits to the rear header of the oil cooler. The oil cooler thermostat, located in
the rear header, opens or closes by sensing oil temperature in the unfiltered galley.
Depending upon the position of the oil thermostat, hot oil flows through the oil cooler core
into the rear header and cold unfiltered oil bypasses the oil cooler core and goes directly to
the oil filter.
Oil directed from the unfiltered galley to the filter, enters from the outside of the element and
exits from the center. The oil filter bypass valve is located within the filter can and operates
at a pressure differential of 124-138 kPa (18-20 psi). The oil filter element bypass is effected
from within the filter can. Clean engine oil flows out of the filter and goes back into the oil
cooler header, then out the header and into the crankcase clean oil galley. The clean oil
enters the crankcase, passes the oil pressure regulator valve and is directed through
various ports of the crankcase. Excess oil is dumped back into the crankcase by the
regulator valve.
Note: The oil pressure regulator valve controls filtered oil pressure at 345 kPa (50 psi).
Connecting rod bearings are individually fed through drilled passages in the crankshaft from
main to rod journals. The camshaft journals are through passages drilled vertically through
the main bearing webs.
Oil is fed from the main bearing webs, through angled drillings, providing pressurized lube
oil to the piston cooling jets. The valve lever rocker arms are lubricated through an anulus
on the inside of the rear camshaft bushing bore of the crankcase. Oil then travels up
through the vertical galley in the rear of the engine, through the banana slot in the head
gasket and up the cylinder head bolt bore into the rocker arm shaft. Oil continues flowing
through drillings located in the shaft of each rocker arm. Oil drains back to the pump through
push tube openings in the cylinder head. See Figure.
1
Oil from the front of the main galley is routed through a cast-in passage located in the front
of the crankcase, to the passage in the top of the high pressure pump reservoir. Oil then
flows to the oil reservoir cast into the front cover, located in front of the high pressure pump.
Oil, as needed, is then drawn by the high pressure supply manifold via an external hose
from the high pressure pump. The high pressure oil reaches the fuel injectors through
drillings in the supply manifold which intersect with the injector bores.
The turbocharger receives filtered oil through an external tube connected at the rear oil
cooler header. The air compressor (if equipped) also receives oil through external lines that
2
are connected on the left side of the crankcase main filtered oil gallery. This fitting is
supplied with oil directly from the main gallery. The front gear train is splash lubricated by oil
draining from the high pressure reservoir and air compressor (if equipped) and from a small
bleed slot at the top of the high pressure oil pump reservoir on the outer front cover. See
Figure .
2
Oil Pressure Regulator Valve
The unique design of the lubricating oil pressure relief valve, 552 kPa (80 psi), located in the
front cover and the oil pressure regulating valve, 345 kPa (50 psi). located by the rear oil
cooler header, extend the life of the engine because it controls the volume and pressure of
oil supplied to the engine.
The volume of oil supplied by the pump is always in excess of what is needed to lubricate
the engine. The oil pressure relief valve is located in the front cover and is used to protect
the oil cooler and oil filter from extremely high pressures encountered during cold starts in
cold weather.
If oil pressure exceeds 552 kPa (80 psi) on the valve face, it moves the valve body inward
allowing oil to travel through the valve and back to the oil pan, thus relieving pressure in the
lubrication system. See Figure.
3
The oil pressure regulator valve is located on the right side of the block, between oil filter
header and block. When all points of lubrication within the engine are satisfied, restriction to
flow causes pressure to build on the case of the valve causing it to move inward. This action
allows excess oil to go directly back to the oil pan, through the ports uncovered by the
movement of the regulator valve body. See Figure
.
4
LUBRICATING OIL PUMP
Use the following procedure to repair or replace the lubricating oil pump.
3
Removal of Oil Pump
Remove the oil pump as follows:
1. Remove the vibration damper. Refer to section

.
2. Remove front oil seal by mounting the front oil seal removal tool, J 39266, into the
crankshaft nose and over the oil seal. Turn, forcing the screw to remove the seal.
3. Remove the oil pump housing as follows:
a. Loosen and remove the six capscrews (two short capscrews are located at the
two and three o'clock positions).
b. Remove the oil pump housing with O-ring seal from the front cover. Discard the
O-ring seal.
c. Remove the outer rotor. See Figure.
5
4. Using a hammer and chisel, remove the Woodruff key from the crankshaft. See
Figure .
6
5. Remove the inner rotor and oil slinger from the oil pump drive spline.
6. Remove the oil pump housing plate. With the plate removed, remove the sealing
O-ring from the front cover. Discard the O-ring. See Figure.
7
Cleaning of Pump Assembly
Clean the oil pump assembly as follows:
1. Wash all parts thoroughly in an approved solvent.

4
Inspection and Repair
Inspect and repair the oil pump assembly as follows:
1. Visually inspect rotors, housing and plate for nicks, burrs or scoring.
2. Replace any damaged components.
Note: The inner and outer rotors are a matched set and cannot be replaced separately.
3. Inspect for wear by checking the radial clearance between the outer rotor and the
pump housing using a feeler gage. If radial clearance exceeds the specifications,
check the housing to rotor clearance. See Figure.
8
4. Check housing to rotor clearance as follows:

d. With the O-ring removed from the oil pump housing, place a straightedge across
the housing.
e. Insert an appropriate feeler gage under the straightedge at the housing and
outer rotor.
f. If not within specifications, check the housing and inner rotor for wear. Replace
worn components, as required. See Figure.
9
Lubricating Oil Pump Assembly
Follow these steps to assemble the lubricating oil pump.
1. Install a new oil seal into the lubricating oil pump housing as follows.
g. Apply gasket eliminator #515 to the O.D. of the oil seal.
h. Slip the oil seal into the installing tool, J 39266.
i. Press the seal into the oil pump housing so the front of the seal is flush with the
front of the oil pump housing. See Figure.
10
5
2. Install a new O-ring on the front cover. Then, install the housing plate. See Figure .
11
3. Install the inner rotor and oil slinger onto the crankshaft gear spline.
Note: The concave surface of the oil slinger should be facing out.
4. With the inner rotor installed, tap in the woodruff key with a plastic hammer. See
Figure
.
12
5. Lubricate the outer rotor with clean engine oil and install the rotor into the oil pump
housing. See Figure
.
13
6. Install a new O-ring into the housing groove and align the housing dowel pins with
the mounting locations. Install the oil pump housing to the front cover.
7. Lubricate the oil seal prior to installation.
8. Install the six capscrews to secure oil pump housing to the front cover. Two short
capscrews are located at the two and three o'clock positions. Torque the
capscrews to specifications.
9. Install the vibration damper. Refer to section
.
OIL FILTER AND HEADER
Use the following procedures to remove and install the oil filter and header.
Removal of Oil Filter and Header
Follow these steps to remove the oil filter and header.
1. Using an open end wrench, loosen and remove oil feed supply tube nut located on
top of the oil filter header. Remove and discard tube nut O-ring. Remove cap fitting
on the header. See Figure.
6
14
2. With oil and coolant drained from the engine, remove the oil filter using an
appropriate filter wrench. Discard the filter. See Figure.
15
3. Remove one bolt and retainer plate securing the water coolant supply tube from the
crankcase. See Figure
.
Note: Remove oil cooler and water coolant supply tube as an assembly.
16
4. Remove mounting hardware securing oil cooler assembly to the crankcase.

5. Remove the oil cooler and water coolant supply tube as an assembly from the
crankcase. Discard the O-rings, gaskets and seals.
Leakage Test
Check oil cooler assembly for leaks using an Air Pressure Test as follows:
1. Fasten oil cooler leakage test plate, J43097, to oil cooler headers using new oil
cooler gaskets.
2. Install oil filter.
3. Install air pressure gage to oil cooler filter header at turbocharger supply fitting
location. See Figure
.
17
4. Immerse assembly in a container of clean "tap" water.

5. Apply 690 kPa (100 psi) air pressure while immersed.
6. Inspect header castings, O-ring seals and 1/4 NPTF water side opening for moving
or growing bubbles. Replace components as required.
Disassembly of Oil Cooler
7
Disassemble oil cooler assembly as follows:
1. With non-metallic hammer, gently rap front of oil filter header to loosen O-rings.
Twist headers and separate from cooler bundle.
2. Remove, inspect and install oil temperature control thermostat located in filter/oil
cooler header. Install with new O-ring.
Note: Oil pressure regulator valve may be removed by depressing plunger and trapping a length of copper wire
when released. Valve may then be removed by copper wire.
3. Remove, inspect and install pressure regulator valve located in crankcase.

4. Remove oil cooler rear and front header from the oil cooler bundle
Note: In the event of bearing failure, oil cooler bundle must be replaced because failed bearing debris cannot
be removed from the cooler bundle.
Cleaning of Oil Cooler
Clean oil cooler assembly as follows:
1. Immerse oil cooler, front and filter header in a suitable solvent. Flush and drain
cooler to remove residue.
2. Dry all components thoroughly with filtered compressed air.
Inspection and Repair of Oil Cooler
Inspect the oil cooler as follows:
1. Visually inspect oil cooler for blocked tubes and corrosion where tubes are
assembled to the bundle. Replace oil cooler tube bundle if required.
2. Visually inspect header for blocked orifices or damaged threads at oil filter threaded
insert.
3. Remove any debris which may be blocking oil flow passages.
8
Assembly of Oil Cooler
Assemble the oil cooler using the following procedure:
Note: Use new O-rings when assembling oil cooler. Do not nick, cut or distort O-rings during assembly.
1. Install O-rings onto oil cooler bundle.

2. Using lubriplate, lubricate the oil cooler bundle, headers and O-rings on the cooler
bundle. See Figure
.
18
3. Carefully press assembly together assuring that locating clip of oil cooler headers
(front and rear) align in slots of oil cooler bundle and header is not cocked. This
procedure can be accomplished by using body weight to press the assembly
together.
Installation of Oil Cooler Assembly
Install the oil cooler assembly as follows:
1. Install the water outlet tube in the front cover.
Note: Install oil cooler assembly using a new square cut O-ring at front header and O-ring gasket at rear filter
cooler header.
2. Install the filter header/oil cooler assembly to the crankcase. Secure with
appropriate bolts and nuts and torque to specifications.
Note: Ensure the oil pressure relief valve is installed into the crankcase.
3. Secure the water inlet tube to crankcase. Install the retainer plate and tighten the
bolt. See Figure
.
19
4. Install the new oil filter as follows:
9
j. Lubricate new filter gasket with clean engine oil.
k. Hand tighten filter one full turn after gasket first contacts the filter header. See
Figure
.
20
5. Prime the lubricating system. Refer to section

.
Prime Lubricating System
When the engine has been reassembled, it is recommended the engine be lubricated with
oil before starting. This prevents damage to internal parts. The following procedure is the
preferred method for priming the lubricating system.
Note: Install a new lube oil filter.
NOTICE:
To prevent engine from accidentally starting, do not rotate any diesel engine when priming
with oil.
1. Use the following procedure to pressure prime the lubrication system with oil prior
to starting:
l. Inject sufficient oil into the engine to fill the oil filters and charge the entire system.
m. After priming, check the oil level before the engine is put back into service.
2. Crankcase refill capacities:
n. 26.4 L (28 qt) with filter change
o. 22.7 L (24 qt) without filter change
NOTICE:
To prevent engine damage, ensure the engine is well oiled during assembly. Do not use
this procedure if the engine has not been well oiled.
3. Using the cranking motor, spin but DO NOT start the engine until oil pressure is
10
read on the oil pressure gage.
Note: Engines equipped with a bypass filtering system require additional oil.
4. When oil pressure is read, you may start the engine.
OIL PAN
The oil pan assembly should be removed and replaced using the following procedure. See
Figure .
21
Removal of Oil Pan
Remove the oil pan as follows:
1. Remove 22 oil pan mounting bolts.

2. Remove mounting bars.
3. Remove oil pan and gasket from crankcase. Discard gasket.
Installation of Oil Pan
Install the oil pan as follows:
1. Replace oil pan and new gasket to crankcase.

2. Replace mounting bars.
3. Install 22 oil pan mounting bolts.
OIL LEVEL GAGE TUBE REMOVAL AND ASSEMBLY
Use the following procedures to remove and assemble the oil level gage tube.
11
Removal of Oil Level Gage Tube Assembly
Remove the oil level gage tube assembly as follows:
1. Loosen screw securing oil filter tube clamp to the crankcase.

2. Lift oil level gage, oil filler tube and oil filler tube clamp from the crankcase as an
assembly.
3. Discard O-ring gasket.
4. If necessary, remove the oil level gage tube from the crankcase using a brass drift
and hammer.
Note: Removal of oil level gage tube from the crankcase requires removal of the oil pan. For oil pan removal,
refer to section
.
Cleaning of Oil Filter and Oil Level Gage Tubes
Clean oil filler and oil level gage tubes as follows:
1. Thoroughly clean both tubes and clear any obstructions.

2. Remove all old Loctite® from the oil level gage and crankcase casting area that
mates with the tube.
Inspection of Oil Level Gage Tube Assembly
Inspect the oil level gage tube assembly as follows:
1. Visually inspect the components for kinks, bends or restrictions.

2. Replace the components as required.
12
Installation of Oil Level Gage Tube Assembly
Install the oil level gage tube assembly as follows:
1. Install the lower oil level gage tube into the crankcase orifice as follows:
p. Apply Loctite #609 around the entire circumference of tube and casting.
q. Press the tube in until the bead is seated in the chamber of the crankcase.
Note: The slots in the oil level gage tube need not be oriented in any special manner.
2. Install new O-ring gasket onto the oil level filler tube.
3. Insert the oil level filler tube into the oil level gage tube; orient the oil filler tube to
the rear and as far inboard as possible.
4. Torque the oil filler tube clamp screw to specifications.
HIGH PRESSURE LUBE OIL SYSTEM
The supply manifold information is also covered in Section 1.4.
Supply Manifold End Plug Removal
Follow these steps to remove and install the supply manifold end plug.
Note: The supply manifold oil rail must be drained prior to removing the fuel injectors, to prevent leakage into
the cylinder bore.
1. Drain the supply manifold from the end plug of the supply manifold. See Figure .
22
2. Install a new O-ring and backup ring onto the end plug. See Figure .
23
Note: Clean off any old Loctite from the end plug prior to installation.
13
3. Apply Loctite® #277 to the threads of the end plug, and install into the supply
manifold. Torque plug to specifications. See Figure .
24
Supply Manifold Removal
Disconnect the fuel supply line from the fuel filter header to the supply manifold as follows:
1. For engines equipped with the top-mounted primer pump and the engine-mounted
ECM unit, follow these steps.
r. Loosen fitting and remove the fuel filter header to supply pump line.
s. Cap the fuel filter header and supply pump openings.
2. If equipped with an engine mounted ECM unit, Loosen the nuts and disconnect the
high pressure oil supply hose from the supply manifold and the high pressure
pump. See Figure .
25
3. Cap the high pressure pump fittings and supply manifold fittings.
4. Remove the ICP sensor by first disconnecting the wiring harness, if not already
disconnected. See Figure . Remove the ICP sensor and O-ring from the supply
manifold. See Figure
.
2627
5. Remove the banjo fitting at the fuel return valve, located at the rear of the supply
manifold. See Figure .
28
6. Remove the fuel return valve from the supply manifold. See Figure .
29
NOTICE:
When the supply manifold is removed, do not place it face down on any surface. The
manifold face could be scratched, thus preventing a good mating surface seal. Always
place supply manifold face up.
14
7. If not already removed, remove the supply manifold end plug. Refer to section
.
8. Remove twelve mounting bolts securing the supply manifold to the cylinder head.
Remove the supply manifold and gasket. See Figure
.
30
Cleaning
Perform the following steps to clean the supply manifold:
1. Insert a stiff nylon brush into the oil and fuel galleries of the supply manifold for
cleaning.
To avoid personal injury when removing dirt and debris, wear adequate eye
protection (safety glasses or faceplate) and do not exceed 276 kPa (40 lb/in. 2 ) air
pressure.
2. Use compressed air to clean out debris from the oil gallery.
Inspection
Perform the following steps to check for warpage:
Using a straight edge and feeler gage, check the supply manifold gasket surface for
warpage, utilizing the checking pattern shown. See Figure
.
31
15
High Pressure Pump Removal
It is not necessary to remove the injection pressure relief valve from the high pressure pump
prior to removal of the pump. However, the solenoid, sleeve and tinnermann nut can be
removed for easy access to the high pressure pump mounting bolts.
1. For engines with Serial No. 988151 and up, disconnect the wiring harness from the
IPR valve.
2. Remove the tinnermann nut securing the solenoid to the IPR valve. Remove sleeve
and solenoid.
3. Unscrew the IPR valve from the high pressure pump, using a 28 mm (1–1/8 in.)
deep wall socket.
Note: Before performing the next procedures, ensure the high pressure pump reservoir has been drained of oil.
Drain the reservoir by removing the engine oil temperature sensor from the rear half of the front cover. Extract
oil by inserting the tube from the hand operated vacuum pump tool,
, into the cover.
Note: If the IPR valve has not been removed, ensure the IPR valve solenoid has been disconnected from the
main wiring harness.
Note: Ensure the lube oil supply hose has been disconnected. Refer to
.
Remove two capscrews securing the high pressure lube pump to the front cover. Remove
the pump and gasket from the front cover. See Figure
.
32
High Pressure Pump Installation
Follow these steps to install the high pressure lube oil pump.
1. Install a new face seal into the groove of the front cover and place the high
pressure pump into its location.
16
2. Install two capscrews and secure the high pressure pump to the front cover.
Torque the mounting bolts to specifications. Refer to section
. See Figure
.
33
3. If removed, install the IPR valve into the high pressure pump. Torque the valve to
specifications. Refer to section
. See Figure .
34
4. Install the IPR valve sleeve and solenoid to the IPR valve.
Supply Manifold Installation
Follow this procedure to install the supply manifold.
Note: Install the supply manifold gasket with the tab stamped FRONT, located on the lower left hand side of the
gasket, facing the manifold assembly.
1. Place a new supply manifold gasket onto the supply manifold. The gasket should
have the tab located in the lower front corner for correct placement. See Figure .
35
2. Install the supply manifold on the engine. See Figure

.
36
3. Install the supply manifold end plug. Refer to section

.
4. Install the fuel return valve into the rear of the supply manifold. See Figure .
37
5. Torque fuel return to specifications. Refer to section

. See Figure .
38
6. Install the banjo fitting to the fuel return valve. Torque to specifications. Refer to
section
. See Figure .
17
39
7. Install the fuel supply line and connect it from the fuel filter header to the front of
the supply manifold. Torque the fitting to specifications. Refer to section
. See Figure
.
8.
40
9. Apply Loctite #277 to the threads of the ICP sensor.

10. Install the ICP sensor with a new O-ring into the center of the supply manifold
elbow, located at the front of the supply manifold. Torque to specifications. Refer
to section
. See Figure .
41
11. Install the lube oil supply hose to the high pressure pump and supply manifold.
Torque the nuts securing the hose to specifications. Refer to section
. See Figure
.
42
SPECIFICATIONS
Oil pump specifications are listed in Table

; engine oil filter specifications are listed in Table ; coolant filter specifications are listed in
Table
; pressure regulator valve assembly specifications are listed in Table
; and torque values are listed in Table .
18
Component Specifications
Type GEROTOR
Drive Crankshaft
End Clearance Inner and Outer 0.114 mm (0.0048 in.) 0.470 mm

(0.0020 in.)
Radial Clearance between Outer Rotor Housing 0.622 mm (0.0245 in.) 0.470 mm
(0.0185 in.)
Engine Oil Pressure* (Run engine until normal operating

temperatures are reached)
At Low Idle Speed (700 r/min) (minimum) 137 kPa (20 psi)
Minimum at High Idle Speed 344 kPa (50 psi)
Note: * Oil pressure measurement should be made utilizing an oil gallery tap.
Oil Pump
Type Spin-on
Number 1
Filter Bypass Location In-filter
Engine Oil Filter
Component Type Specifications
Type Spin-on
Number 1
Coolant Filter
19
Assembly Specifications
Location In crankcase, behind filter header
Setting 331 kPa (48 psi)
Valve Assembly Diameter 27.13 mm (1.068 in.) 0.0005 mm (1,0610 in.) 26.89 mm (1.059 in.) ±
0.0055 mm (0.0015 in.) 0.0055 mm (0.0015 in. )
Valve Clearance in Bore 0.381 mm (0.0015 in.) 0.089 mm (0.0035 in.)
Crankcase Bore I.D. 27.00 mm (1.063 in.) 27.05 mm (1.065 in.)
Injection Oil Pressure Control Regulator
0High Pressure Pump Drive 0.45 - 1.22 mm (0.018 - 0.048 in.)

