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Ade 236 Workshop Manual v2 PDF
Ade 236 Workshop Manual v2 PDF
Section
FOREWORD
CYLINDER HEAD............................................................................... 12
Reproduction or translmio|f|to part V lM ls subject to the written sstidiorization of Atlantic Diesel Engines (Pty) Ltd.
FOREW O RD
This manual is designed to be of assistance to all personnel concerned with the Ippatenance and overlap |if the ADE
Diesel Engine. It presents a complete and detailed description of the engine, together with precise instructions on the
servicing and overhaul procedures, as well as a schedule covering manufacturing data and dimensiet&whieJi should be
closely followed when overhauling any part of the engine, to the manufacturer's standards. D |^ |o n i f IheS manual into
sections is intended to simplify |j|e task of locating specific infl|gii§hion. -
ADE 236/C/T/TI series engines have an anti clockwise rotation when viewed from teat- Throughout this manual
whenever left or right hand side of the engine rs referred fty&Hp the side of H e engine when %ewed|rom the flywheel,
end.
Effective maintenance can only be carried out if the personnel concerned conversant with the various components
of the en^ne before agjptesance operations tgp commenced. This manual tttprld therefore be carefully studied, and it
should at all times be kept in the workshop.
CeMift operations described herein require the use o f special tools. These tools#® obtainable from Grundy SA (Pty| Wd.
Full details are given in section 21.
A school of instruction is maintained at ADE Atlantiiwhere employed #® ftutorsi|^(d operators of ADE powered
applications are given instructions on diesel engine maintenance, with particular regard to He special characteristics of
ADE engines.
ENGINE PARTS
Whenever parts are ordered for ADE enginesltls essential thatfi® information is given, always quote the engine numbteft:
type of application and, where possibte, the part number and description
Running-in procedure
It is not necessary to gradually run-in a new engine and any prolonged Bjlfclaad tunning during the early life i f the
engine can, in fact, prove harmful to the bedding-ift of plpcgfiii|pand liners.
s m T io m m - i
Technical Data
General
Engine Bore.......................................................................................................................98,4 | $SS|W
Stroke „
■- .... lr ,-V-n.- -r- -- f
No. of Cylinders..................... ................................................................................................ .ftffAr
Cubic Capacity .......................................................................................................... jSggB h fc
Compression Ratio, N Engines.................................................................................................... ......... ,.410.!
Compression Ratio C, T & TI Engines.................................................................................
Firing onto’. ..... ,.................. 1,3,4,2 M
Cycle | ................................................................................................................................. . Four stroke
Combustion System........................................................................... ..................... ............... Direct Injection
Lubricating Oil Pressure 236/N/C.......................................... ...... .......... ........................... .... 207/414 kPa at max. engine speed and nomal
working temperature
.Lubricating Oil Pressure 2 3 6 T ........................................................................... ............................... .....320/586 kPa at max. engine speed and nomal,
working temperature :
Turbo boost pressure under full load 2 3 6 T ..... ■■■.. ^....... t y>a
.
Turbo boost pressure under full load 236C............................................ p.... 73-85 kPa
* Nominal - for actual bore size see page 08-3
A DE 236T
.......... .'...................... m .............................. 80 kW at 2800 r/min. ^
Maximum Torque.................................................. ...;......... ............................... ..... ........... 334 Nm at 1500iiHK
A D E 236T I
.Vehicle..... ..................... * .............................................. :........ , 9 J $ t W a t 2 8 0 0 r/min.
M aximum Torque.... .............................................. ,— ...357
....................................... Nm at 1700 r/min.
fe o . i W s fijCn- Op 3 p})i
Recommended Torque Tensions
T & following figures will apply with the components lightly oiled prior fo assembly
Cylinder head nuts/bolts !4 in (with flame ring liners up to engine no. S/V04Q004X).....................140 Nm
Cyl. head nuts/bolts !4 in (with non-flame ring liners from engine no- S A040005SSjjUst stage...... 120 Nm
.2nd stage.....+180°
Connecting Rod Nuts, Cadmium plated (Sil ver colour)........................ .......4'03-;Nm
Connecting Rod Nuts, Phosphated (Blade colour) .........................................................
M ain Bearing Bolts............................................................................................. 244N jn
Rocker Lever Assembly (Aluminium Brackets) .............................................. 40-Nms
Cast Iron Brackets...................................... 74pSm
where split/turret s elf locking nuts are used (irrespective o f m aterial)........... .;..................._4 Q jqm
Flywheel Bolts. .....................................................................................................................................108 Nm
Flywheel S tr ^ lh Bolts (identified with letter on h ead ) ..................................... l-22Nm
Camshaft G d ir Retaining B o l t . ; . . . . . . , . . . . . ..............,..............1 6 8 :N § t “. *
Camshaft Pulley Retaining Bolt - 42,4 m m ...............................i.v................................ 4g6,Nm‘
Camshaft Pulley Retaining Bolt »S8,1 m m .............................. ...325 Ntn i
Camshaft Pulley Retaining Cap'Screw (3 o ff) 95 Nm
OiBfiKesr-retaining b o lt .JtU,.,,.......... ........,,li. . . ^ ; . . . , ............ ;. 41 Km ,
Injector Securing Nuts & Screws...................................... <„..................,....;........... i P r 7 4 8 N m «.»-
H r^ i PressureiFuel Pipe N u ts.......................................... ......... 2 Q-0 S Nm
Technical Data 08-2
The following data o f clearances and tolerances are given as a guide for personnel engaged upon major overhauls, and the figures are those used in the factory
for production purposes
Total Height o f Cylinder Block between top and bottom faces ........................................... 441,12 to 441,33 mm
Parent Bore Dia. for flanged flame ringed cylinder liner (Fig. 11-lXCast Iron)............................. 103,18 to 103,21 mm
Parent Bore Dia. for flanged non-flame ringed cylinder liner (Fig 1 l-2X Cast Iro n )......................104,204 to 104,229 mm
Depth o f Recess for Liner F la n g e ................................................................................................... .....3,81 to 3,91 mm
M ain Bearing Parent Bore D ia................. ....................................................................................... . 80,42 to 80,44 mm
Camshaft Bore Dia. No. 1 for Bush (where fitted)............................................................................... 55,56 to 55,59 mm
Fitted Camshaft Bearing Bush, Internal Dia ............... ....................................................................50,80 to 50,84 mm
Camshaft Bore Dia. No. 1 ................................................................................................... .......w).......50,