Gear End Play
Pressure Regulator Valve Assembly
20
Specifications Torque
Banjo Fuel Line Connections 35 N·m (26 lb·ft)
Fuel Return Valve Assembly 35 N·m (26 lb·ft)
Fuel Return Valve Banjo Fitting 35 N·m (26 lb·ft)
High Pressure Oil Pump Gear Bolt 129 N·m (95 lb·ft)
High Pressure Oil Hose Nut 26 N·m (19 lb·ft)
High Pressure Oil Pump Mounting Bolts 27 N·m (20 lb·ft)
Injection Control Pressure Sensor (ICP) * 26 N·m (19 lb·ft)
Injection Control Pressure Valve 47 N·m (35 lb·ft)
Injection Control Pressure Valve Tinnermann Nut 6 N·m (5.5 lb·in.)
Oil Pan Drain Plug 68 N·m (50 lb·ft)
Oil Pan Mounting Bolts 23 N·m (17 lb·ft)
Oil Pick-up Tube Mounting Bolts 21 N·m (15 lb·ft or 180

lb·in.)
Oil Level Gage Tube Clamp 3 N·m (30 lb·in.)
Oil Temperature Control Valve 34 N·m (25 lb·ft)
Oil Cooler Mounting Bolts 26 N·m (19 lb·ft)
Supply Manifold Elbow Fitting (on engines equipped with ECM engine mounted 26 N·m (19 lb·ft)
unit)
Supply Manifold End Plug 81 N·m (60 lb·ft)
Supply Manifold Mounting Bolts 55 N·m (41 lb·ft)
* Apply Loctite #277 to sensor before installing.

Torque Values
SERVICE TOOLS
Tools required for maintenance and repair are listed in Table

.
21
Description Tool
Valve Spring Tester J 22738-02
Valve Seat Driver J 39257
Oil Cooling Plate J 43097
Service Tools
22
1. Main Bearing 9. Assembly
2. Pick-up Tube 10. Cam Bushing
3. Pressure Regulator 11 .Air Compressor
4. Filter 12. Reservoir
5. Bypass Valve 13. Pressure Relief Valve
6. Oil Temperature Control Valve 14. Bypass Gallery
7. Turbocharger 15. Piston Cooling Jets
8. Main Oil Gallery 16. Oil Pump
Oil Flow
2
23
1. Oil Filter 2. Thermostat
Oil Cooler Header Oil Flow Schematic
3
1. Rear Half of Front Cover 3. Crankcase

2. Oil Pressure Relief Valve
Oil Pressure Relief Valve
4
24
1. Oil Cooler Rear Header 3. Crankcase
2. Oil Pressure Regulator Valve
Oil Pressure Regulator Valve
5
25
1. Outer Rotor
Outer Rotor Removal
6
1. Woodruff Key 2. Crankshaft

Woodruff Key Removal
7
26
1. O-ring 2. Oil Pump Plate
Oil Pump Housing Plate Removal
8
27
1. Feeler Gage 3. Outer Rotor
2. Oil Pump Housing
Radial Clearance Check
9
1. Rotors 3. Straightedge
2. Feeler Gage 4. Oil Pump Housing
Inner Rotor Check
10
28
1. Oil Seal 3. Press
2. Installation Tool 4. Oil Pump Housing
Oil Seal Installation
11
29
1. O-ring 2.Oil Pump Plate
Housing Plate Installation
12
1. Woodruff Key 2. Crankshaft
30
Woodruff Key Installation
13
1. Mounting Dowels 3. Outer Rotor

2. O-ring Groove
Installation of Outer Rotor
14
31
Oil Filter and Header Removal
15
32
1. Oil Filter 2. Oil Filter Header
Oil Filter Removal
16
1. Mounting Bolts 3. Oil Cooler Assembly

2. Oil Cooler Filter Header
Removal of Water Coolant Supply Tube
17
33
1. Pressure Test Plate Mounting Bolts (7) 4. Air Hose
2. Oil Cooler Front Header 5. Air Pressure Gage
3. Oil Cooler Filter Header 6. Pressure Test Plate
Oil Cooler Filter Header
18
34
1. Oil Cooler Filter Header 3. Oil Cooler Front Header
2. Oil Cooler Bundle
Oil Cooler Installation
19
35
1. Oil Pressure Regulating Valve 3. Air Cooler Assembly
2. Water Coolant Supply Tube
Walter Inlet Tube
20
36
Oil Filter Installation
21
1. Mounting Bar 3. Oil Pan

2. Oil Pan Gasket 4. Drain Plug and Seal
Oil Pan and Gasket
22
37
Removing Supply Manifold End Plug
23
1. O-ring 3. End Plug

2. Backup Ring
End Plug, O-ring and Backup Ring Locations
38
24
Installing Supply Manifold End Plug

25
39
1. Oil Supply Line Mounting Nuts 3. Oil Supply Line
2. High Oil Pressure Pump
Removing Oil Supply Hose
26
Disconnecting Main Wiring Harness

27
40
Removing ICP Sensor
28
Removing Banjo Fitting

29
41
Removing Fuel Return Valve
30
Removing Supply Manifold

31
42
Warpage Check
32
1. Capscrews 2. High Pressure Oil Pump
43
High Pressure Oil Pump Removal
33
1. Capscrews 2. High Pressure Oil Pump

High Pressure Oil Pump Installation
34
44
IPR Valve Installation
35
1. Supply Manifold 2. Supply Manifold Gasket

Supply Manifold and Gasket Installation to the Cylinder Head
45
36
Supply Manifold Installation to the Engine

37
Fuel Return Valve Installation

38
46
Tighten Fuel Return Valve
39
Tighten Fuel Return Banjo Fitting

40
47
1. Fuel Supply Line
Install Fuel Supply Line
41
Installation of ICP Sensor
48
42
1. Oil Supply Line Mounting Nuts 3. Oil Supply Line

2. High Pressure Oil Pump
Installation of Oil Supply Line
49
FUEL, LUBRICATING OIL, AND COOLANT
FUEL
Diesel fuel quality is an important factor in obtaining satisfactory engine performance, long
engine life, and acceptable exhaust emission levels. In general, fuels meeting the properties
of ASTM Designation D 975 (grades 1-D and 2-D) have provided satisfactory performance.
The ASTM D 975 specification, however, does not in by itself adequately define the fuel
characteristics required to ensure fuel quality. The properties listed in Table
provide the optimum engine performance.
1
General Fuel Classification ASTM Test No. 1 ASTM No. 2 ASTM
Method 1-D 2-D†
Gravity, ° API (Not Specified in ASTM D 975) D 287 40-44 34-38
Specific Gravity, @ 16°C (60°F) D 1298 0.806 - 0.825 0.835 - 0.855
Flash Point, Minimum- °C (°F) D 93 38 (100) 52 (125)
Viscosity, Kinematic-cSt @ 40°C (100°F) D 445 1.3-2.4 1.9-4.1
Sulfur Content, Maximum-wt% D 2622 0.05 (0.5)w 0.05 (0.5)w
Cloud Point ⎪⎪ D 2500 # ##
Cetane Number, Minimum ‡ D 613 45 45
Cetane Index, Minimum ‡ D 4737 40 40
Distillation Temperature, °C (°F) ASTM Test No. 1 ASTM No. 2 ASTM 2-D
1-D
IBP, Typical ⎪⎪ D 86 177 (350) 191 (375)
10% Typical ⎪⎪ D 86 196 (385) 221 (430)
50% Typical ⎪⎪ D 86 218 (425) 256 (510)
90% Maximum ‡ D 86 260 (500) 329 (625)
End Point, Maximum D 86 288 (550) 357 (675)
Water & Sediment, Maximum-wt% D 2709 0.05 0.05
Ash, Maximum-wt% D 482 0.01 0.01
Carbon Residue on 10%, Maximum-wt%, D 524 0.15 0.35
Copper Corrosion, Maximum D 130 3b 3b
Accelerated Stability, Total Insolubles, Maximum D 2274 15 mg/L 15 mg/L

⎪⎪
Dupont Pad Test, rating Maximum ⎪⎪ TM-F21-61 7 7
Lubricity, gm, Minimum ⎪⎪ D 5001 (mod)* 2800 2800
Note: * As modified in the U. S. Army Scuffing BOCLE Test Method
Note: † No. 2 diesel fuel may be used in city coach models which have been certified to pass Federal and
California emission standards.
Note: ‡ Differs from ASTM D 975
Note: § The sulfur content of diesel fuel for use in on-highway vehicles is limited to 0.05% maximum.
Note: || Not specified in ASTM D 975
2
Note: # The cloud point should be 6°C (10°F) below the lowest expected fuel temperature to prevent clogging
of fuel filters by crystals.
Note: ## When prolonged idling periods or cold weather conditions below 0°C (32°F) are encountered, the use
of 1-D fuel is recommended.
Fuel Selection Chart
Fuel Sulfur Content
Beginning October 1, 1993, all diesel fuel sold in the U.S. for use in on road vehicles must
contain no more than 0.05% sulfur. This represents a reduction in sulfur content from a
pre-October 1993 level of approximately 0.3%.
Diesel fuel sulfur content above 0.3% mass causes premature ring and cylinder wear and
deposit formation. Sulfur has also been identified as a major contributor to exhaust
particulates, which became a federally regulated exhaust constituent in 1988.
Diesel fuels with low sulfur content should be selected, if the use of fuels with sulfur
contents above 0.5% are unavoidable, lube oil drain intervals and lubricant selection need to
be changed. Detroit Diesel recommends that the Total Base Number (TBN D 4739) of the
lubricant be monitored and the oil drain interval be reduced.
Fuel Storage
Fuel should be clean and free of contamination. Storage tanks and stored fuel should be
inspected regularly for dirt, water, and sludge. Tanks should be drained and cleaned, if
contaminated.
NOTICE:
Do not use galvanized steel or sheet metal tanks or galvanized pipes or fittings in any fuel
storage, delivery, or fuel system. The fuel oil will react chemically with the zinc coating,
forming a compound that can clog filters and cause engine damage.
1. Keep the storage tank filler cap covered to prevent contamination by rain water.
3
2. Keep the tank clean, especially around the filler cap and tap areas.
3. Position the tank so that it tilts slightly toward the bottom drain. This will ease the
draining of accumulated water and sediment.
4. Minimize condensation by keeping the tank reasonably filled at all times.
5. After filling the fuel storage tank, wait a few hours before filling equipment tanks.
This will allow contaminants to settle.
Operation of Cold Weather
In cold weather, diesel fuel will form wax crystals that can restrict flow and clog filters. Fuel
suppliers approach this problem several ways. Some provide a specially refined product,
while others may use flow-improving additives or winter blends. Winter blended fuel will
likely contain kerosene or 1-D fuel, which provide good cloud point temperatures but will
result in a lighter fuel with a lower heat content. The use of such fuels is acceptable but may
result in reduced engine power, fuel mileage, or both.
Fuel Additives
Detroit Diesel engines are designed to operate satisfactorily using a wide range of diesel
fuels. Some fuels containing performance additives are marketed as premium diesel fuels.
Detroit Diesel engines do not require such fuels; however, they may be used at the
customer's discretion.
Water Contamination
Some fuel additives provide temporary benefit when fuel is contaminated with water. They
do not negate good fuel handling practices, however. Where water contamination is likely,
the fuel system should be equipped with a fuel/water separator, which should be serviced
regularly. In environments where microbe growth is a concern, a fungicide such as Biobor
JF (or equivalent) may be used. Microbial activity may be confirmed with commercially
available test kits. Follow the manufacturer's instructions for treatment. Avoid the use of
fungicides containing halogenated compounds, since these may cause fuel system
4
corrosion.
When small amounts of water are present, supplemental additives containing methyl carbitol
or butyl cellusolve are effective. Follow the manufacturer's instructions. Because of its
negative effect on fuel lubricity, the use of isopropyl alcohol is no longer recommended.
The following fuel additives are NOT allowed:
Lubricating Oil: Detroit Diesel specifically prohibits the use of drained lubricating oil in diesel
fuel. Used lubricating oil contains combustion acids and particulate materials that erode
injector components, resulting in power loss and increased exhaust emissions. In addition,
the use of drained lubricating oil will increase maintenance requirements due to plugged
filters and combustion deposits.
Gasoline: The addition of gasoline to diesel fuel will create a serious fire hazard. The
presence of gasoline in diesel fuel will reduce fuel cetane number and increase combustion
temperatures. Tanks containing such mixtures should be drained and cleaned as soon as
possible.
Detroit Diesel Corporation will not be responsible for any detrimental effects which it
determines resulted from the use of used lubricating oil or gasoline in the diesel fuel.
LUBRICATING OIL
Hundreds of commercial oils are marketed today, but labeling terminology differs among
suppliers and can be confusing. Some manufacturers may claim that their lubricant is
suitable for all makes of diesel engines and may list engine makes and types, including
Detroit Diesel, on their containers. Such claims by themselves are insufficient as a method
of lubricant selection for Detroit Diesel engines.
The proper lubricating oil for all Detroit Diesel engines is selected based on SAE Viscosity
Grade and API (American Petroleum Institute) Service Designation. Both of these properties
are displayed in the API symbol shown within the specific requirements.
Detroit Diesel recommends using only lubricants meeting the criteria listed in Table .
5
Specification Recommendation
SAE Viscosity Grade 15W-40
API Classification CG-4
Military Specification MIL-L-2104E
HT/HS Viscosity 3.7 cP (minimum)
Recommended Engine Oil
Lubricants meeting these criteria have provided maximum engine life, when used in
conjunction with recommended oil drain and filter maintenance schedules. See Figure for
the proper API symbol.
1
The API CG-4 performance category was introduced in January 1995. Lubricants meeting
CG-4 criteria are intended for use primarily with low (0.05%) sulfur fuel. Compared to API
CF-4 certified oils, these oils have improved soot and deposit control, in addition to
enhanced wear control. API CF-4 oils may be used when CG-4 is not available.
NOTICE:
Monograde oils should not be used regardless of API Service Classification. Failure to
observe this precaution may result in inadequate lubrication and severe engine damage.
When the use of high sulfur fuel (greater than 0.5% mass sulfur) is unavoidable, higher
alkalinity lubricants are recommended. High sulfur fuels require modification to oil drain
intervals.
SAE Viscosity Grade
Viscosity is a measure of an oil's ability to flow at various temperatures. The SAE viscosity
grade system is defined in SAE Standard J300, which designates a viscosity range with a
grade number. Lubricants with two grade numbers separated by a W, such as 15W-40, are
classified as multigrade. Those with a single number are monograde. The higher the
number, the higher the viscosity.
6
The kinematic viscosity ranges with the associated SAE viscosity grade are listed in Table
. This table is taken from SAE Standard J300.
Note: Grades designated with a W are required to meet low temperature viscosity requirements and high
temperature/high shear viscosity requirements.
SAE Viscosity (cP) at Viscosity (cP) at Viscosity(cSt) Viscosity(cSt) HighTem

Viscosity Temperature (°C), Temperature (°C), at 100°C at 100°C Shear R
Grade MaximumCrankingASTM MaximumCrankingASTM Minimum Maximum @1
D 5293 D 4684 5
0W 3250 at -30 30,000 at -35 3.8 - -
5W 3500 at -25 30,000 at -30 3.8 - -
10W 3500 at -20 30,000 at -25 4.1 - -
15W 3500 at -15 30,000 at -20 5.6 - -
20W 4500 at -10 30,000 at -15 5.6 - -
25W 6000 at -5 30,000 at -10 9.3 - -
20 - - 5.6 9.3 >2.6
30 - - 9.3 12.5 >2.9
40 - - 12.5 16.3 >3.7
50 - - 16.3 21.9 >3.7
60 - - 21.9 26.1 >3.7
SAE Viscosity Grades for Engine Oils
Additional Requirements
Although the API designation identifies the minimum desirable performance levels, Detroit
Diesel has identified additional properties that further assure the best possible engine
lubrication.
Refer to section
for high temperature and high shear viscosity requirement.
Refer to section
for API Service classification clarification.
7
Refer to section
for API Symbol clarification.
Refer to section
for sulfated ash and total base number limits.
Refer to section
for clarification on universal oil selection.
Refer to section
for synthetic oil requirements.
Refer to section
for the use of supplemental additives.
Refer to section
for oil disposal and re-refined oils.
High Temperature/High Shear Viscosity
Unlike kinematic viscosity, High Temperature/High Shear (HT/HS) viscosity is measured

under conditions similar to those of an operating engine. The test is conducted at 150°C
under shear stress conditions, similar to those found in thin film lubrication areas, like the
piston ring-to-cylinder wall interface. The value obtained indicates the temporary shear
stability of the viscosity index improver used in multigrade oils. In 15W-40 grade oils, an
HT/HS viscosity below 3.7 centipoise (cP) indicates that the oil will not perform as a 40
grade oil under engine operating conditions.
HT/HS viscosity has recently been incorporated into the J300 standard. Oils conforming to
this specification meet the minimum HT/HS values required by Detroit Diesel engines.
API Service Classification
The American Petroleum Institute (API) has developed a means of classifying lubricants for
different engines and applications. The highest performance classifications include API CF,
CF-2, CF-4, and CG-4. Detroit Diesel does not recommend the use of older and lower
performance classifications, including API CE, CD, CC, and CB. Qualifying tests for these
classifications have been discontinued.
8
When multiple API classifications are used, ensure that the classification specified by Detroit
Diesel is listed. Oils designated SG or SH are for passenger car applications. Detroit Diesel
recommends oils without these designations.
API Symbol
Lubricant marketers have adopted a uniform method of displaying the SAE viscosity and
API service classification on product containers and in product literature. The three segment
donut contains the SAE grade number in the center and the API service classification in the
top segment. The lower segment is used to designate the energy conservation status for
gasoline engines and has no significance for diesel engines.
A marketer is required to license his oil with API in order to display the symbol. Some
marketers may indicate that their products meet API requirements. This is not adequate.
Although the licensing process cannot guarantee good oil performance, the marketer must
be able to produce data to substantiate that their oil meets the service classification.
Note: Only oils licensed by API should be used in Detroit Diesel engines.
Sulfated Ash and Total Base Number
Sulfated ash is a lubricant property measured by a laboratory test (ASTM D 874) to

determine the potential for formation of metallic ash. The ash residue is related to the oil's
additive composition and is significant in predicting lubricants, which may cause valve
distress under certain operating conditions. Sulfated ash is related to the Total Base
Number (TBN), which measures an oil's alkalinity and ability to neutralize acid using a
laboratory test (ASTM D 2896 or D 4739). As TBN increases, sulfated ash also increases to
where lubricants with TBNs above 10 will likely have sulfated ash contents above 1.0%
mass.
Total Base Number is important to deposit control in four-stroke cycle diesel engines and to
neutralize the effects of high sulfur fuel in all diesel engines.
When the use of oil with high ash content is required, such as with high sulfur fuel, the oil
selected should have the highest TBN (D 2896) to Ash (D 874) ratio possible. For example,
an oil with a TBN of 10 and an Ash of 1.2% mass is less desirable than an oil with same
9
TBN and 1.0% Ash. Also refer to section
for Change Intervals.
Universal Oils
Universal oils are designed for use with both gasoline and diesel engines and provide an
operational convenience in mixed engine fleets. These products are identified with
combination API category designations, such as SG/CF or CF-4/SH. Although such
products can be used in Detroit Diesel engines (provided they satisfy all Detroit Diesel
requirements), they are not as desirable as lubricants formulated specifically for diesel
engines and having API CF-2 or CF-4/CG-4 designations. When selecting a universal oil,
select one with the C category first, since this is primarily intended for diesel service.
Synthetic Oils
Synthetic oils may be used in Detroit Diesel engines, provided they are API licensed and
meet the performance and chemical requirements for non-synthetic oils.
Product information about synthetic oils should be reviewed carefully. Synthetic oils offer
improved low temperature flow properties and high temperature oxidation resistance.
However, they are generally more costly than non-synthetic oils. Performance additive
systems often respond differently in synthetic oils.
The Use of Supplemental Additives
The use of supplemental additives break-in oils, top oils, graphitizers, and friction-reducing
compounds is not necessary and can upset the oil's formulation, causing performance to
deteriorate. Engine damage resulting from the use of such materials is not covered by
warranty.
Waste Oil Disposal and Re-refined Oils
10
Dispose of used lubricating oil and filters in an environmentally responsible manner,
according to federal (EPA) and state recommendations. The disposal of waste oil may be
best addressed by the engine oil supplier, who may accept responsibility for proper disposal
of this material as part of the business of providing lubricant.
Detroit Diesel permits the use of re-refined oils in all engine product lines, provided the
re-refined oil meets the appropriate SAE viscosity and API specifications.
Brand Name Approved Lubricants
Detroit Diesel does not maintain a list of brand name approved products. All lubricants
meeting the standards set for Detroit Diesel engines will provide satisfactory performance
when used in conjunction with the oil drain and filter requirements. To ensure that a
lubricant under consideration meets these qualifications, the customer should ensure that
the oil has a current API license number. The lubricant supplier should be able to supply this
information, but it may also be obtained from other sources. Refer to Detroit Diesel
publication 7SE270, Lubricating Oil, Fuel, and Filters , for further information.
The typical chemical and physical properties of a lubricant meeting Detroit Diesel
requirements in normal applications are listed in Table . This table does not provide
specifications, nor should it be used by itself to select an engine lubricant.
Viscosity Grade (API Service) 15W-40 (CF-4/CG-4)
Kinematic Viscosity at 40° C, cST 95-115
Kinematic Viscosity at 100 ° C, cST 12.5-16.3
HT/HS cP 150° C 3.7 min
Viscosity Index 130
Pour Point °C, max. -23
Flash Point °C, min. 215
Sulfated Ash, % mass 20 max.
Total Base Number Above 6.0
Zinc Above 700 ppm
Typical Properties
11
Oil Change Intervals
Engine lubricating oil deteriorates over time from contact with combustion by-products and
engine contaminants. Certain additives become depleted with use. Therefore, regular oil
drain intervals are necessary. These intervals vary in length, depending on engine operation
and fuel and lubricant quality. As a rule, shorter oil drain intervals extend engine life; longer
oil drain intervals, however, can reduce engine longevity.
The oil drain intervals listed in Table

(normal operation with low sulfur fuel), and the oil change intervals listed in Table
should be considered maximum and should not be exceeded.
Service Application Oil Drain Interval
On-highway Truck 15,000 Miles (24,000 km)*
*Recommended oil drain interval is 12,000 miles (19,300 km).

Maximum Allowable Oil Drain Intervals-- Normal Operation with Low Sulfur Fuel
Service Application Oil Drain Interval New Oil TBN above 10
On-highway Truck 10,000 Miles (16,000 km)
Maximum Allowable Oil Drain Intervals--Fuel Sulfur Above 0.5% (Use oil analysis to determine optimum drain
interval)
Note: Always install a new oil filter when the oil is changed.
Using High Sulfur Fuels
Although only diesel fuels containing more than 0.5% sulfur are considered high sulfur fuels,
piston ring wear studies indicate that fuels containing more than 0.3% sulfur significantly
increase ring face wear rates. See Figure .
2
High sulfur content forms acid during combustion, particularly during idling and low
12
temperature operation. To minimize the effects of high sulfur content, shorten oil drain
intervals. The appropriate oil drain interval may be determined by oil analysis or the oil
change intervals listed in Table .
Used Lubricating Oil Analysis
Detroit Diesel recommends a used oil analysis program, such as Power Trac, to monitor
engine crankcase oil. Oil analysis involves a series of laboratory tests performed on the
engine lubricant. Most tests indicate engine conditions, while others indicate lubricant
condition. Since oil analysis cannot comprehensively assess the lubricating oil, it should not
be used to extend oil drain intervals. An oil analysis program with regular sampling should
be implemented, and the oil should be changed whenever contamination exceeds the
warning limits listed in Table .
Description ASTMDesignation Condition Requirement

Measured
Viscosity at 40°C (74°F), cSt % Maximum D445 Engine and Oil 40.0
Increase
Viscosity at 40°C (74°F), cSt % Maximum D445 Engine and Oil 40.0
Decrease
Carbon, (Soot) Content, TGA Mass % Maximum E 1131 Engine Combustion 1.5
Pentane Insolubles, % Maximum D 893 Engine Combustion 2.0
Total Base Number (TBN) Minimum D 4739 Oil 1.0
Total Base Number (TBN) Minimum D 2896 Oil 2.0
Water, Volume % Maximum D 1744 Engine 0.30
Fuel Volume % Maximum D 3524 Engine 2.5
Glycol Volume. ppm Maximum D 2982 Engine 700
Iron, Fe ppm Maximum D 5185 Engine Wear 200
Copper, Cu ppm, Maximum (Above Baseline) D 5185 Engine Wear 10
Single Sample Used Oil Analysis Warnings Limits
Oil Filter
13
The oil filter requirements are listed in Table
.
Filter Type Micron Rating @ 98% Single Pass Efficiency
Full-Flow 25-28
Full-Flow 25-28
Lubricating Oil Filter Requirements
Never conclude, on the basis of a single measurement exceeding warning limits, that the
engine is worn out. Imminent engine wear out can only be determined by continuous oil
analysis. A decision to overhaul the engine should be based on operational data (for
example, increasing oil consumption and crankcase pressure) and physical parts inspection.
COOLANT
The coolant provides a medium for heat transfer and controls the internal temperature of the
engine during operation. In an engine having proper coolant flow, some of the heat of
combustion is conveyed through the cylinder walls and the cylinder head into the coolant.
Without adequate coolant, normal heat transfer cannot take place within the engine, and
engine temperature rapidly rises. Therefore, coolant must be carefully selected and properly
maintained.
The following terms are used throughout this section and must be understood.
1. Coolant - The fluid mixture circulating in the engine cooling system.

2. IEG - Full strength (non-diluted) Inhibited Ethylene Glycol meeting applicable
heavy-duty formulation specifications.
3. IPG - Full strength (non-diluted) Inhibited Propylene Glycol meeting applicable
heavy-duty formulation specifications.
4. SCA - Supplemental Coolant Additives. Used to prevent corrosion, cavitation, and
the formation of deposits.
5. Initial fill - Any time the cooling system is empty, then filled with new coolant.
6. Precharged IEG - Also referred to as a - fully formulated IEG. Contains the proper
14
amount of SCA. Additional SCA must not be used with a precharged IEG at initial
fill.
7. Precharged IPG - Also referred to as a - fully formulated IPG. Contains the proper
amount of SCA. Additional SCA must not be used with a precharged IPG at initial
fill.
8. Dropout - Sludge or deposit formation in or on cooling system components.
Using a coolant with the appropriate concentrations of SCA is one of the most important
aspects of quality engine maintenance. To achieve the chemical balance needed to protect
a cooling system, certain coolant basics must be understood.
This section provides the directions and information required to ensure cooling system
protection. These recommendations are general rules and reflect the current technology.
Specific concerns not covered should be addressed to your local Detroit Diesel
representative.
The coolant must meet the following basic requirements:
1. Provide an adequate heat transfer medium.

2. Protect against cavitation damage.
3. Provide a corrosion/erosion-resistant environment.
4. Prevent formation of scale or sludge deposits.
5. Be compatible with cooling system hose and seal materials.
6. Provide adequate freeze protection.
A properly maintained coolant can be used for two years, 321,868 km (200,000 miles), or
4000 hours, whichever comes first. At this time the cooling system must be drained,
thoroughly cleaned and filled with new coolant.
To achieve these requirements, coolants are mixtures of good quality water, SCA and often
an IEG or IPG for freeze protection. The rest of this bulletin will describe the requirements
and usage of the water, SCA, IEG, and IPG.
Water
Water is the best practical medium for heat transfer. However, water alone can cause
15
corrosion and inherently contains minerals that can produce scale deposits on internal
cooling system surfaces. Chlorides, sulfates, magnesium, and calcium dissolved in the
water can cause scale deposits, sludge deposits and/or corrosion.
Distilled or deionized water is preferred to minimize the adverse effects of minerals in water.
The maximum allowable limits for minerals in water are listed in Table . The procedure for
evaluating the quality of water is shown in the next illustration. See Figure .
Mineral Limit - ppm Limit - grains per gallon
Chlorides 40 2.5
Sulfates 100 5.8
Total dissolved solids 340 20
Total Hardness: Magnesium & Calcium 170 10
Table Maximum Allowable Limits for Minerals in Water
Antifreeze, Inhibited Ethylene Glycol
Ethylene glycol is used for freeze protection of the coolant. IEG, commonly referred to as
"antifreeze," also contains chemicals that provide a limited protection against corrosion. The
use of an IEG product with a low silicate formulation that meets either the GM 6038-M
formulation (GM1899-M performance) or ASTM D 4985 requirements is recommended.
Antifreeze, Inhibited Propylene Glycol
An IPG/water mixture provides freeze protection.
Propylene glycol must meet the performance requirements of ASTM D 4985 and the
physical/chemical requirements of ASTM D5216. The maintenance procedures for
propylene glycol are the same as for IEG. All references to IEG will also apply to IPG for the
engines.
For best overall performance, a 50% concentration of IEG (1/2 IEG, 1/2 water) is
recommended. An IEG concentration over 67% (2/3 IEG, 1/3 water) is not recommended
16
because of poor heat transfer, reduced freeze protection, and possible silicate dropout. An
IEG concentration below 33% (1/3 IEG, 2/3 water) offers little freeze or corrosion protection
and is not recommended ( See Figure , See Figure , and See Figure
).
IEG coolants require the addition of SCA to provide cooling system corrosion and deposit
protection. The SCA added should match the chemistry of the additive package included in
the coolant. If this precaution is not observed, coolant monitoring can become difficult,
making overinhibiting more likely. IEG formulations available in the market may contain from
zero to the full amount of the required SCA. A basic IEG with no SCA must have additional
SCA added at the time of initial fill. A Fully Formulated or Precharged IEG such as Detroit
Diesel Power Cool® already contains the required SCA ( listed in Table ). Over
concentration will result if SCAs are added to a fully formulated IEG coolant at the time of
initial fill. This can result in solids dropout and the formation of deposits.
Power Cool - DDC Part Number Size
23512138 1 gallon
23512139 55 gallons
23512140 bulk
Table Power Cool Fully Formulated/Precharged IEG
456
Coolants Not Recommended
Methyl alcohol-based antifreeze should not be used because of its effect on the non-metallic
components of the cooling system and its low boiling point. Similarly, methoxy
propanol-based antifreeze should not be used because it is not compatible with
fluoroelastomer seals found in the cooling system. Glycol-based coolants formulated for
heating/ventilation/air conditioning (HVAC) should not be used. These coolants generally
contain high levels of phosphates, which can deposit on hot internal engine surfaces and
reduce heat transfer.
Supplemental Coolant Additive
17
SCAs provide protection for the cooling system components. The coolant must have the
proper concentration of SCAs. Detroit Diesel Maintenance products are recommended.
NOTICE:
Excessive amounts of chemicals in the engine coolant can cause a gel-type or crystalline
deposit that reduces heat transfer and coolant flow. The deposit, called dropout takes the
color of the coolant when wet, but appears as a white powder when dry. It can pick up
solid particles in the coolant and become gritty, causing excessive wear of water pump
seals and other cooling system components. The wet gel can be removed by non-acid
(alkali) type heavy-duty cleaner, Detroit Diesel Maintenance Product cleaner DD-2001
(sodium nitrite/sodium tetraborate). If the gel is allowed to dry, it is necessary to
disassemble the engine and clean with a caustic solution or mechanically clean individual
components.
The proper application of SCA will provide:
1. A pH control to prevent corrosion.

2. Water-softening to deter formation of mineral deposits.
3. Cavitation protection to reduce the effects of cavitation.
The proper dosage for initial cooling system fill is listed in Table . Maintenance cooling
system fill is listed in Table
, initial coolant inhibitor element size requirements for IPG and IEG plus water coolant
mixtures are listed in Table . Coolant inhibitor element size requirements, initial dosage for
water-only systems, are listed in Table . The proper maintenance dosages are listed in
Table
.
Coolant Coolant Element Liquid
Precharged IEG and Water NONE NONE
IEG and Water Select Element listed in Table . 3% by Volume, or 1 pint per 4 gallons *
Water only Select Element listed in Table . 6% by Volume, or 1 quart per 4 gallons *
Note: * 8 pints = 1 gallon, 4 quarts = 1 gallon, 1 gallon = 3.8 L

Table Initial Fill SCA Dosage
18
Coolant Element Liquid
Select element listed in Table 0.6% by Volume or 1 pint per 20 gallons *
Note: * 8 pints = 1 gallon, 1 gallon = 3.8 L

Table Maintenance SCA Dosage
Cooling System Capacity Gallons (L) Quantity DDC Part Number Nalco Part Number
9-12 (34-45) 1 23508426 DDF-3000.12
13-16 (49-61) 1 23507189 DDF-60.16
Table Coolant Inhibitor Element Size Requirements-Initial Fill Dosage for IEG or IPG plus Water Coolant
Mixtures
Cooling System SCA Element Detroit Diesel SCA Additional SCA Nalco Element
Capacity Gallons (L) Quantity Element Part Number Liquid Required Part Number
10 (38) 1 23507189 DDF-60.12 None
Table Coolant Inhibitor Element Size Requirements-Initial Dosage for Water-Only System
Cooling System Capacity, Gallons (L) Quantity DDC Part Number Nalco Part Number
9-12 (34-45) 1 23507545 DDF-3000
13-16 (49-61) 1 23507545 DDF-3000
Table Coolant Inhibitor Element Size Requirements-Maintenance Dosage for IEG, IPG, Precharged, and
Water-Only Coolant Mixture
The concentration of SCA will gradually deplete during normal engine operation. Check the
SCA concentration at the regular intervals listed in Table . Additional SCA must be added
to the coolant when it becomes depleted below a specified level ( listed in Table
). Maintenance dosage of SCA must only be added if nitrite concentration is less than 800
ppm. If nitrite concentration is greater than 800 ppm, do not add additional SCA.
Service Application Inhibitor Test Interval
On-highway Trucks and Motor Coaches 15,000 miles (24,000 km)
Table Required Coolant Inhibitor Test Intervals
19
SCA Minimum SCA ppm Maximum SCA ppm
Boron (B) 1,000 1,500
Nitrite (NO 800 2,400

2
)
Nitrates (NO 1,000 2,000

3
)
Silicon (Si) 50 250
Phosphorus (P) 0 500
pH 8.5 10.5
SCA Limits with GM6038-M or ASTM-D 4985 (50/50 Coolant/Water Mixture)
Soluble Oils
Soluble oil additives are not approved for use in the cooling systems. A small amount of oil
adversely affects heat transfer. A 1.25% concentration of soluble oil increases the fire deck
temperature 6%. A 2.50% concentration increases the fire deck temperature 15%.
Chromate
Chromate additives are not approved for use in cooling systems. Chromate additives can
form chromium hydroxide, commonly called green slime. This, in turn, can result in engine
damage due to poor heat transfer. Cooling systems operated with chromate-inhibited
coolant must be chemically cleaned with Nalcool 2015 cooling system cleaner and
conditioner (or equivalent sulfamic acid/sodium carbonate cleaner) and flushed.
Some coolant filter elements with magnesium internal support plates have caused engine
damage. The coolant dissolves the magnesium and deposits it on the hot zones of the
engine where heat transfer is most critical. The use of elements with these plates is not
approved.
20
Detroit Diesel Cooling System Maintenance Products
Detroit Diesel Maintenance Products SCA are water-soluble chemical compounds. These
products are available in coolant filter elements, liquid packages, and a fully formulated IEG.
Coolant Filter Elements
Replaceable coolant filter elements (spin-on canisters) are available in various sizes
suitable for cooling systems of varying capacity. Selection of the proper element size is vital
when precharging the coolant system at initial fill and at maintenance intervals.
Note: A fully formulated IEG or IPG must NOT have SCA added at initial fill.
The need for maintenance elements is determined by the results of the SCA concentration
test performed at each cooling system service interval.
Supplemental Coolant Additive Test Procedures
Nitrite concentration is an indication of the SCA concentration in the coolant. Nitrite test kits
and test strips are commercially available. The coolant must be tested for required inhibitor
levels at the intervals listed in Table . SCA levels must be within the ranges listed in Table
.
Liquid Supplemental Coolant Additive
Detroit Diesel Cooling System Maintenance Procedures SCA and Cleaners are available in
liquid form and are listed in Table
.
21
Product Size DDC Part No.
Nalcool 2000 - Liquid SCA* 1 pint (12 per case) 23507858
Nalcool 2000 - Liquid SCA* half gallon (6 per case) 23507859
Nalcool 2000 - Liquid SCA* 5 gallons 23507860
Nalcool 2000 - Liquid SCA* 55 gallons 23507861
Nalcool 3000 † - Liquid SCA* 1 pint (12 per case) 23507854
Nalcool 3000 † - Liquid SCA* half gallon (6 per case) 23507855
Nalcool 3000 † - Liquid SCA* 5 gallons 23507856
Nalcool 3000 † - Liquid SCA* 55 gallons 23507857
Nalprep 2001 ON-LINE CLEANER* half gallon (6 per case) 23507862
Nalprep 2001 ON-LINE CLEANER* 5 gallons 23507863
Nalprep 2001 ON-LINE CLEANER* 55 gallons 23507864
Nalcool 2015, Twin Pac, Dry, Chemical Cleaner/Conditioner* 2 per case 23507867
Note: * Nalcool 3000 is more compatible with hard water than Nalcool 2000. Use Nalprep 2001 for light
deposits. Use Nalprep 2015 for heavy deposits or scale. Nalcool® and Nalprep® are licensed trademarks of the
Penray Companies.
Table Liquid SCA and Additional Coolant Treatment Products
Test Kit Procedures
Use Detroit Diesel Power Trac® 2-Way Coolant Test Strips (part number 23515917) to
measure nitrite and glycol concentrations. Cavitation/corrosion protection is indicated on the
strip by the level of nitrite concentration.
NOTICE:
Do not use Detroit Diesel Power Cool test strips to determine the inhibitor levels of
coolant with non-DDC approved additive packages. Incompatible chemicals and variance
in inhibitor levels in the additive packages may cause inaccurate interpretation of test strip
readings. This can lead to under-inhibiting the coolant, which may result in cavitation
erosion.
22
Freeze/boilover protection is determined by glycol concentration. Use the test strips as
follows:
1. Dip the strip into coolant for one second. Remove and shake briskly to eliminate
excess fluid.
2. Immediately compare end pad (% glycol) to the color chart.
3. Sixty seconds (one minute) after dipping, compare the nitrite pad.
For best results make the tests while the coolant is between 50 and 140°F (10 - 60°C). Wait
at least 60, but not longer than 75 seconds before reading the nitrite level. Promptly replace
and tighten container cap after each use. Discard unused strips if they have turned light pink
or tan.
A factory coolant analysis program is also available through authorized Detroit Diesel
service outlets under part number 23508774.
Summary of Coolant Recommendations
Coolant recommendations may be summarized as follows:
Note: Propylene glycol meeting ASTM D 4985, and ASTM D 5216 is approved for use.
1. Always maintain the engine coolant to meet Detroit Diesel specifications.

2. Only use water that meets Detroit Diesel specifications. Distilled or deionized water
is preferred.
3. The proper dosage of SCA must be included in the coolant at initial fill.
This dosage can be either included in part or entirely in the IEG used, or it may need to be
added. Dosage is also dependent on whether water or IEG is used.
4. Maintain the SCA to the prescribed concentration. Test the nitrite concentration by
using a titration kit or Detroit Diesel 2-Way Coolant Test Strips. Add SCA only if
the nitrite concentration is below 800 ppm.
Do not use another manufacturer's test kit to measure the SCA concentration of Detroit
Diesel Maintenance Products.
23
5. Pre-mix coolant makeup solutions at the proper concentration before adding to the
coolant system.
6. Where antifreeze/boilover protection is required, use only ethylene glycol coolant
(low silicate formulation) meeting GM 6038-M, GM 1899-M, or ASTM D 4985.
Propylene glycol meeting ASTM D 4985, and ASTM D 5216 is also approved for
use.
7. Always maintain proper coolant level.
8. A properly maintained cooling system can be operated for up to two years, 200,000
miles (320,000 km) or 4000 hours, whichever comes first. At this interval the
cooling system must be thoroughly cleaned and the coolant replaced.
9. Do not use the following in Detroit Diesel engine cooling systems:
a. Soluble oil
b. Chromate SCA
c. Methoxy propanol-base coolant
d. Methyl alcohol-base coolant
e. Sealer additives or coolant containing sealer additives
f. HVAC coolant
24
API Symbol
2
Effect of Fuel Sulfur Content on Engine Life

3
25
Figure Water Evaluation Procedure
4
26
Figure IPG Boiling Point
5
Figure IPG Freezing Point

6
27
Figure Coolant Freezing and Boiling Temperature vs. Inhibited Ethylene Glycol
Concentration (Sea Level)
28
ENGINE TUNE-UP
ENGINE TUNE-UP PROCEDURES
Since the engine is electronically governed, it is unnecessary to perform engine speed

adjustments.
To prevent possible injury, do not perform engine tune-up procedures or engine repair
without first disconnecting the engine cranking motor and/or batteries.
To avoid possible personal injury or engine damage if the engine is operated with the air
inlet piping removed, turbocharger compressor inlet screen must be installed over the
turbocharger air intake. The shield prevents the service technician from accidentally
touching the turbocharger impeller. It also helps prevent foreign objects from entering and
damaging the turbocharger. Use of this shield does not preclude other safety practices
contained in this manual.
NOTICE:
To prevent possible damage, do not perform engine tune-up procedures or engine repair
without first disconnecting the engine cranking motor and/or batteries.
The turbocharger compressor inlet shield must be used anytime the engine is operated with
the air inlet piping removed. See Figure .
1
1
The shield helps prevent foreign objects from entering and damaging the turbocharger and
will prevent the mechanic from accidentally touching the impeller.
The tune-up procedure consists of intake and exhaust valve clearance adjustments. These
adjustments should be made with the engine cold. Refer to section
.
VALVE LASH ADJUSTMENTS
Accurate adjustment of intake and exhaust valve lash is important if maximum performance
and economy are to be obtained.
1. Adjust valve lash as follows.

a. Rotate the crankshaft until the #1 piston is on the compression stroke and the
timing pointer on the front cover is in line with the TDC mark on the vibration
damper.
b. Set valve lash by loosening the locknut and turning the valve adjustment screw
with the appropriate size feeler gage inserted between the rocker arm and valve
stem tip. Tighten the valve adjustment screw until the valve lever can support the
feeler gage. See Figure .
2
c. Tighten the locknut once the valve adjustment is set. Remove the feeler gage.
See Figure .
3
2. Install baffle assembly. Ensure deflectors are securely attached to the baffle. If
necessary, replace the deflector using a multi-purpose adhesive sealant.
Six valves are adjusted when the No. 1 piston is at TDC (compression) and the remaining
six are adjusted when the No. 6 piston is at TDC. See Figure .
2
4
1. Install the gasket onto the cylinder head and align the valve cover/intake manifold
cover and gasket. Torque the valve cover/intake manifold mounting bolts to
specifications. See Figure . Refer to section
.
Note: Ensure valve cover gasket is aligned before tightening.

5
2. Install the following components. Refer to the appropriate manual section for
installation procedures.
d. Thermostat; refer to section
e. Exhaust manifold; refer to section
f. Turbocharger; refer to section
g. Fuel injection nozzles; refer to section
SPECIFICATIONS
Listed in Table are the torque specifications for valve lash adjustment.
Component Torque
Valve Adjusting Screw Nut 27 N·m (20 lb·ft)
Torque Specifications
3
Turbocharger Compressor Inlet Shield
2
1. Locknut 2. Insert Feeler Gage

4
3

4
5
5
Valve Cover/Intake Manifold Cover and Gasket
6
COOLING SYSTEM
COOLING SYSTEM OVERVIEW
The cooling system consists of the following components.
1. Water Pump
2. Thermostat
3. Air-to-Air Intercooler
4. Radiator
An OEM supplied radiator is used to dissipate the heat generated by the engine. A water
pump is used to circulate the engine coolant. A thermostat is used in the water outlet
passage to control coolant flow, providing fast engine warm-up and regulating coolant
temperature. Pressurized engine coolant is drawn from the radiator and forced through the
oil cooler into the cylinder block.
When the engine is at normal operating temperature, coolant passes from the cylinder
block, through the cylinder head, through the thermostat housing and into the upper portion
of the radiator. See Figure .
1
WATER PUMP
The water pump circulates engine coolant through the cooling system. For an exploded view
of the fan drive, thermostat and water pump, see Figure .
2
Removal of Water Pump
1
Remove water pump as follows:
1. Place the oil strap around the water pulley and secure when removing pulley
mounting bolts.
2. Remove the four water pump pulley bolts. See Figure .
3
3. Remove the pulley from the water pump hub.

4. Remove the seven bolts that secure the water pump to the front cover. See Figure
.
4
Note: The bolt at the 12 o'clock position goes through the front cover and is held with a nut.
5. Remove the water pump from the front cover. Discard the O-ring.
Inspection of Water Pump
The water pump should be visually inspected for damaged impeller, cracks and other faulty
conditions. If any defects are noted, replace the water pump as an assembly.
Installation of Water Pump
Install the water pump and pulley as follows:
1. Apply a small amount of assembly grease to the water pump and install a new
O-ring onto the water pump assembly. See Figure .
5
2. Install the water pump to the front cover. Mount one bolt and nut at the 12 o'clock
position and the remaining bolts in the mounting holes. Torque mounting bolts to
specifications. See Figure . Refer to Specifications
in Section .
6
Note: Ensure the water pump rotates freely after installation.
2
3. Slide the water pump pulley over the water pump hub. Place the oil filter strap over
the pulley and secure. Fasten the pulley to the hub using four mounting bolts.
Torque mounting bolts to specifications. Refer to Specifications
in Section .
THERMOSTAT OPERATION
When the engine coolant temperature is below the specified thermostat opening
temperature, the coolant flows through the bypass passage to the water pump because the
radiator outlet port is blocked. As the engine reaches operating temperature, the thermostat
opens, directing coolant towards the radiator. This also restricts the bypass opening. See
Figure
.
7
Removal of Thermostat
Follow these steps to remove the thermostat.
1. Loosen the worm clamp at the water outlet hose and remove it from the thermostat.
2. Remove the two flanged head bolts that secure the thermostat to the cylinder head.
See Figure
.
8
3. Remove the thermostat from the cylinder head. Remove and discard the O-ring.
See Figure .
9
Inspection of Thermostat
Follow these steps to inspect the thermostat and the operation.
3
1. Inspect thermostat for cracks and pitting.
NOTICE:
When servicing thermostats, it is essential that the thermostat opens fully at the specified
temperature to avoid an overheating condition that may cause engine damage.
2. Check the thermostat operation as follows. See Figure .

10
Note: Only genuine Detroit Diesel thermostats ensure proper coolant flow and positive sealing characteristics
required to provide proper engine cooling. Effective with January 1998 production, 88° - 100°C (190° - 212°F)
thermostats are used in Series 40E engines to reduce exhaust emissions. The former 82° - 94°C (180° - 202°F)
thermostat will no longer be serviced.
To avoid personal injury, wear adequate eye and face protection and heat resistant gloves
while performing this check.
a. Manually open the thermostat enough to insert a nylon ribbon under the valve
seat. Suspend the thermostat in the container so the thermostat does not touch
the bottom of the container.
b. Heat the container filled with water to "START-TO-OPEN " temperature of
187°F- 192°F (86° - 89°C). Observe thermometer and record temperature as soon
as thermostat drops from nylon ribbon. This is the "start-to-open" temperature.
c. Continue to heat water to "FULL-OPEN " temperature of 205°F (96°C). Observe
the thermometer and movement of the thermostat. Observe the thermostat
movement when FULL-OPEN temperature is achieved. Minimum travel at FULL-
OPEN temperature is 9.0 mm (.410 in.). See Figure
.
11
4
To avoid personal injury, use lifing tools or heat resistant gloves when retrieving the
thermostat from boiling water.
d. Remove the thermostat from water. Inspect the seat area for pitting and foreign
deposits.
e. Replace the thermostat if it does not operate as described or meet visual
inspection criteria.
3. Visually inspect thermostat for the following conditions that may cause improper
closure. Replace as required.
f. Debris or loose fit at seat.
g. Rough or uneven wear at seal seat location.
h. Uneven seat.
Installation of Thermostat Assembly
Follow these steps to install the thermostat assembly to the cylinder head.
1. Install a new O-ring onto the thermostat assembly See Figure .

12
2. Install the thermostat assembly into the opening on top of the cylinder head and
secure with flanged head bolts. Torque bolts to specifications. Refer to
Specifications
in Section .
WATER INLET ELBOW
Follow these steps to remove and install the water inlet elbow.
5
Removal of Water Inlet Elbow
Follow these steps to remove the water inlet elbow and gasket from the crankcase cover.
1. Remove the three mounting bolts that attach the water inlet elbow to the crankcase
cover. See Figure
.
13
2. Remove the water inlet elbow and gasket. Discard the gasket.
Installation of Water Inlet Elbow
Follow these steps to install the water inlet elbow with a new gasket.
1. Install the water inlet elbow with new gasket to crankcase.

2. Secure the water inlet elbow using three flanged bolts and torque to specifications.
See Figure
. Refer to Specifications
in Section .
14
AIR-TO-AIR INTERCOOLER
The air-to-air intercooler is chassis mounted in front or next to the radiator. Air from the
turbocharger is pushed through a network of heat exchanger tubes prior to entering the
valve cover/intake manifold. Outside air flowing over the tubes and fins serves to cool the
charge air.
The resulting cooler intake air is denser than uncooled air, which results in additional air
entering the cylinders so that additional fuel may be injected to increase output power. See
Figure
6
.
15
COOLANT FILTER
Use these procedures to remove and install the coolant filter.
Removal of Coolant Filter
Remove the coolant filter as follows:
1. Relieve the cooling system pressure by removing the radiator cap prior to removing
the coolant filter.
2. Loosen and remove the coolant filter using the filter wrench/strap. The filter is
located on the rear right-hand side of the front cover. See Figure .
Note: The coolant filter header is equipped with two check valves to stop the flow of coolant when the filter is
removed.
16
3. Loosen and remove three coolant filter header mounting bolts. Remove the coolant
filter header, check valves, seal and O-ring. Discard the O-ring and seal. See
Figure
.
17
Installation of Coolant Filter
Install the coolant filter as follows:
1. Install a new O-ring and seal into the rear of the coolant filter header. See Figure .
18
2. If removed, place check valves into header and install coolant filter header onto
mounting pad of front cover and secure with mounting bolts. Torque to
7
in Section . See Figure .
19
3. Lubricate coolant filter gasket with clean engine oil and install a new coolant filter.
Tighten coolant filter until gasket makes contact with the coolant filter header, then
tighten one additional full turn. See Figure .
20
Specifications
Specifications are listed in Table

.
Thermostat Values
Type Poppet Valve, Pellet Operated
Operating Temperature Range:
Start-to-Open Temperature 187° - 192°F (86° - 89°C)
Full Open Temperature 205°F (96°C)
Specifications
Specifications are listed in Table

.
Item Torque
Water Pump Pulley (6 mm) 66 lb·in (7 N·m)
Water Pump Mounting (6 mm) 66 lb·in (7 N·m)
Belt Tensioner (Front Cover) 37 lb·ft (50 N·m)
Belt Tensioner (Freon Compressor) 37 lb·ft (50 N·m)
Fan Drive 13 lb·ft or 156 lb·in.(18 N·m)
8
SERVICE TOOLS
No special service tools are required for this section.
Coolant Flow
2
9
1. Fan Belt 8. Fan Mounting Bracket with Hub
2. Water Pump Pulley 9. Fan Mounting Support Bracket
3. Belt Tensioner 10. Bearing Retainer
4. Water Pump Assembly 11. Fan Pulley
5. Thermostat Assembly 12. Freon Drive Pulley
6.. O-ring 13. Fan Spacer
7. Water Pump Seal 14. Fan Pulley Mounting Bolt (6)
Exploded View of Fan Drive, Thermostat and Water Pump
3
10
1. Front Cover 2. Water Pump Pulley
Water Pump Pulley Removal
4
1. Water Pump 2. Front Cover
11
Water Pump Removal
5
1. Front Cover 3. O-ring

2. Water Pump
Water Pump O-ring
6
12
1. Front Cover 2. Water Pump
Installing Water Pump
7
13
1. Thermostat
Thermostat Operation
8
14
1. Thermostat 2. Cylinder Head
Thermostat Removal
9
15
2. O-ring
Thermostat Removal
10
1. Thermostat 4. Thermometer
2. Suspension Line 5. Heat Source
3. Ribbon
Thermostat Operation Check
11
16
1. Thermostat
Thermostat
12
17
2. O-ring
Thermostat Installation
13
1. Water Inlet Elbow 2. Front Cover

Water Inlet Elbow Removal
14
18
1. Gasket 3. Water Inlet Elbow
2. Crankcase Front Cover
Water Inlet Elbow Installation
15
19
Air - to - Air Intercooler
16
20
Coolant Filter
17
21
1. Coolant Filter 3. Oil Cooler
2. Coolant Filter Header
Coolant Filter Removal
18
1. Front Cover 2. Coolant Filter Header

Coolant Filter Header
19
22
1. Seal 3. O-ring
2. Check Valve
Check Valve
20
23
1. Coolant Filter 3. Oil Cooler
2. Coolant Filter Header
Coolant Filter Installation
24
AIR INTAKE
AIR INDUCTION SYSTEM
The intake system consists of those components that flow filtered air to the engine cylinders.
See Figure .
The intake system consists of an air cleaner, air-to-air cooler, the compressor side of the
turbocharger, valve cover/intake manifold and intake valves. During start up, the air is forced
through the air cleaner by the atmospheric pressure.
1
The turbocharger is used to increase engine power output by increasing air supply to the
engine. It provides uniform performance at various operating altitudes. It is an exhaust
driven centrifugal air compressor that allows filtered air to enter at the center of the
compressor housing and forced under pressure to the combustion chamber. After
combustion, hot and expanding exhaust gases move through the turbine housing causing
the turbine wheel to spin. The turbine wheel drives the compressor wheel through a
common shaft. The turbocharger responds directly to engine loads. During heavy load,
increased flow of exhaust gases turn the turbine wheel faster causing the compressor
impeller to turn faster and supply more air (greater boost) to the intake manifold.
Conversely, with light engine load, the flow of exhaust gases decreases and less air is
pumped into the intake manifold.
The air is cooled by a charge air cooler prior to entering the intake manifold. Air then flows
into the combustion chamber where the proper amount of fuel is injected causing
combustion to occur. Exhaust gases leave the cylinders through exhaust ports and the
exhaust manifold. The turbocharger compressor side is part of the intake system and the
turbine side is part of the exhaust system. See Figure .
2
TURBOCHARGER
1
For the Non Wastegate turbocharger and common parts, see Figure .
3
For the Wastegate turbocharger and common parts, see Figure .

4
GENERAL OPERATION
The turbocharger assembly is an exhaust-driven centrifugal air compressor. Its purpose is to

increase power output by supplying compressed air to the engine. The center housing is oil
and air cooled. Engine oil is circulated through the center housing which acts as a heat
barrier between the "hot" turbine and the "cold" compressor. Bearings are sleeve-type and
are lubricated by engine oil. Oil is pumped directly from the clean-oil side of the oil filter,
through the turbocharger oil feed supply tube, then circulated in the center housing of the
turbocharger and returned to the engine through an oil drain tube.
High velocity engine exhaust gases drive the turbine shaft assembly to speeds over 100,000
revolutions per minute. Filtered air entering the compressor side of the turbocharger is
compressed and delivered to the engine valve cover/intake manifold at a pressure higher
than atmospheric pressure. Because more air is delivered to the intake manifold, the result
is more power, fuel efficiency and the ability to maintain power at altitude.
Component Identification
The turbine wheel is located in the turbine housing. The compressor impeller is located at
the opposite end on a common shaft that connects the turbine wheel and impeller. See
Figure .
5
Removal of Turbocharger
Use the following procedure to remove the turbocharger from the engine:
2
1. Using an open end wrench, loosen and remove the oil feed supply tube nut located
on top of the oil filter header. Remove and discard the tube nut O-ring. See Figure
.
6
2. Remove two capscrews securing the oil feed supply tube to the top of the
turbocharger housing. See Figure
.
7
3. Remove the oil feed supply tube and the tube flange gasket from the turbocharger
assembly. Discard the flange gasket. See Figure .
8
4. Cap the oil feed supply tube fitting located on the filter header.
5. Remove the turbocharger oil drain tube as follows.
a. Loosen the capscrew securing the turbocharger oil drain tube retaining plate to
the crankcase. Remove the retaining plate and capscrew.
b. Remove two capscrews securing the turbocharger oil drain tube to the bottom of
the turbocharger housing.
c. Remove the turbocharger oil drain tube retaining plate together with the turbo oil
drain tube, tube flange, two tube O-rings and tube flange gasket from the bottom
of the turbocharger assembly. Discard both drain tube O-rings (one on each end of
drain tube) and flange gasket.
6. Cap ALL openings on turbocharger assembly. Use the turbocharger intake cap set.
7. Remove four nuts securing the turbocharger assembly to the exhaust manifold
flange.
8. Remove the turbocharger assembly and gasket from the engine. Discard the
gasket.
Cleaning of Turbocharger Components
Clean the components as follows.
Note: Do not use a caustic solution on the turbocharger or tubes.
3
1. Thoroughly clean the piping connecting the air cleaner to the turbocharger with
soap and water. Dry with filtered compressed air.
2. Remove the vehicle mounted air cleaner and clean inside the air cleaner element
housing to help prevent turbocharger or engine failure.
3. Clean the air inlet piping and connecting hoses with filtered compressed air.
4. Inspect oil inlet tube and oil drain tube for restrictions. Clean with a suitable solvent
and a nylon brush. Dry using filtered compressed air.
Inspection of Turbocharger Components
Make the following checks and if the turbocharger meets these requirements, it can be
considered satisfactory and reinstalled on the engine. If it does not meet the requirements, it
must be replaced or rebuilt.
Note: Do not attempt to straighten bent wheel blades.
Note: Compressor impeller and turbine wheel deposits can be caused by the following: High Air Inlet
Restriction - allows oil to transfer from the turbocharger center housing, resulting in oil deposits. Excessive Oil
Consumption - resulting in turbine wheel carbon deposits. Engine Over-fueling - can result in excessive
operating temperatures which can cause aluminum components to melt. Such deposits may be found on the
turbine wheel if such a failure occurs.
1. Visually inspect the compressor impeller and turbine wheel for blade erosion,
bending, breakage or deposits. Replace as required.
2. Visually inspect the turbine and compressor housings for evidence of wheel
rubbing. Replace the housing(s) as required.
3. Check for Free Rotation: Stand the turbocharger on the bench with the shaft in a
horizontal position. The wheels must spin freely when turned by hand.
4
Check for Turbine and Compressor Wheel Housing Rub
Follow these steps to check for turbine and compressor wheel housing rub.
1. Visually inspect the turbine and compressor housing for any contact.
2. Rotate shaft and check for any rubbing within the housings.
Check Axial End Play
Follow this procedure to check axial end play.
1. Clamp turbocharger mounting flange in a vise and position a dial indicator with a
magnetic base on the frame of the vise. Place the tip of the indicator on the turbine
end of the shaft.
2. Move the shaft back and forth by hand and record the readings, see Figure .
3. If the reading exceeds the specifications, the turbocharger must be reconditioned.
9
Check Wastegate Actuator (If Equipped)
For wastegate actuator check, see Figure

.
1. Clamp turbocharger mounting flange in a vise and position a dial indicator with a
magnetic base on the frame of the vise. Place the tip of the indicator onto the
actuator lever.
2. Connect an air hose to a 207 kPa (30 psi) pressure regulator.
3. Using a hose, connect the pressure regulator to the wastegate actuator. Measure
actuator rod travel.
4. Gradually apply air pressure to 197 kPa (28.5 psi). Refer to Specifications
5
in Section 6.A, for actuator movement tolerance.
10
Disassemble Turbocharger
Mark the compressor housing location to the back plate to aid in assembly. See Figure .
Disassemble as follows.
NOTICE:
Reorientation of the compressor housing on the vehicle will damage the compressor
housing O-ring.
11
Note: The disassembly procedure is the same for the wastegate and non wastegate turbochargers except
where noted.
1. Wastegate Turbocharger Only: Remove two hose clamps on the hose connecting
the turbine side of the turbocharger to the wastegate actuator. Remove hose.
2. Wastegate Turbocharger Only: Remove retaining clip to disengage wastegate
actuator arm.
3. Wastegate Turbocharger Only: Remove three bolts securing wastegate actuator
arm bracket to center housing. Remove actuator bracket arm. See Figure .
12
4. Remove six bolts securing compressor housing to back plate. Remove clamps.
Remove compressor housing.
5. Remove O-ring from back plate.
6. Mark turbine and center housing.
7. Remove four bolts securing center housing to turbine housing. See Figure .
13
8. Wastegate turbocharger only: Mark the wastegate housing and the turbine housing.
Remove six bolts securing wastegate housing to turbine housing. Remove housing.
9. Flip actuator arm and observe check valves for cracks or wear
6
Assemble Wastegate
Follow these steps to assemble the wastegate.
1. Align marks of the compressor housing to the back plate. Attach compressor
housing to the back plate.
2. Install the wastegate actuator bracket with actuator arm and diaphragm attached,
to the center housing. Secure with three bolts, if equipped. Torque to
in Section 6.A.
3. Connect wastegate actuator arm to wastegate and install retaining clip, if equipped.
4. Align marks of the wastegate and turbine housing. Attach wastegate housing to
turbine housing and secure with six bolts. Tighten bolts. See Figure .
14
5. Align marks of the turbine and center housing. Attach turbine housing to center
housing. Secure with four bolts and torque. Refer to Specifications
in Section 6.A.
6. Using six bolts and two clamps secure the compressor housing to the back plate.
Torque to specifications. Refer to Specifications
15
7. Wastegate turbocharger only: Attach the hose from the compressor side of the
turbocharger to the wastegate actuator. Secure the hose with two hose clamps.
Turbocharger Installation
Install turbocharger assembly onto a clean exhaust manifold flange as follows:
1. Install a new gasket on the exhaust manifold flange.

2. Attach the turbocharger assembly over the gasket on the exhaust manifold flange
and torque nuts to specifications. Refer to Specifications
7
in Section 6.A.
3. Install the turbocharger oil feed supply tube as follows. See Figure .
16
d. Remove the protective caps from the oil inlet port at the turbocharger and from
the oil feed supply tube fitting located on the oil filter header.
e. Pour five ounces of clean engine oil into the oil inlet opening of the
turbocharger. This will provide sufficient lubrication for the turbocharger bearings
until the engine oil pressure is obtained.
f. Position a new gasket at the turbocharger oil inlet port.
g. Install the oil feed supply tube to the turbocharger and secure using two
mounting capscrews.
h. Install a new rubber seal ring at the oil feed supply tube connector nut.
i. Install the oil feed supply tube onto the tube fitting and secure with the connector
nut.
4. Install the turbo oil drain tube as follows. See Figure .
17
j. Remove the protective cap from the oil drain port on the turbocharger.
k. Lubricate two new O-rings with engine oil and install one on each end of the
turbo oil drain tube.
l. Position the turbo oil drain tube together with new O-rings, tube flange and
flange gasket onto the turbocharger oil drain port.
m. Secure the turbo oil drain tube gasket to the turbocharger and tighten the bolts.
See Figure .
18
5. Install the loose end of the turbocharger oil drain tube into the crankcase and
secure with the retaining plate and one capscrew.
SPECIFICATIONS
The following specifications, listed in Table

, apply to the Series 40E turbocharger:
8
Turbochargers Specification
Turbine Shaft Axial End Play 0.02-0.10 mm (0.001-0.004 in.)
Turbine Shaft Radial Shaft Movement (Play) 0.08-0.15 mm (0.003-0.006 in.)
Wastegate Actuator Movement 0.369 at 196 kPa (0.015 in. at 28.5 psi)
Turbocharger Specifications
The following torque specifications, listed in Table

, apply to the Series 40E turbocharger:
Turbochargers Torque
Turbocharger Mounting Nuts 66 N·m (49 lb·ft)
9
1. Intake Manifold Pressure Port 8. Wastegate
2. Turbine Wheel 9. Crossover Pipe
3. Engine Exhaust Manifold 10. Charge Air Cooler
4. Exhaust Valve 11. Compressor Wheel
5. Intake Valve 12. Restriction Gage / Indicator Port
6. Engine Intake Manifold Valve Cover 13. Air Cleaner
7. Turbocharger
Air Induction and Exhaust Systems
2
10
Air-to-Air Intercooler
3
11
1. Turbo Oil Drain Tube 9. Turbo Oil Inlet Tube Flange Bolts (2)
2. Turbo Oil Drain Tube Flange O-ring 10. Turbo Oil Inlet Tube Flange Gasket
3. Turbo Oil Drain Tube Flange Bolts (2) 11. Turbocharger Assembly Gasket
4. Turbo Oil Drain Tube Flange 12. Turbocharger Assembly
5. Turbo Oil Drain Tube Flange Gasket 13. Turbo Oil Drain Tube O-ring
6. Turbocharger Assy Mounting Nuts (4) 14. Turbo Oil Drain Tube Retaining Bracket
7. Tube Mounting Nut 15. Mounting Bolt
8. Turbo Oil Inlet Tube Assembly
Turbocharger (Non Wastegate Version)
4
12
1. Turbo Oil Drain Tube 9. Turbo Oil Inlet Tube Flange Bolts (2)
2. Turbo Oil Drain Tube Flange O-ring 10. Turbo Oil Inlet Tube Flange Gasket
3. Turbo Oil Drain Tube Flange Bolts (2) 11. Turbocharger Assembly Gasket
4. Turbo Oil Drain Tube Flange 12. Turbocharger Assembly
5. Turbo Oil Drain Tube Flange Gasket 13. Turbo Oil Drain Tube O-ring
6. Turbocharger Assy Mounting Nuts (4) 14. Turbo Oil Drain Tube Retaining Bracket
7. Tube Mounting Nut 15. Mounting Bolt
8. Turbo Oil Inlet Tube Assembly
Turbocharger (Wastegate Version)
5
13
1. Oil Filter 7. Lifting Eye (2)
2. Flywheel Housing 8. Alternator Bracket
3. Road Draft Tube 9. Coolant Filter
4. Exhaust Manifold 10. Water Inlet
5. Turbocharger 11. Oil Cooler
6. Valve Cover/Intake Manifold 12. Oil Pan
Turbocharger and Common Part Location
6
14
Oil Feed Supply Tube
7
15
1. Turbocharger Assembly 3. Oil Feed Supply Tube
2. Capscrews (2)
Turbocharger Assembly Removal
8
1. Oil Drain Tube Mounting Bolts (2) 4. Turbocharger Oil Drain Tube
2. Oil Drain Tube Flange Gasket 5. Turbo Oil Drain Tube Retaining Plate
3. Turbocharger Assembly 6. Oil Drain Tube Mounting Bolt
Oil Drain Tube Removal
9
16
Check Axial End Play
10
17
1. Air Hose 4. Turbine Housing
2. Dial Indicator 5. Wastegate Actuator Arm
3. Wastegate Housing 6. Air Pressure Regulator
Check Wastegate Actuator (If Equipped)
11
Oil Drain Tube Removal

12
18
1. Retaining Clip 3. Wastegate Actuator Arm
2. Wastegate Bracket Mounting Bolts (3)
Remove Wastegate Actuator Arm
13
19
1. Compressor Housing Back Plate 2. Mounting Bolts (4)
Turbine Housing Removal
14
1. Wastegate Housing Mounting Bolts (6) 3. Turbine Housing

2. Wastegate Housing
Wastegate Actuator Bracket Installation
15
20
1. Wastegate Actuator 3. Compressor Housing
2. Actuator Hose 4. Compressor Housing Mounting Bolts (6)
Turbine Housing Installation
16
21
1. Oil Filter Header 5. Oil Feed Supply Tube Flange
2. Oil Feed Supply Tube Fitting 6. Oil Feed Supply Tube Flange Gasket
3. Oil Feed Supply Tube Connector Nut 7. Turbocharger Assembly
4. Oil Feed Supply Tube
Oil Feed Supply Tube Installation
17
1. O-ring 2. Turbo Oil Drain Tube

Turbo Oil Drain Tube
18
22
1. Capscrew 3. Oil Drain Tube
2. Retaining Plate
Securing Oil Feed Tube
23
EXHAUST SYSTEM
OVERVIEW OF EXHAUST SYSTEM
The exhaust system consists of those components that flow exhaust gases to the
atmosphere. The exhaust system includes exhaust valves, exhaust manifold, muffler and
exhaust piping. The turbocharger compressor side is part of the intake system, and the
turbine side is part of the exhaust system. See Figure .
1
EXHAUST SYSTEM

procedures. See Figure .
2
Removal of Exhaust Manifold
Remove the exhaust manifold as follows:
Before removing the exhaust manifold, wait until the engine has cooled. The exhaust
manifold and other engine components may be extremely hot and may cause burns and
other personal injury.
1
1. Remove twelve mounting bolts securing the three-piece exhaust manifold sections
to the cylinder head; see Figure .
3
2. Remove the exhaust manifold and one-piece gasket.
Cleaning of Exhaust Manifold
Clean the exhaust manifold as follows:
1. The exhaust manifold is a three-piece assembly and may be cleaned with a

suitable non-caustic solvent or steam cleaned. See Figure .
4
2. After cleaning, blow dry using filtered compressed air.
Inspection of Exhaust Manifold
Inspect the exhaust manifold as follows:
1. Visually inspect exhaust manifold for cracks. Replace as required.

2. Inspect for warpage as follows. See Figure .
a. Install exhaust manifold to cylinder head without gasket. Torque bolts. Refer to
Specifications
in Section .
b. Using a 0.25 mm (.010 in.) feeler gage, measure gap between bolts at manifold
2
flange to cylinder head mating surface.
5
c. If feeler gage will pass through, exhaust manifold requires resurfacing.
Note: A maximum of 0.64 mm (0.025 in.) material can be ground off to correct warpage.
3. If warpage cannot be corrected by grinding, replace exhaust manifold.
Installation of Exhaust Manifold
Install the exhaust manifold as follows:
1. Apply "Never-Seez" to the bolts.

2. Install assembled exhaust manifold with gasket to cylinder head.
Note: Ensure exhaust manifold gasket and exhaust manifold are aligned before tightening bolts.
3. Ensure gasket alignment with bolt holes and install twelve bolts.
4. Torque bolts. Refer to Specifications
in Section .
SPECIFICATIONS
Listed in Table are the component specifications needed for servicing the exhaust system.
Exhaust Manifold Torque
Maximum Allowable Warpage 0.254 mm (0.010 in.)
Maximum Allowable Removal of Material 0.635 mm (0.025 in.)
Flange Thickness (Minimum 18.41 mm (0.725 in.)
Specifications for exhaust valves are listed in Table

.
3
Exhaust Valves
Stem Diameter 9.423 mm (0.3710 in.)9.441 mm (0.3717

in.)

Replacement)
Face to Stem Run-out (T.I.R. Max.) 0.038 mm (0.0015 in.)
Valve Face Angle 455 - 00' - 455 - 15'
Intake Valves
Stem Diameter 9.444 mm (0.3718 in.)9.461 mm (0.3725

in.)

Replacement)
Face to Stem Run-out (T.I.R. Max.) 0.038 mm (0.0015 in.)
Valve Face Angle 305 - 00' - 305 - 15'
Series 40E Valve Specifications
Listed in Table are the torque specifications needed for servicing the exhaust system.
Exhaust Manifold Torque
Exhaust Manifold Bolts 81 N·m (60 lb·ft)
4
1. Intake Manifold Pressure Port 8. Wastegate
2. Turbine Wheel 9. Crossover Pipe
3. Engine Exhaust Manifold 10. Charge Air Cooler
4. Exhaust Valve 11. Compressor Wheel
5. Intake Valve 12. Restriction Gage / Indicator Port
6. Engine Intake Manifold Valve Cover 13. Air Cleaner
7. Turbocharger
Air Induction and Exhaust Systems
2
5
Flowchart for Repair or Replacement of Exhaust Manifold
3
6
1. Exhaust Manifold Mounting Bolts (12) 2. Exhaust Manifold
Exhaust Manifold Removal
4
1. Exhaust Manifold 2. Exhaust Manifold Gasket
7
Exhaust Manifold and Gasket
5
1. Cylinder Head 3. Exhaust Manifold

2. Feeler Gage
Gap Measurement
8
ELECTRICAL EQUIPMENT
MAIN ENGINE WIRING HARNESS
This section covers removal and installation of the main engine wiring harness for engines
equipped with engine mounted ECM unit.
Removal of Wiring Harness
Removing the main wiring harness from the front mounted or rear mounted ECM is
identical, except where noted.
1. Disconnect batteries.
2. Remove screws and connector cover shields from the ECM connector covers; see
Figure
.
1
3. Remove ECM connector covers from the wiring harness connectors. See Figure .
4. Loosen the chassis wiring harness connector mounting bolt and remove wiring
harness from the ECM.
5. Loosen engine wiring harness connector mounting bolt and disconnect engine
wiring harness from the ECM. See Figure and see Figure .
23
6. Pull out the wiring harness connector from the under valve cover fuel injector wiring
harness connector. See Figure .
4
7. Unlatch and separate the Injection Control Pressure (ICP) sensor connector from
the main wiring harness. If necessary, unscrew the sensor from the supply
manifold. See Figure
.
1
5
8. Unlatch and separate the Injection Pressure Regulating valve (IPR) connector from
the sensor. See Figure
.
6
9. Unlatch and separate the Engine Oil Pressure (EOP) sensor connector from the
main wiring harness. See Figure .
7
10. Unlatch and separate the Manifold Absolute Pressure (MAP) sensor connector,
located on top of the valve cover, from the main wiring harness.
11. Unlatch and separate Engine Oil Temperature sensor (EOT) connector from the
main wiring harness, see Figure . When the EOT sensor is removed from the front
cover, oil will leak out the port.
8
12. Unlatch and separate the Engine Coolant Temperature (ECT) sensor connector
from the main wiring harness. See Figure .
9
13. Unlatch and separate Camshaft Position Sensor (CMP) from the main wiring
harness. If necessary, remove CMP mounting bolt and pull CMP sensor from front
cover. See Figure
.
10
14. Remove any wiring harness clamps securing the wiring harness to the engine.
15. Carefully lift entire main wiring harness free from the engine.
NOTICE:
To prevent damage to the wiring harness when removing it from the ECM, should any
resistance be encountered, do not tug on the wiring harness to free it. Investigate the
source of the resistance, and free the connector or clip. Then remove the wiring harness
from the engine.
Inspection
2
Use the following steps when inspecting the wiring harness:
1. Be sure to clean any and all Loctite®, if present, from the threads of the sensors.
2. Check all connector pins on sensors. If bent or corroded, replace sensor.
3. Carefully inspect wiring harness for worn conduit, frayed insulation or heat damage
on wires. Refer to the following repair section should repair be necessary.
4. Inspect each connector for the following conditions. Replace as required.
a. Corroded connectors - green or gray-white deposits on metal terminals.
b. Female connector sleeves spread open.
c. Terminals incorrectly latched into connector body or "pushed back" relative to
other terminals in the same connector.
Note: Use service kit 1 830 337 C91 for replacement of ECM harness connectors that show cracks or damage
5. Inspect the engine wiring harness connectors, connector covers and cover shields
for cracks, cuts or worn areas. Replace as required. See Figure .
11
Assembly of Main Wiring Harness
Use the following steps to assemble the main wiring harness. Assembly procedures for
engines equipped with separately mounted ECM and IDM units or engines equipped with
the engine mounted ECM are the same except where noted.
1. If removed, install the EOP, ECT, MAP and EOT sensors into their proper locations
and tighten.
2. Install CMP sensor, if removed, into front cover as follows. See Figure .
d. If it is necessary to check the clearance of the CMP sensor, refer to section
.
e. Place new O-ring onto CMP sensor and lubricate with clean engine oil. Insert
into front cover.
f. Secure CMP sensor to front cover with mounting bolt. Tighten bolt.
12
3
NOTICE:
Ensure that each connector has its ribbed seal in place before installing onto sensor. In
some cases, during disassembly the ribbed seal may pull off the connector and remain in
the mating socket of a sensor or actuator. A connector assembled without the appropriate
ribbed seal can become contaminated with moisture and corrode the terminals resulting in
a poor electrical connection.
13
3. Install wiring harness onto the engine and carefully align connectors with sensors.
Push each connector into its mating socket until locking tabs are fully latched.
5. Connect the engine wiring harness to the ECM. See Figure .
14
6. Tighten the connector retaining screw and torque to specifications. See Figure .
in Section .
15
7. Install and connect the second wiring harness to the ECM. Torque the connector
retaining screw to specifications.
8. Install the ECM connector covers, see Figure , over the wiring harness connectors.
16
connector cover shield screw. See Figure .
10. Install wiring harness routing clips.
STORAGE BATTERY
The battery has three major functions:
1. It provides a source of current for starting the engine.

2. It acts as a stabilizer to the voltage in the electrical system.
4
3. It can, for a limited time, furnish current when the electrical demands exceed the
output of the alternator.
Explosive gas may remain in or around the battery for several hours after it has been
charged. Sparks or flames can ignite this gas causing an internal explosion which could
shatter the battery. Flying pieces of the battery structure and electrolyte splash can cause
personal injury. Battery electrolyte is acid. Extreme care should be exercised to avoid skin
or eye contact with the electrolyte.
If you come in contact with battery electrolyte:
1. Flush your skin with water.

2. Apply baking soda or lime to help neutralize the acid.
3. Flush your eyes with water for 10-15 minutes.
4. Get medical attention immediately.
In the selection of a replacement battery, it is always good practice to select one of an

"electrical size" at least equal to the battery originally engineered for the particular
equipment by the manufacturer. This information is listed in Table .
Series 40Engine System Minimum Battery Rating [SAE Cold Cranking AMPS (CCA) at
Family Voltage -17.8 ° C (0 ° F)]
7.6L 12 1600 CCA*
8.7L 12 1600 CCA*
Note: *Recommendation based on the use of Delco-Remy 42MT (or equivalent) cranking motor.
Table Electrical Size of Series 40 Engine Replacement Battery
Replacement of Storage Battery
5
Refer to the OEM for replacement procedure.
Removal and Cleaning of Storage Battery
Precleaning of the battery carrier may be necessary. Refer to OEM guidelines.
Remove the storage battery as follows:
1. Disconnect the grounded terminal of the battery.

2. Remove the cable clamps and felt washer.
3. Remove the battery.
Inspection of Storage Battery
Refer to OEM guidelines for storage battery inspection procedure.
Installation of Storage Battery
Install the battery as follows:
1. Seat the battery level in its carrier.
NOTICE:
Do not draw the hold-down clamps down too tightly or the battery case will become
distorted or crack.
2. Tighten the hold-down clamps evenly until snug.

3. Attach the cable clamps after ensuring the cables and terminal clamps are clean
and in good condition.
4. Place a new felt washer at the base of each terminal beneath the cable clamps, to
make the cable connections as corrosion resistant as possible.
6
5. Coat the entire connection with a heavy general-purpose grease.
Note: Be sure the ground cable is clean and tight at the engine block or frame.
NOTICE:
Connect the grounded terminal of the battery last to avoid short circuits, which will
damage the battery.
6. Check the polarity to be sure the battery is not reversed with respect to the
generating system.
7. Check the battery. The top should be clean and dry, the terminals tight and
protected with a coat of silicone spray or petroleum jelly, and the electrolyte must
be at the proper level. A hydrometer reading (corrected for the temperature of the
electrolyte) should be 1.265 or higher. If necessary, charge the battery.
SPECIFICATIONS
Torque values for this section are listed in Table

.
ECM Connector Retaining Screw 3.9 N·m (35 lb·in.)
Injection Control Pressure Sensor (ICP)* 35 N·m (26 lb·ft)
Note: * Apply Loctite #277 to threads prior to assembly.

Torque Values
SERVICE TOOLS
Special tools required for this section are listed in Table .
Tool Name Tool Number
Engine Harness Repair Kit J 42949
7
Service Tools
1.Connector Shield Screw 3.Connector Cover

2.Connector Shield 4.Wiring Harness Connector
2
8
1.ECM 2.Engine Wiring Harness Connector
Loosen Wiring Harness Bolt
3
9
Remove Engine Wiring Harness
4
Disconnecting Main Wiring Harness

5
Remove Injection Control Pressure Sensor
10
6
Remove Injection Pressure Regulating Valve Connector

7
Remove Engine Oil Pressure Sensor Connector

8
11
Remove Engine Oil Temperature Sensor Connector
9
1.Engine Coolant Temperature Sensor

Remove Engine Coolant Temperature Sensor Connector
12
10
Removing Camshaft Position Sensor

11
13
1.Wiring Connector Cover 4.Wiring Harness Connector
2.Connector Cover Shield 5.ECM Gasket
3.Screw
Connector Cover Parts
12
Camshaft Position Sensor Installation

13
14
Injection Control Pressure Sensor Into Supply Manifold
14

Install ECM Connector
15
15

Securing ECM Connector
16
16
1.Connector Shield Screw 3.Connector Cover
2.Connector Shield 4.Wiring Harness Connector
Installing ECM Connector Covers
17
OPERATION AND VERIFICATION
PREPARATION FOR A FIRST TIME START
Before starting an engine for the first time, carefully read and follow the instructions in this
section.
NOTICE:
Attempting to run the engine before studying these instructions may result in serious
damage to the engine.
NOTICE:
Prior to starting a new or overhauled engine, follow the instructions contained within this
section. Before a routine start, refer to section and follow the instructions contained
therein. Failure to perform required pre-start operations may result in engine damage.
Cooling System
Install all of the drain cocks and plugs in the cooling system as instructed below:
1. Open the cooling system vents.

2. Remove the filler cap and fill the cooling system with a coolant specified. Refer to
section
. The coolant level should be within two inches of the filler neck to allow for fluid
expansion.
3. Close the vents, if used, after filling the cooling system.
1
Lubrication System
The lubricating oil film on the rotating parts and bearings of a new or overhauled engine, or
one which has been in storage, may be insufficient for proper lubrication when the engine is
started for the first time.
It is recommended that the engine lubricating system be charged with a pressure

prelubricator, set to supply a minimum of 172 kPa (25 lb/in. 2) oil pressure, to ensure an
immediate flow of oil to all bearings at the initial engine start-up. The oil supply line should
be attached to the engine so that oil under pressure is supplied to the main oil gallery.
With the oil pan dry, use the prelubricator to prime the engine with sufficient oil to reach all
bearing surfaces. Refer to section
. Use lubricating oil as specified. Then, remove the dipstick, wipe it with a clean cloth, insert
and remove it again to check the oil level in the oil pan. Add sufficient oil, if necessary, to
bring it to the full mark on the dipstick. Do not overfill.
If a pressure prelubricator is not available, fill the crankcase to the proper level with
lubricating oil Then, prelubricate the upper engine parts by removing the valve rocker covers
and pouring lubricating oil, of the same grade and viscosity as used in the crankcase, over
the rocker arms, rocker arm shafts.
Turbocharger
When a turbocharger is replaced, or if the engine has been in storage, the turbocharger
must be prelubricated by pouring oil into the oil supply inlet before the engine is started.
Rotate the shaft to coat the bearings with oil.
2
NOTICE:
The free floating bearings in the turbocharger center housing require positive lubrication.
This is provided by the above procedure before the turbocharger reaches its maximum
operating speed which is produced by high engine speeds. Starting any turbocharged
engine and accelerating to any speed above idle before engine oil supply and pressure
has reached the free floating bearings can cause severe damage to the shaft and
bearings of the turbocharger.
Start and run the engine at idle until oil supply pressure has reached all of the turbocharger
moving parts. A good indicator that all the moving parts are getting lubrication is when the
oil pressure gage registers 138 kPa (20 lb/in. 2) pressure at idle speed.
Air Cleaner
Refer to OEM instructions for the air cleaner, and service accordingly.
Transmission
Check the oil level and, if necessary, fill the transmission case or torque converter to the
proper level with the lubricant specified by the manufacturer.
Fuel System
Fill the fuel tank with the fuel specified. Refer to section
.
If the unit is equipped with a fuel valve, it must be opened.
Note: The engine fuel system is filled with fuel before leaving the factory. If the fuel is still in the system when
preparing to start the engine, priming should be unnecessary.
3
Drive Belts
Adjust all drive belts as recommended. Refer to section

.
Storage Battery
Check the battery. The top should be clean and dry, the terminals tight and protected with a
coat of silicone spray or petroleum jelly and the electrolyte must be at the proper level.
A hydrometer reading (corrected for the temperature of the electrolyte) should be 1.265 or
higher. If necessary, charge the battery.
Clutch
Disengage the clutch, if the unit is so equipped.
STARTING
Before starting the engine for the first time, perform the operations listed under
``Preparation For Starting Engine First Time.'' Refer to section
.
Before a routine start, see "Daily Maintenance," refer to section

.
Start an engine equipped with an electric starting motor as follows:
1. Turn the ignition switch to the ON position. The yellow Check Engine and red Stop
Engine lights should both light up. After 6-10 seconds both lights should go out. If
both lights fail to go out, refer to section
for instructions on checking the main wiring harness.
4
NOTICE:
To prevent serious damage to the cranking motor, if the engine does not start, do not
press the starting switch again while the cranking motor is spinning.
2. If the Check Engine and Stop Engine lights both go out, press the starting motor
switch firmly. If the engine fails to start within 15 seconds, release the starting
switch and allow the starting motor to cool for 15 seconds before trying again. If
the engine fails to start after four attempts, an inspection should be made to
determine the cause.
RUNNING
The following sections cover normal operations.
Warm-up
Ensure area is ventilated well before starting the engine.
The exhaust products of an internal combustion engine are toxic and may cause injury or
death if inhaled. All engine installations, especially those within closed shelter or buildings
should be equipped and maintained with an exhaust discharge pipe so that exhaust gases
are delivered into the outside air. A closed building or shelter must be adequately vented.
A means of providing fresh air into a closed building or shelter is necessary.
Run the engine at idle with no-load for approximately five minutes, allowing it to warm-up
before applying a load. The engine will idle at a higher speed if the oil is cold when started.
As the engine reaches operating temperature, the electronic control system of the engine
5
will lower the idle speed if not equipped with an automatic transmission.
If the unit is operating in a closed room, start the room ventilating fan or open the windows
and doors, as weather conditions permit, so ample air is available for the engine.
Inspection
While the engine is running at operating temperature, check for coolant, fuel or lubricating
oil leaks. Tighten the line connections where necessary to stop leaks.
Oil Pressure
Observe the oil pressure gage immediately after starting the engine. If there is no pressure
indicated within 10 to 15 seconds, or the stop engine light (red) comes on, stop the engine
and check the lubricating oil system.
Engine Temperature
Refer to section
for normal operating temperatures.
Crankcase
If the engine crankcase was refilled, stop the engine after normal operating temperature has
been reached, allow the oil to drain (approximately 20 minutes) back into the crankcase and
check the oil level. Add oil, if necessary, to bring it to the proper level on the dipstick.
Use only the lubricating oil specified. Refer to section

.
Cooling System
6
Several types of cooling systems are used by vehicle manufacturers. Refer to vehicle
owner's manual for specific instructions.
Do not remove the pressure control cap from the radiator or attempt to drain the coolant
until the engine has cooled. Once the engine has cooled, use extreme caution when
removing the cap. The sudden release of pressure from a heated cooling system can
result in a loss of coolant and possible personal injury (scalding, eye injury, etc.) from the
hot liquid.
Remove the radiator cap slowly and check the engine coolant level. The coolant level
should be within two inches of the top of the opening. If necessary, add properly inhibited
coolant.
Turbocharger
Make a visual inspection of the turbocharger for leaks and excessive vibration. Stop the
engine immediately if there is an unusual noise in the turbocharger.
Avoid Unnecessary Engine Idling
During long engine idling periods, the engine coolant temperature will fall below the normal
operating range. The incomplete combustion of fuel in a cold engine will cause crankcase
dilution, formation of lacquer or gummy deposits on the valves, pistons and rings and rapid
accumulation of sludge in the engine.
Note: When prolonged engine idling is necessary, maintain at least 800 r/min.
7
STOPPING
The following should be performed for NORMAL stopping:
1. Release the load and decrease the "engine speed" in the NEUTRAL position.
2. Allow the engine to run at idle with no-load for a few minutes, then turn the key
switch to the OFF position.
The following should be performed for NORMAL stopping:
1. Fill fuel tank. A full tank will minimize condensation.

2. Check coolant level. Add coolant, if necessary, to bring it to the proper level.
3. Check the oil level in the crankcase. Add oil, if necessary, to bring it to the proper
level on the dipstick.
4. Make a visual check for external leaks in the fuel, lubricating and cooling systems.
Emergency Stopping
To stop the engine, turn the key to the OFF position.
OPERATING CONDITIONS
The operating limits are listed in Table

and listed in Table . Any variations from the conditions as listed may indicate an abnormal
situation in need of correction. Ensure that the readings represent true values and the
instruments are accurate before attempting to make corrections to the engine. This data
represents rated conditions. Actual data may be influenced by environmental conditions.
8
Lubrication System 2100 r/min 2100 r/min
Lubricating oil pressure (at rated speed) - kPa (lb/in.2 ) 345 (50) 345 (50)
Lubricating oil pressure (idle) - kPa (lb/in.2 ) 83 (12) 83 (12)
In gallery oil temperature, maximum - °C (°F) 110 (230) 110 (230)
In pan oil temperature - °C (°F) 113 (235) 113 (235)
Oil flow - liters/minute (gallons/minute) 136 (36) 136 (36)
Oil pan capacity:
High - liters (quarts) 21.3 (22.5) 21.3 (22.5)
Low - liters (quarts) 16 (18.5) 16 (18.5)
Total engine oil capacity (1 filter) - liters (quarts) 26.5 (28) 26.5 (28)
Lubrication System Limits
9
Air, Fuel, and Cooling System Operating Limit at Operating Limit at
2100 r/min 1800 r/min
Air System
Air Inlet restriction full load, maximum - kPa (in. H

2
O):
Dirty air cleaner 5.0 (20) 5.0 (20)
Clean air cleaner 3.0 (12) 3.0 (12)
Crankcase pressure full load, maximum - kPa (in. H 2.00 (8) 2.00 (8)
2
O)
Exhaust back pressure, maximum - kPa (in. Hg):
Full load 10.1 (3.0) 10.1 (3.0)
Maximum allowable temperature rise (ambient air to 16.7 (30) 16.7 (30)
engine inlet) - °C (°F)
Maximum allowable charge air cooler pressure drop - 10.1 (3.0) 10.1 (3.0)
kPa (in. Hg)
Fuel System
Fuel pressure at secondary filter outlet - kPa (lb/in. 2 )
Minimum 345 (50) 345 (50)
Fuel spill minimum at no-load - L/min (gal/min):
Fuel pump suction at pump inlet, maximum - kPa (in.

Hg):
Clean system 20 (6) 20 (6)
Dirty system 41 (12) 41 (12)
Cooling System
Coolant temperature normal - °C (°F) 88 (190) 88 (190)
Coolant inlet restriction, maximum - kPa (in. Hg) 0.0 (0.0) 0.0 (0.0)
Engine coolant capacity - liters (quarts) 23 (24) 23 (24)
Minimum pressure cap - kPa (lb/in. 2 ): 69 (10) 69 (10)
Maximum top tank temperature - °C (°F) 99 (210) 99 (210)
Minimum top tank temperature - °C (°F) 71 (160) 71 (160)
Thermostats:
Start to open - °C (°F) 80 (177) 80 (177)
10
Fully open - °C (°F) 92 (197) 92 (197)
Air System, Fuel System, and Cooling System Limits
ENGINE RUN-IN INSTRUCTIONS
Following a complete overhaul or any major repair that uses replacement piston rings,
pistons, or bearings, for example, the engine should be run-in on a dynamometer prior to
release for service.
The dynamometer is a device for applying specific loads to an engine to determine if the
engine will perform to published specifications and to permit a physical inspection for leaks
of any kind. It is an excellent method for detecting improper tune-up, misfiring injectors, low
compression and other malfunctions, and may save an engine from damage at a later date.
The operating temperature within the engine affects the operating clearances between the
various moving parts of the engine and determines to a degree how the parts will wear.
NOTICE:
Thermostats are required to control the coolant flow and to help maintain a constant
engine temperature. Therefore, ensure that they are in place and fully operative or the
engine may overheat during the run-in. Overheating may result in engine damage. A
deaeration line must be installed in the uppermost portion of the engine to prevent any
overheat problems during run-in.
The rate of water circulation through the engine on a dynamometer should be sufficient to
avoid having the engine outlet water temperature more than 5.6°C (10°F) higher than the
water inlet temperature. A 5.6°C (10°F) rise across an engine is recommended; however, an
8.3°C (15°F) temperature rise maximum is permitted.
The Basic Engine
A basic engine includes only those components actually necessary to run the engine. The
addition of any engine driven accessories will result in a brake horsepower figure less than
the values shown in the Engine Run-In Check. The fan and battery-charging alternator typify
11
accessories not considered on the basic engine.
Since the HEUI system requires a source of electrical power to operate the Electronic Unit
Pump, all HEUI equipment should be connected and operating properly. In addition, a fully
charged battery must be connected to the system. Refer to OEM guidelines.
In situations where other than basic engine equipment is used during the test, a proper
record of this fact should be made on the Engine Test Report. The effects of additional
equipment on engine performance should then be considered when evaluating test results.
Dynamometer Test and Run-in Procedure
The function of the dynamometer is to absorb and measure the engine output. Its basic
components are a frame, provisions for engine mounting, the absorption unit, a heat
exchanger, and a torque loading and measuring device.
For accurate dynamometer readings during engine run-in, the chassis dynamometer room
must be properly ventilated. See Figure .
1
The exhaust products of an internal combustion engine are toxic. They may cause injury
or death if inhaled. All engine installations, especially those within enclosed spaces,
should be equipped with an exhaust discharge pipe so that exhaust gases are delivered
into the outside air. An enclosed space must be adequately vented. Some means of
providing fresh air into an enclosed space must be ensured.
The engine is connected through a universal coupling to the absorption unit. The load on the
engine may be varied from zero to maximum by decreasing or increasing the resistance in
the unit. The amount of power absorbed in a water brake type dynamometer, as an
example, is governed by the volume of fluid within the working system. The fluid offers
resistance to a rotating motion. By controlling the volume of water in the absorption unit, the
load may be increased or decreased as required.
12
The power absorbed is generally measured in torque (lb·ft) or N·m on a suitable scale. This
value for a given engine speed will show the brake horsepower developed in the engine by
the following formula, see Figure .
2
Some dynamometers indicate direct brake horsepower readings. Therefore, the use of the
formula is not required when using these units.
During the actual operation, all data taken should be recorded immediately on an Engine
Test Report, see Figure .
Instrumentation
Certain instrumentation is necessary so that data required to complete the Engine Test
Report may be obtained. The following list contains the minimum amount of instruments and
the proper location of the fittings on the engine so that the readings represent a true
evaluation of engine conditions.
1. Oil pressure gage installed in one of the engine main oil galleries
2. Water temperature gage installed in the thermostat housing or water outlet
manifold
3. Adaptor for connecting a pressure gage or water manometer to the crankcase
4. Fuel pressure gage
In some cases, gages reading in pounds per square inch are used for determining
pressures while standard characteristics are given in inches of mercury or inches of water. It
is extremely important that the scale of such a gage be of low range and finely divided if
accuracy is desired. This is especially true of a gage reading in lb/in. 2 , the reading of which
is to be converted to inches of water. The following conversion factors may be helpful.
Gage reading = (lb/in. 2 ) x 27.7 inches of water
Gage reading = (lb/in. 2 ) x 2.04 inches of mercury
13
NOTICE:
Before starting the run-in or starting the engine for any reason following an overhaul, it is
of extreme importance to observe the instructions; refer to section . Failure to follow
instructions could result in engine damage.
Run-in Procedure
Use the following procedure for preparation of engine run-in. See Figure , Part A.
1. Fill and prime the lubrication system as outlined under Lubrication System,
"Preparation for a First Time Start.'' Refer to section
.
2. Prime the fuel system as outlined under Fuel System, "Preparation for a First Time
Start.'' Refer to section
.
3. Make a preliminary valve clearance adjustment before the engine is started. Refer
to section
.
4. Ensure that the turbocharger has been prelubricated by adding oil to the
turbocharger oil inlet or by pressurizing the lubrication system.
5. Check to ensure all test stand water valves, fuel valves, etc. are open.
6. Inspect the exhaust system, checking that it is properly connected to the engine.
Use the following procedures for engine run-in:
1. Start the engine with minimum dynamometer resistance.
NOTICE:
All engines should be operated at idle for at least one minute after starting to assure oil
supply and pressure to the turbocharger bearings. Inadequate lubrication will result in
bearing damage.
2. Set the engine throttle at idle speed; idle for 30 seconds. Record oil pressure and
14
water temperature values on the engine Test Report; see Figure , Part B. Check
all connections to ensure there are no leaks.
3. The Engine Test Report sample, see Figure , establishes the sequence of events
and specifications for the test and run-in. Refer to section
, ``Operating Conditions.'' The characteristics in that section will be a guide for tracing
faulty operation or lack of power. After checking the engine performance at idle
speed and being certain the engine and dynamometer are operating properly,
increase the engine speed to half speed and apply the load indicated on the
Warm-Up - 5 minutes; see Figure
, Part C. Complete leak information.
3
4. Run the engine at this speed and load for 5 minutes to allow sufficient time for the
coolant temperature to reach the normal operating range. Record length start and
stop times, speed, brake horsepower, coolant temperature and lubricating oil
pressure on the Engine Test Report; see Figure , Part D.
5. Run the engine at each speed and rating for the length of time indicated in the
Engine Run-In Schedule. During this time, engine performance will improve as
new parts begin to seat in.
6. Inspect the engine for fuel oil, lubricating oil and water leaks.
7. Upon completion of the run-in and inspection, remove the load from the
dynamometer and reduce the engine speed gradually to idle and then stop the
engine.
8. Record all data requested; see Figure , Part E.
Note: Allow the engine to idle at least 3 minutes in order for the turbocharger to cool and reduce speed before
shutdown.
After all the tests have been made and the Engine Test Report is completed, see Figure ,
Part D, the engine is ready for final test, see Figure , Part E. This portion of the test and
run-in procedure will assure the engine owner that his engine has been rebuilt to deliver
factory rated performance at the same maximum speed and load which will be experienced
in the installation.
If the engine has been shut down for one hour or longer, it will be necessary to have a
warm-up period of five minutes at the same speed and load used for warm-up. If piston
rings or bearings have been replaced as a result of problems during the warm-up, the entire
run-in must be repeated as though the test and run-in procedure were started anew.
15
All readings observed during the final run-in should fall within the range specified in the
"Operating Conditions'' ( refer to section
) and should be taken at full load unless otherwise specified. Following is a brief discussion
of each condition to be observed.
1. The engine water temperature should be taken during the last portion of the run-in
at full load. It should be recorded and should be within the specified range.
2. The lubricating oil pressure should be recorded in kPa or lb/in. 2 after being taken
at engine speeds indicated in the "Operating Conditions,'' refer to section
.
3. Check the crankcase pressure while the engine is operating at maximum run-in
speed. Attach a manometer to the oil dipstick opening.
The following steps are necessary to complete the final Engine Repair Schedule.
1. Determine the maximum rated brake horsepower and the full-load speed to be
used during the final run-in.
2. Apply this load to the dynamometer.
3. The engine should be run at this speed and load for five minutes.
Note: While making the final run-in, the engine should develop the maximum rated brake horsepower indicated
for the speed at which it is operating. If this brake horsepower is not developed, the cause should be
determined and corrections made.
4. All information, see Figure

, Part E, should be recorded.
5. After the prescribed time for the final run-in has elapsed, remove the load from the
dynamometer and reduce the engine speed gradually to idle speed and then stop
the engine.
6. Change the lubricating oil filters.
16
California Proposition 65 Warning
17
2
Formula for Brake Horsepower Developed in the Engine

3
18
Engine Test Report Form
19
POWER TAKE-OFF
REAR-MOUNTED POWER TAKE-OFF
The Series 40E engine may be equipped with a rear-mounted power take-off (PTO).
Removal of Rear PTO Housing Assembly
Follow these steps to remove the rear PTO housing assembly.
1. Install a 5/8 in. -UNC- lifting eye into tapped hole located on top of the rear PTO
housing. Use an appropriate lifting device to support the rear PTO housing.
2. Loosen nuts securing the lubrication supply tube connecting the crankcase to the
rear PTO housing. Remove tube. See Figure .
1
3. Remove lubrication supply elbow from rear PTO housing.

4. Remove four (4) pipe plugs from the rear PTO housing. Save pipe plugs for
installation.
5. Use a hex key to remove the special nut inside the rear PTO housing found under
the pipe plug. Take care that the nut is not dropped into the housing. See Figure .
2
6. Remove the three mounting bolts from inside the rear PTO housing after the pipe
plugs have been removed. See Figure .
3
7. Install the four pipe plugs back into the rear PTO housing.
8. Remove the remaining four mounting bolts from the rear PTO housing assembly.
Place an oil drain pan underneath rear PTO housing assembly. Approximately one
quart of oil remains in the housing sump area.
9. Pull the rear PTO housing assembly straight back, away from the crankcase.
1
10. Remove one hollow dowel pin and four O-rings from the housing.
11. Lay rear PTO housing assembly face down on the engine mounting surface side.
Remove dowel guide pins. Some additional oil may drain from the housing as it is
laid flat.
Installation of Rear PTO Housing
Follow these steps to install the rear PTO housing.
1. Lay the rear PTO housing assembly with the transmission side face down.
2. Install one large O-ring and three small O-rings into the O-ring grooves using
Aviation Permatex #3.
3. Install two hollow dowel pins into rear PTO housing assembly
4. Inspect threads and replace stud if necessary. Install stud into crankcase.
5. Install the new camshaft O-ring over the camshaft end opening at the rear of the
crankcase.
6. Install two guide dowel pins, used during removal procedure, into the crankshaft
flange at the 3 and 9 o'clock positions. See Figure .
4
7. If not removed already, remove the four pipe plugs from the rear PTO housing
assembly.
8. Lift the rear PTO housing assembly and align with the crankcase.
9. Slowly guide the rear PTO housing assembly over the two guide pins mounted in
the crankshaft and studs mounted in the crankcase. Install the seven mounting
bolts and torque. Refer to Specifications
in Section . See Figure .
5
10. Install the special nut over the crankcase stud. See Figure .
6
11. Hand-tighten the special nut at the upper hollow dowel location. See Figure .
7
12. Torque the special nut to specifications. See Figure . Refer to Specifications
2
in Section .
8
13. Install the four pipe plugs and tighten.

14. Remove lifting eye from rear PTO housing assembly.
15. Install lubrication supply elbow and connect the lubrication supply tube to the
crankcase and rear PTO housing assembly. Tighten the nuts securing the tube to
the fittings. See Figure
.
9
16. Insert the steel rod of the installation tool through the hole of the tube assembly.
See Figure
.
10
17. Pull out on the steel rod until the tube assembly comes out together with the cover
assembly of the installation tool.
18. Push the input gear towards the engine until the input gear reaches the mating
surface of the crankshaft.
19. Apply grease to the inner surface of the wear sleeve/rear oil seal before pressing
it onto the input gear.
20. Press the seal into the cover using the oil seal driver and a hammer.
FRONT-MOUNTED POWER TAKE-OFF
There is no front-mounted power take-off (PTO) released for use.
SPECIFICATIONS
PTO torque values are listed in Table

.
3
Crankshaft Main Bearing Cap Bolts 155 N·m (115 lb·ft)
Special Mounting Nut (PTO Application Only) 108 N·m (80 lb·ft)
Torque Values
1. Lubrication Tube 3. Elbow

2. Nut
Lubrication Supply Tube Removal
2
4
Special Nut Removal
3
5
PTO Mounting Bolts Removal
4
Guide Pin Installation

5
6
1. Guide Pins 2. Installation Tool
PTO Housing Installed Onto Crankcase
6
7
Special Nut
7
Tighten Special Nut

8
8
Install Pipe Plugs
9
1. Lubrication Tube 3. Elbow

2. Nut
PTO Lubrication Tube
9
10
1. Steel Rod Location 3. Cover Assembly

2. Tube Assembly
Rear Oil Seal Installation Tool
10
PREVENTIVE MAINTENANCE
MAINTENANCE OVERVIEW
For effective emission control and low operating cost, it is important that maintenance
operations listed on the following pages be performed at the specified periods of mileage
intervals indicated.
Service intervals are based upon average operating conditions. Where dusty, frequent start
and stop or heavily laden operations are encountered, more frequent servicing will be
required.
The owner is responsible for the performance of all scheduled maintenance. The required
maintenance operations may be performed by the owner or a service establishment of the
owner's choosing. Any replacement parts used for required maintenance services or repairs
should be genuine Detroit Diesel parts or equivalent in quality and performance to genuine
DDC parts. Use of inferior replacement parts hinders operations of the engine and
emissions control system.
Receipts covering the performance of regular maintenance should be retained in the event
questions arise concerning maintenance. The receipts should be transferred to each
subsequent owner of the engine (vehicle).
DAILY MAINTENANCE
The following items need to be inspected, serviced corrected or replaced on a daily basis,
as necessary.
1. Check oil level. Refer to section

.
2. Check coolant level. Refer to section
.
3. Drain water separator (fuel system). Refer to section
1
.
4. Inspect air-to-air intercooler. Refer to section
.
5. Inspect for external leakage. Refer to section
.
6. Inspect air restriction indicator; service air cleaner elements as required. Refer to
section
.
7. Inspect belt. Refer to section
.
MAINTENANCE OF ENGINES
required.
6,000 Miles (9,650 km), 225 Hours or 3 Months Interval Maintenance (Transient Bus)
Every 6,000 miles (9,650 km), 225 hours or 3 months (transient bus), the following
components must be inspected, serviced, corrected or replaced as necessary.
1. Change engine oil and filter. If fuel contains more than 0.05% sulfur, reduce oil
change intervals. Refer to section
.
Note: The oil change interval on the transient bus is every 6,000 miles. The fuel filter replacement interval is
every 12,000 miles (or every other oil change).
12,000 Miles (19,300 km), 450 Hours or 6 Months Interval Maintenance
Every 12,000 miles (19,300 km), 450 hours or 6 months, the following components must be
2
inspected, serviced, corrected or replaced as necessary.
.
2. Check coolant SCA concentration. Refer to section
.
3. Inspect air intake piping and clamps. Refer to section
.
Every 24,000 miles (38,600 km), 900 hours or 12 months, the following components must
be inspected, serviced, corrected or replaced as necessary.
.
.
.
4. Measure air intake restriction. Refer to section
.
5. Change fuel filters according to transfer pump minimum specifications. Refer to
section
.
6. Change coolant filter. Refer to section
.
Every 100,000 miles (161,000 km), 3800 hours or 24 months, the following components
3
must be inspected, serviced, corrected or replaced as necessary.
.
.
.
4. Measure air intake restriction. Refer to section
.
5. Change fuel filters according to transfer pump minimum specifications. Refer to
section
.
6. Change coolant filter. Refer to section
.
7. Service cooling system for the 7.6L engine. Refer to cooling system specifications.
Refer to section
.
8. Inspect vibration damper. Refer to section
.
9. Pressurize induction system. Refer to section
.
120,000 Miles (193,100 km) or 5000 Hours Interval Maintenance
Every 120,000 miles (193,100 km), or 5000 hours, the following components must be
inspected, serviced, corrected or replaced as necessary.
1. Adjust valve lash. Refer to section

.
4
180,000-200,000 Miles (290,000-322,000 km), or 6,700 to 7,500 Hours Interval
Maintenance
Every 180,000 to 200,000 miles (299,000 to 322,000 km), or 6,700 to 7,500 hours, the
following components must be inspected, serviced, corrected or replaced as necessary.
1. Service cooling system for the 8.7L engine. Refer to cooling system specifications.
Refer to section
.
2. Measure crankcase pressure. Refer to section
.
3. Inspect turbocharger. Refer to section
.
Annual Interval Maintenance
Annually, the following components must be inspected, serviced, corrected or replaced as

necessary.
1. Inspect electrical system. Refer to section

.
MAINTENANCE OPERATIONS
required.
Oil Level
5
Check oil level daily.
Check the oil level by removing the oil level gage from the oil fill tube and observe. Ensure
the oil level is at the FULL mark on the oil level gage. See Figure . If the oil level is below
FULL, fill with the proper grade of oil for the temperature. Do not overfill past the FULL mark.
1
Coolant Level
Check coolant level daily.
1. Observe the level of coolant in the deaeration tank. If the coolant level is not visible
in the sight gage, refer to section
for proper requirements and specifications.
2. Refer to section
for the filling procedure.
Water Separator (Fuel System)
Check water separator, (fuel system) daily. Drain water from the fuel system as follows:
1. Loosen valve on bottom of water separator and allow water to drain out.
2. Tighten drain valve.
Air-to-Air Intercooler
Inspect Air-to-Air Intercooler daily.
1. With the engine off, visually inspect the air-to-air intercooler core assembly for
debris and clogging of external fins. See Figure .
2. Prior to engine operation, remove any debris blocking the core.
6
2
External Leakage
Inspect for external leakage daily. Visually inspect for leakage as follows:
1. Hoses (for cracking and loose clamps)

2. Water stains
3. Oil stains
4. Wetness at water pump
Air Restriction Indicator
Inspect Air Cleaner Restriction Indicator daily. Refer to section

for inspection procedure.
Service the air cleaner as follows:
1. Remove dirty air cleaner element and discard.

2. Clean any accumulation of dirt from the air cleaner housing. Do not use shop air for
this cleaning.
3. Visually inspect air cleaner housing for damage or distortion that could allow
unfiltered air to enter the engine. Correct as required.
4. Install a new air cleaner element.
5. Reset the indicator by pushing the reset button and releasing it. The yellow
indicator will drop below the window so the gage can be reused.
Belt
Inspect belt daily. Check belt for worn, grease coated, oil soaked and missing material.
Replace as necessary. Install new belt as follows:
7
Note: When installing belt, place it around the inside edge of the belt tensioner.
1. Place belt around pulleys.

2. Attach breaker bar to square hole of belt tensioner. See Figure .
3. Pull breaker bar counterclockwise. Install belt over tensioner pulley. Then, release
pulley in a clockwise direction. Belt tensioner is automatically adjusted. Remove
breaker bar.
3
Engine Oil and Oil Filter
Change engine oil and oil filter as follows. If fuel contains more than 0.05% sulfur, reduce
the oil change intervals listed in Table .
Sulfur Content, Percent Oil Change Interval
Below 0.5 Normal
0.5 to 1.0 3/4 Normal
Above 1.0 1/2 Normal
Fuel Sulfur Content
1. Run engine until operating temperature is reached; then shut down.

2. Drain oil pan and reinstall drain plug, using a new gasket if required.
NOTICE:
Do not overtighten filter. A damaged filter may fracture or leak.
3. Install new oil filter, P/N: 1 819 452 C1, as follows:

a. Remove old oil filter and discard. See Figure .
b. Lubricate new oil filter gasket with clean engine oil.
c. Install new oil filter and hand-tighten one full turn after the gasket first contacts
the filter header.
4
8
4. Fill engine to specified capacity with the appropriate oil type. Refer to section
.
5. Start engine and run at low idle r/min. Check lube oil pressure gage reading. If
there is no gage reading, shut engine off immediately. Check for oil filter leaks.
Lube oil pressure gage reference is a minimum of 137 kPa (20 psi) @ 700 r/min.
Let engine run until operating temperature is reached. Check for leaks.
6. Shut engine down. Wait 15 minutes.
7. Recheck oil level and add oil if needed, bringing oil level to FULL mark on the gage.
8. Do not overfill past FULL mark.
Coolant
Check coolant SCA concentration.
Every six months, check the coolant concentration level in the coolant. Refer to section
for further information.
Air Intake Piping
Inspect air intake piping every six months. See Figure .
1. Check for loose hoses and clamps.

2. Check for ruptured hoses.
3. Check air cleaner housing for cracks.
4. Check air-to-air intercooler for holes or damage.
5
Air Intake Restriction
Measure air intake restriction every 12 months or 900 hours.
9
Note: The air cleaner is to be serviced only when the restriction reaches the maximum allowable limit. The
restriction can be measured by the service indicator.
Note: Often a low power and poor fuel economy complaint is simply due to a dirty air cleaner. As the air cleaner
accumulates dirt, restrictions to airflow increases. If the service indicator is locked at maximum restriction,
replace the air cleaner elements.
1. Refer to section 4 for gage and indicator operation.

2. Inspect the elements for damaged gaskets or dents in the elements. If they exhibit
either, they should be repaired.
3. If low power is still experienced after replacing the air cleaner, see your DDC
dealer.
Optional Dual Element Cleaner
The dual element air cleaner provides a large primary (outer) filter element and optional
small secondary (inner) filter element. The secondary element should be used in dusty
environments such as dump and mixer applications. See Figure .
6
The current dual element air cleaner restriction indicator assembly is located between the
primary and the secondary element in the bottom of the air cleaner housing. This
arrangement allows only the primary element to be sensed by the restriction indicator or
dash mounted vacuum gage. The inner element is not recorded on the restriction indicator
or dash mounted vacuum gage.
A separate inner element indicator senses restriction of that element. Dependent upon the
manufacturer, either a rectangular wing nut with a built-in indicator is used or an element
with an indicator located on the inner element end cap. See Figure . When all green
disappears on the wing nut indicator, replace the inner element. When the green dot
disappears from the indicator built into the inner element end cap, replace the inner
element.
7
Fuel Filter and Strainer Assembly
10
Change fuel filter and strainer assembly every 12 months. Fuel with more than average
impurities may require changing the filter and strainer assembly at shorter intervals. See
Figure . Use the following procedure:
1. Using an appropriate filter wrench/strap, loosen and remove the fuel filter from the
header and discard.
8
2. Remove the primary fuel filter/strainer assembly as follows:

d. Remove plastic strainer cover from filter strainer assembly using a 1-1/8 in. or
29 mm (12 point) socket. See Figure .
e. Clean or replace strainer after inspection. Reinstall strainer and cover to header
assembly.
9
Note: Install strainer with open end toward filter header.
3. Install a new fuel filter, P/N: 1 820 479 C1 (6 inch) or P/N: 1 809 789 C1 (8 inch),
as follows:
f. Lubricate fuel filter gasket with clean diesel fuel.
g. Tighten until gasket touches fuel filter header.
h. Tighten by hand an additional 1/2 turn.
Note: Do not add fuel to new fuel filter.
4. Bleed air from the fuel system as follows. See Figure .

10
i. Loosen bleed screw at fuel filter header.

j. Operate priming pump until pump action provides solid fuel at bleed screw.
Close bleed screw.
k. Crank engine for 15 seconds.
l. Start engine and operate until engine runs smoothly.
Change Coolant Filter
Change coolant filter every 12 months using the following procedure.
11
1. Remove deaeration tank pressure cap and remove coolant filter using a filter
wrench/strap. The filter is located on the right hand side rear of the front cover.
See Figure .
11
Note: Coolant filter header is equipped with two check valves to stop flow of coolant when filter is removed.
2. Apply a thin coat of coolant to filter gasket and install onto filter header.
3. Tighten until gasket touches the coolant filter header. Tighten by hand an additional
one full turn.
Service Cooling System
Service cooling system every 100,000 miles (161,000 km) for the 7.6L engine, and every
180,000 miles (290,000 km) for the 8.7L engine.
Do not remove the pressure control cap from the radiator or attempt to drain the coolant
until the engine has cooled. Once the engine has cooled, use extreme caution when
removing the cap. The sudden release of pressure from a heated cooling system can
result in a loss of coolant and possible personal injury (scalding, eye injury, etc.) from the
hot liquid.
Drain and fill the cooling system as follows:
1. The engine must be level. This will permit all water to drain from the cooling
system.
2. Allow the engine to cool. Remove deaeration tank pressure cap; open radiator
drain. Wrap a heavy cloth around the cap and push down. Loosen cap slowly to
the first notch position. Pause to allow steam and pressure to escape. Continue
top turn the cap to the left and remove.
3. Remove crankcase coolant drain plug and oil cooler drain plug from the rear of the
12
cooler. After the system has been thoroughly drained, close all drains.
4. Slowly fill the cooling system until the coolant reaches the bottom of the filler
opening. Install deaeration tank cap.
5. Set the parking brake and start the engine.
6. Allow the engine to operate until the engine reaches its normal operating
temperature. Watch for overheating.
7. After the engine reaches its normal operating temperature, shut off engine.
Carefully remove tank cap and add sufficient coolant to fill system. Reinstall tank
cap.
Clean the cooling system as follows.
1. Drain the system completely.

2. Flush the cooling system with water. If the system is dirty or rusty, use the dealer
recommended cooling system cleaner following the procedures in this guide. Refer
to section 13.4.14.1.
3. Refill the system with water, conditioner, antifreeze and coolant.
NOTICE:
If the coolant is extremely low and the engine is very hot, let the engine cool for
approximately 15 minutes before adding coolant. Then, with the engine running, add
coolant slowly. Adding cold water to a hot engine may crack the cylinder head or
crankcase. Never use water alone!
Cleaning the Cooling System
The cooling system should be drained and thoroughly flushed. Refer to section 13.4.14.
Unless the cooling system is treated with a corrosion preventative, rust and scale will
eventually clog up passages in the radiator and water jackets. This condition is aggravated
in some localities by formation of insoluble salts from the water used.
DDC cleaning solutions are available which have proven very successful in removing
accumulation or rust, scale, sludge and grease. They should be used according to the
13
recommendation on the container.
Note: Do not use chemical mixtures to stop radiator leaks except in an emergency. Never use such solutions
instead of needed radiator repair.
Radiator Fins
Check the radiator fins periodically to make sure they are free of bugs, leaves and other
debris, and that they are not bent or damaged. Clogged or damaged fins prohibit the flow of
outside air to the radiator and hamper efficient cooling system operation.
Coolant Hoses
Only coolants with an ethylene glycol or a propylene glycol base are recommended for use
in the Series 40E cooling systems. Other base coolants may damage rubber hoses,
especially those made of silicone rubber. Type of rubber can usually be determined by
color. Silicone hoses are made in COLOR while other rubber hoses are BLACK .
NOTICE:
Coolant made with methoxy propanol is not recommended for use with Detroit Diesel
Corporation engines. These types of coolant can damage engine internal seals and
coolant hoses, and create a potential fire hazard due to lower flash points than ethylene
glycol.
Note: Avoid mixing propylene glycol antifreeze and ethylene glycol antifreeze in any diesel engine cooling
system. This mixing of antifreeze solutions does not allow an accurate coolant solution reading for freeze
protection.
The cooling system will most likely be filled with ethylene glycol coolant. It is recommended
that an ethylene glycol coolant be added to the system when required.
Thermostat
14
Your new engine is equipped at the factory with a high temperature thermostat.
Note: Ethylene glycol antifreeze must be used with high temperature thermostats.
Vibration Damper
Inspect vibration damper every 24 months.
1. At the appropriate inspection interval, have the vibration damper inspected by your
DDC dealer for deterioration of rubber.
2. Refer to the appropriate service manuals for the inspection procedures.
Induction System
Pressurize induction system every 24 months.
1. At the appropriate inspection interval, your DDC dealer should pressure test the air
induction system.
2. Refer to the appropriate troubleshooting manuals for the inspection procedures.
Valve Lash
Adjust valve lash every 120,000 miles (193,100 km).
1. At the appropriate inspection interval, have the valve lash adjusted by your DDC
dealer.
Crankcase Pressure
15
Measure crankcase pressure every 200,000 miles (290,000 km).
1. At the appropriate interval, have the crankcase pressure checked by your DDC
dealer.
Turbocharger
Inspect turbocharger every 180,000 miles (290,000 km).
1. Clean, then remove the turbocharger compressor inlet connections.

2. Visually inspect the compressor wheel for:
m. Dirt.
n. Wheel rub.
o. Wheel blade damage (bent or broken tips).
3. Check by hand for the following conditions:
p. Excessive radial or end play.
q. Free wheel spin.
4. Consult your DDC dealer if there is any doubt as to the condition of the
turbocharger.
Electrical System
Inspect the electrical system annually.
1. Check the wiring harness for cracks, rubbing and loose connections.
2. Check sensors for loose connections, corrosion or cracks.
3. Check battery cables for
r. Broken insulation.
s. Rubbing/chafing.
16
t. Corroded or loose connections.
Checking Oil Level

2
17
Chassis Mounted Air-to-Air Intercooler
3
18
1. Breaker Bar
Setting Belt Tensioner
4
19
Oil Filter
5
20
Air Intake Piping
6
21
1. Secondary (Inner) Element 3. Inner Element Retaining Nut with Restriction Indicator
2. Air Cleaner Housing
Top View of Dual Element Air Cleaner with Retaining Nut Indicator
7
22
1. Secondary (Inner) Element 3. End Cap with Restriction Indicator
2. Air Cleaner Housing
Top View of Dual Element Air Cleaner with Indicator in End Cap
8
23
1. Fuel Filter
Removing Fuel Filter
9
1. Fuel Filter 4. O-ring

2. Fuel Filter Header 5. Strainer Cover
3. Strainer
Removing Strainer Assembly
10
24
1. Primary Pump 3. Fuel Filter Header
2. Bleed Screw
Bleeding Air from Fuel System
11
25
Removing Strainer Assembly
26
SERVICE TOOLS
SERVICE TOOLS
The service tools needed to service the engine are listed in Table .
1
2
Tool Number Tool Name
J 22273-01 Sled Gage
J 22738-02 Valve Spring Tester
J 29075-150 Nozzle Tester with Adaptor
J 29511 Piston Groove Wear Measuring Tool
J 34520A Fluke 88 DVOM
J 35791 Cylinder Liner Remover Tool (Screw Type)
J 38500-1 Pro-Link
J 38500-2100 Series 40E Pro-Link PC Card
J 39257 Valve Seat Driver
J 39266 Crankshaft - Front Oil Seal Wear Sleeve Installer
J 39267 Orifice Restrictor Tool
J 39292 Valve Guide Installer
J 39535 Valve Seat Insert Installer
J 39537 Camshaft Bushing Service Set
J 41163 Crankshaft - Rear Oil Seal Sleeve Installer
J 41164 Valve Guide Removal Tool
J 41165 Nozzle Puller
J 41167 Lower Idler Gear/Nut Socket
J 42944 Wear Sleeve Removal Tool
J 42945 Fuel Injector Sleeve Remover
J 42946 Fuel Injector Removal Tool
J 42947 Fuel Injector Sleeve Installer
J 42948 Engine Harness Repair Kit
J 42949 Terminal Release Tool Kit
J 42980 ECM Terminal Crimping Pliers
J 43095 Cylinder Sleeve Holding Adaptors
J 43096 Guide Stud Set
J 43097 Oil Cooling Plate
J 43098 Injector Test Harness
J 43099 Cylinder Head Magnet Intake Shield
J 43100 Valve Guide Installer
3
J 43102 CEC Breakout Box
J 43103 ICP Breakout T Harness
J 43104 ICP Adaptor Plug Kit
PT 6391 Universal Valve Seat Extractor
PT 6390-45 Valve Seat Extractor Collet
Service Tools
123456789101112131415161718192021222324252627282930313233343536
Sled Gage,
2
4
Valve Spring Tester,
3
5
Nozzle Tester with Adaptor,
4
6
Piston Groove Wear Measuring Tool,
5
7
Fluke 88 DVOM,
6
8
Liner Remover (Screw Type),
7
9
Series 40E Pro-Link,
8
Series 40E Pro-Link PC Card

9
10
Pressure Test Kit,
10
11
Crankshaft - Front Oil Seal Wear Sleeve Installer,
11
12
Orifice Restrictor Tool,
12
Valve Guide Installer,

13
13
Valve Seat Installer,
14
14
Camshaft Bushing Service Set,
15
15
Crankshaft Rear Oil Seal Sleeve Installer,
16
16
Valve Guide Removal Tool,
17
17
Nozzle Puller,
18
18
Lower Idler Gear Socket,
19
Wear Sleeve Removal Tool,

20
19
Fuel Injector Sleeve Remover,
21
Fuel Injector Removal Tool,

22
20
Fuel Injector Sleeve Installer,
23
Engine Harness Repair Kit,

24
21
Terminal Release Tool Kit,
25
22
ECM Terminal Crimping Pliers
26
Cylinder Sleeve Holding Adaptors,

27
23
Guide Stud Set,
28
Oil Cooling Plate,
24
29
Injector Test Harness,

30
Cylinder Head Magnet Intake Shield,
25
31
Valve Guide Installer,

32
CEC Breakout Box,
26
33
ICP Breakout T Harness,

34
ICP Adaptor Plug Kit,
27
35
Universal Valve Seat Extractor,

36
Valve Seat Extractor Collet,
28
SPECIAL EQUIPMENT
AIR COMPRESSOR
The air compressor is provided by the OEM.
A six-bolt design air compressor mounting base, mounting bracket and gasket are used on
engines equipped with a belt-driven air compressor.
Repair or Replacement of Air Compressor
To determine if repair or replacement is necessary, contact the OEM.
Inspection of Air Compressor
Inspect the air compressor for cracks or other physical damage. If necessary, replace.
Installation of Air Compressor
Follow the OEM instructions to install the air compressor. A typical mounting is illustrated.
See Figure .
Note: Do not over-torque the air compressor mounting bolts. Over-torque will result in fracturing the front cover.
1
Installation of Air Compressor Bracket
1
Install the air compressor bracket as follows:
1. Place the air compressor bracket against the crankcase; then slide forward to the
air compressor mounting face. Install two (2) bolts and finger-tighten to secure
bracket to crankcase. See Figure .
2
2. Secure air compressor bracket to air compressor using two (2) bolts and two (2)
washers. Torque to specifications. See Figure .
3
3. Torque two (2) bolts securing bracket to crankcase. Refer to section

10A, Specifications. See Figure .
4
4. Install two (2) coolant hoses to air compressor and to crankcase. See Figure .
5
5. Install lubrication line to air compressor and tighten nuts in two places.
6. Using two (2) bolts, mount steering pump to air compressor and tighten bolts.
Installation of Fan Drive and Pulley
Install the fan drive and pulley as follows:
1. Mount fan drive hub to the front cover. Secure with four (4) mounting bolts.
2. Mount the fan drive pulley to the fan hub and torque. Use a special holding tool,
purchased locally.
Installation of Auto Belt Tensioner
Install the auto tensioner to the front cover as follows:
1. Locate recess on front cover and mount tensioner with locating pin at recess. See
Figure .
2
2. Install bolt and secure to front cover. Ensure the bolt is 80 mm (3-1.8 in.) and
torque.
6
SPECIFICATIONS
Torque specifications for Air Compressor mounting are listed in Table .
Component Fasteners Torque
Air Compressor Hose Clamp 4.74 N·m (3.5 lb·ft, 42 lb·in.)
Air Compressor Tail Bracket Mounting Bolts (Crankcase) 115 N·m (85 lb·ft)
Air Compressor Tail Bracket Mounting Bolt (Compressor) 66 N·m (49 lb·ft)
Air Compressor Drive Gear Nut 149 N·m (110 lb·ft)
Air Compressor Mounting Bolts 62 N·m (46 lb·ft)
Belt Tensioner (Front Cover) 50 N·m (37 lb·ft)
SERVICE TOOLS
There are no special tools needed to service the air compressor.
3
1. Air Compressor 3. Mounting Bolts (2)
2. Front Cover
Air Compressor Mounting
2
4
1. Mounting Bolts (2) 3. Air Compressor
2. Air Compressor Bracket
Installing the Air Compressor Bracket
3
1. Air Compressor 3. Power Steering Pump Bracket

2. Tail Bracket
Securing the Air Compressor Bracket
4
5
1. Air Compressor 3. Tail Bracket
2. Bracket
Securing the Rear Air Compressor Bracket
5
6
1. Air Compressor 3. Coolant Fitting
2. Coolant Hose
Installing Coolant Hoses
6
1. Recess 3. Bolt
2. Tensioner 4. Locating Pin
Auto Belt Tensioner
7
STORAGE
PREPARING ENGINE FOR STORAGE
When an engine is to be stored or removed from operation for a period of time, special
precautions should be taken to protect the interior and exterior of the engine, transmission
and other parts from rust accumulation and corrosion. The parts requiring attention and the
recommended preparations are given below:
1. It will be necessary to remove all rust or corrosion completely from any exposed
part before applying rust preventive compound. Therefore, it is recommended that
the engine be processed for storage as soon as possible after removal from
operation.
2. The engine should be stored in a building that is dry and can be heated during the
winter months. Moisture absorbing chemicals are available commercially for use
when excessive dampness prevails in the storage area.
Temporary Storage (30 Days or Less)
To protect an engine for a temporary period of 30 days or less, proceed as follows:
1. Drain the engine crankcase. Refer to section

.
2. Fill the crankcase to the proper level with the recommended viscosity and grade of
oil listed in Table
.
3. Fill the fuel tank with the recommended grade of fuel oil listed in Table . Operate
the engine for two minutes at 1200 r/min and no load.
Note: Do not drain the fuel system or the crankcase after this run.
4. Check the air cleaner and service it, if necessary. Refer to section
1
.
5. If freezing weather is expected during the temporary storage period, add an
ethylene glycol base antifreeze solution to the cooling system in accordance with
the manufacturer's recommendations. Otherwise, the coolant system should be
flushed with a good rust inhibitor to prevent rusting of the outside diameter of the
cylinder liners. Refer to section
.
6. Remove electrical components.
or face plate) and do not exceed 276 kPa (40 lb/in.2 ) air pressure.
7. Clean the engine exterior with fuel oil and dry the engine with compressed air.
8. Seal all of the engine openings with a material used for this purpose. The material
used for sealing must be waterproof, vaporproof and possess sufficient physical
strength to resist puncture and damage from the expansion of entrapped air.
Restoring a Temporarily Stored Engine
An engine that was stored in accordance with DDC guidelines can be returned to service in
a short time by removing the seals at the engine openings and by checking the engine
coolant, fuel oil, lubricating oil and transmission oil levels. Refer to section
.
Extended Storage (More Than 30 Days)
To prepare an engine for extended storage (more than 30 days), follow this procedure:
1. Drain the cooling system. Refer to section

.
2
2. Flush with clean, soft water. Refer to section
.
3. Refill with clean, soft water and add a rust inhibitor to the cooling system. Refer to
section
.
4. Circulate the coolant by operating the engine until normal operating temperature is
reached, listed in Table
.
Cooling System Parameters Normal Range for 2100 r/min Normal Range for 1800 r/min
Operation Operation
Coolant temperature normal - °C (°F) 88 (190) 88 (190)
Coolant inlet restriction, maximum - 0.0 (0.0) 0.0 (0.0)

kPa (in. Hg)
Engine coolant capacity - L (quarts) 23 (24) 23 (24)
Minimum pressure cap - kPa (lb/in.2 ) 48.3 (7) 48.3 (7)
Maximum top tank temperature - °C 99 (210) 99 (210)

(°F)
Minimum top tank temperature - °C 71 (160) 71 (160)

(°F)
Thermostats start to open - °C (°F) 88 (190) 88 (190)
Thermostats are fully open - °C (°F) 96 (205) 96 (205)
Operating Conditions
5. Stop the engine.

6. Remove the drain plug to drain the engine crankcase. Refer to section
.
7. Install and tighten the 3/4 in.-14 square, magnetic oil drain plug to 68 N·m (50 lb·ft)
torque.
8. Install new lubricating oil filters. Refer to section
.
9. Fill the crankcase to the proper level with a 30-weight preservative lubricating oil
MIL-L-21260C, Grade 2.
10. Drain the fuel tank. Refer to section
.
3
11. Refill with enough clean No. 1 diesel fuel or pure kerosene to permit the engine to
operate for about ten minutes. If it isn't convenient to drain the fuel tank, use a
separate, portable supply of recommended fuel.
Note: If engines in vehicles are stored where condensation of water in the fuel tank may be a concern,
supplemental additives containing methyl carbitol or butyl cellusolve are effective. Follow the manufacturer's
instructions for their use. The use of isopropyl alcohol is not recommended due to its negative effect on fuel
lubricity. Where biological contamination of fuel may be a problem, add a biocide such as Biobor JF (or
equivalent) to the fuel. When using a biocide, follow the manufacturer's concentration recommendations, and
observe all cautions and warnings. Avoid the use of fungicides containing halogenated compounds, since these
may cause fuel system corrosion.
12. Drain the fuel system. Refer to section

.
13. Remove the fuel filters. Refer to section
.
14. Discard the used filters.
15. Fill new filters with No. 1 diesel fuel or pure kerosene.
16. Reinstall on the engine. Refer to section
.
17. Operate the engine for five minutes to circulate the clean fuel oil throughout the
engine. Be sure the engine fuel system is full.
18. Disconnect the fuel return line and the inlet line at the secondary filter and
securely plug both to retain the fuel in the engine.
19. Service the air cleaner. Refer to section
.
20. To prepare the transmission, power take-off and charger:
a. Follow the manufacturer's recommendations for prolonged storage to store the
transmission.
b. Follow the manufacturer's recommendations for prolonged storage to store the
power take-off.
c. Since turbocharger bearings are pressure lubricated through the external oil line
leading from the oil filter adaptor while the engine is operating, no further attention
is required. However, the turbocharger air inlet and turbine outlet connections
should be sealed off with moisture resistant tape.
4
NOTICE:
Do not apply oil, grease or any wax base compound to the flywheel. The cast iron will
absorb these substances, which can sweat out during operation and cause the clutch to
slip.
21. Apply a non-friction rust preventive compound to all exposed engine parts. If
convenient, apply the rust preventive compound to the engine flywheel. If not,
disengage the clutch mechanism to prevent the clutch disc from sticking to the
flywheel.
22. Drain the engine cooling system. Refer to section
.
23. Drain the preservative oil from the engine crankcase. Reinstall and tighten the 3/4
in.-14 square, magnetic drain plug to 68 N·m (50 lb·ft) torque.
24. Remove and clean the battery and battery cables with a baking soda-water
solution and rinse with fresh water. Do not allow the soda solution to enter the
battery.
25. Add distilled water to the electrolyte (if necessary) and fully charge the battery.
NOTICE:
To avoid battery damage caused by freezing, never store a battery in a place below 0°C
(32°F).
26. Store the battery in a cool, dry place. Keep the battery fully charged and check
the level and specific gravity of the electrolyte regularly.
27. Insert heavy paper strips between the pulleys and drive belts to prevent sticking.
28. Seal all engine openings including the exhaust outlet, with moisture resistant tape.
Use cardboard, plywood or metal covers where practical.
29. Clean and dry the exterior painted surfaces of the engine and spray with a
suitable liquid automobile body wax, a synthetic resin varnish or a rust preventive
compound.
30. Protect the engine with a good weather-resistant tarpaulin and store it under
cover, preferably in a dry building which can be heated during the winter months.
Note: Plastic may be used for indoor storage.
5
Outdoor Storage (30 Days or Less)
In some cases outdoor storage may be unavoidable.
Note: Outdoor storage of engines is not recommended.
If units must be kept out-of-doors, protect these units with quality, weather-resistant
tarpaulins (or other suitable covers) arranged to provide for air circulation.
NOTICE:
Do NOT use plastic sheeting for outdoor storage. Plastic is fine for indoor storage. When
used outdoors, however, enough moisture can condense on the inside of the plastic to
rust ferrous metal surfaces and pit aluminum surfaces. If a unit is stored outside for any
extended period of time, severe corrosion damage can result.
The stored engine should be inspected periodically. If there are any indications of rust or
corrosion, corrective steps must be taken to prevent damage to the engine parts.
Outdoor Storage (More Than 30 Days)
In some cases outdoor storage may be unavoidable.
Note: Outdoor storage of engines is not recommended.
If units must be kept out-of-doors, Protect these units with quality, weather-resistant
tarpaulins (or other suitable covers) arranged to provide for air circulation.
NOTICE:
Do NOT use plastic sheeting for outdoor storage. Plastic is fine for indoor storage. When
used outdoors, however, enough moisture can condense on the inside of the plastic to
rust ferrous metal surfaces and pit aluminum surfaces. If a unit is stored outside for any
extended period of time, severe corrosion damage can result.
6
The stored engine should be inspected periodically. If there are any indications of rust or
corrosion, corrective steps must be taken to prevent damage to the engine parts. Perform a
complete inspection at the end of one year and apply additional treatment as required.
RESTORING AN EXTENDED STORAGE ENGINE
Use the following procedure to restore an engine that has been in extended storage.
1. Remove the covers and tape from all of the openings of the engine, fuel tank and
electrical equipment. Do not overlook the exhaust outlet.
2. Remove the plugs from the inlet and outlet fuel lines and connect the lines to their
proper position.
3. Wash the exterior of the engine with fuel oil to remove the rust preventive. (Do NOT
wash electrical components.)
4. Remove the rust preventive from the flywheel.
5. Remove the paper strips from between the pulleys and drive belts.
6. Fill the crankcase to the proper level, with the recommended grade of lubricating oil
listed in Table
. Use a pressure lubricator to insure all bearings and rocker shafts are oiled.
Specification Recommendation
SAE Viscosity Grade 15W-40
API Classification CG - 4
Military Specification MIL-L-2104E
HT/HS Viscosity 3.7 cP (minimum)
Recommended Engine Oil
7. Fill the fuel tank with one of the fuels listed in Table .
7
General Fuel Classification ASTM No. 1 ASTM No. 2 ASTM
Test 1-D 2-D
Gravity, °API (Not Specified in ASTM D 975) D 287 40 - 44 33 - 37
Flash Point, Minimum - °F (°C) D 93 100 (38) 125 (52)
Viscosity, Kinematic - cSt @ 100°F (40°C) D 445 1.3 - 2.4 1.9 - 4.1
Cloud Point (Not Specified in ASTM D 975) D 2500 See Note See Note
Sulfur Content, Maximum - wt% D 129 0.05* (0.5 † ) 0.05* (0.5 † )
Carbon Residue on 10%, Maximum - wt%, D 524 0.15 0.35
Accelerated Stability, Total Insolubles, Maximum - mg/100 D 2274 1.5 1.5

ml
Ash, Maximum - wt % D 482 0.01 0.01
Cetane Number, Minimum(Differs from ASTM D 975) D 613 45 45
Distillation Temperature, °F (°C) ASTM No. 1 ASTM No. 2 ASTM

Test 1-D 2-D
IBP, Typical (Not Specified in ASTM D 975) D 86 350 (177) 375 (191)
10% Typical (Not Specified in ASTM D 975) D 86 385 (196) 430 (221)
50% Typical (Not Specified in ASTM D 975) D 86 425 (218) 510 (256)
90% Maximum (Differs from ASTM D 975) D 86 500 (260) 625 (329)
End Point, Maximum (Not Specified in ASTM D 975) D 86 550 (288) 675 (357)
Water & Sediment, Maximum wt% D 1796 0.05 0.05
Note: * U.S. on-highway requirement
Note: † Non-domestic and off-highway applications only
Note: The cloud point should be 10°F (-12°C) below the lowest expected fuel temperature to prevent clogging
of fuel filters by crystals.
Fuel Oil Selection Chart
8. Verify all pipe plugs are secure and fill the engine cooling system with clean soft
water and proper inhibitors. If the engine is to be exposed to freezing
temperatures, fill the cooling system with an ethylene glycol base antifreeze
solution. Refer to section
.
9. Install and connect the battery. Ensure that the average specific gravity of the
battery is 1.260 or higher. Charge the battery if necessary.
8
10. Perform the following:
d. Secure the air cleaner housing and air intake pipe.
e. Be sure the correct filter replacement is used.
f. Keep the air cleaner properly assembled so the joints are strictly air tight.
g. Repair any damage to the air cleaner or related parts immediately.
h. Inspect and clean or replace the air cleaner elements as operating conditions
warrant.
i. Carefully inspect the entire system periodically. Enough dust-laden air will pass
through an almost invisible crack or opening to eventually cause damage to an
engine.
j. If a foam or fabric air cleaner element soaked with sticky dirt-holding substance
was previously installed, check for the presence of coated engine components.
Remove and clean them with a suitable solvent, as required, and blow dry with
compressed air.
11. Follow the manufacturer's recommendations covering the return of the
transmission to service.
12. Follow the manufacturer's recommendations covering the return of the power
take-off to service.
13. Remove the covers from the turbocharger air inlet and turbine outlet connections.
Prelube the turbocharger. Refer to section
.
14. After all of the preparations have been completed, start the engine. The small
amount of rust preventive compound which remains in the fuel system will cause
smoky exhaust for a few minutes.
Note: Before subjecting the engine to a load or high speed, it is advisable to allow the engine to reach normal
operating temperature.

Manual de Sevicio S40

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SCOPE AND USE OF THIS MANUAL

This manual contains complete instructions on operation, adjustment (tune-up), preventive

SERVICE PARTS AVAILABILITY

THE FOUR-CYCLE PRINCIPLE

CHASSIS MOUNTED AIR-TO-AIR INTERCOOLER

Bore 109.2 mm (4.301 in.)

Stroke 135.9 mm (5.350 in.)

Displacement 7.6L (466 in.3)

Compression Ratio Standard Torque Engines High Torque Engines 16.4:115.9:1

Firing Order 1-5-3-6-2-4

Idle Speed No Load (r/min) 700 (non-adjustable)

Thermostat Opening Temperature 81°C (177° F)

Crankcase Capacity (without oil filter) 22.7L (24 quarts)

Crankcase Capacity (with oil filter) 26.4L (28 quarts)

Series 40E (7.6L) Engine Specifications

Bore 114.3 mm (4.590 in.)

Stroke 135.9 mm (5.350 in.)

Displacement 8.7L (530 in.3)

Compression Ratio Standard Torque Aluminum Piston High Torque 16.6:116.3:1

Firing Order 1-5-3-6-2-4

Idle Speed No Load (r/min) 700 (non-adjustable)

Thermostat Opening Temperature 82 - 85°C (180 - 185°F)

Crankcase Capacity (without oil filter) 22.7L (24 quarts)

Crankcase Capacity (with oil filter) 26.4L (28 quarts)

Series 40E (8.7L) Engine Specifications

See Figure for the cylinder designation and firing order.

Series 40E Diesel Engine Serial Numbers

Engine Serial Number _______________________________________(Stamped on pad

Turbocharger Serial Number____________________________________

Turbocharger Part Number ____________________________________

Build List Country of Origin Serial Sequence Number

WL 7.6TA N USA 000000

WN 8.7TA N USA 000000

Serial Number Explanation

REPLACING AND REPAIRING

Solvent Tank Cleaning

Note: The parts must be fully cleaned prior to inspection.

5. Do not drop, drag, roll, or strike a cylinder forcefully.

6. Always close valves completely when finished welding or cutting.

1. Wiping up oil spills

After servicing or adjusting the engine:

NEVER use defective portable power tools.

Fluids and Pressure

The following cautions should be followed when filling a fuel tank:

Working on a Running Engine

TRADEMARKS AND REGISTERED TRADEMARKS

1. Loctite® is a registered trademark of the Loctite Corporation

English to metric conversions are listed in Table

Inch (in.) 25.4 Millimeters (mm)

Foot (ft) 0.3048 Meters (m)

Yard (yd) 0.9144 Meters (m)

Mile (mile) 1.609 Kilometers (km)

Multiply Area By To get equivalent number of:

Inch 2 (in. 2 ) 645.2 Millimeters 2 (mm 2 )

Inch 2 (in. 2 ) 6.45 Centimeters 2 (cm 2 )

Foot 2 (ft 2 ) 0.0929 Meters 2 (m 2 )

Yard 2 (yd 2 ) 0.8361 Meters 2 (m 2 )

Multiply Volume By To get equivalent number of:

Inch 3 (in. 3 ) 16387 Millimeters 3 (mm 3 )

Inch 3 (in. 3 ) 16.387 Centimeters 3 (cm 3 )

Inch 3 (in. 3 ) 0.0164 Liters (L)

Quart (qt) 0.9464 Liters (L)

Gallon (gal) 3.7854 Liters (L)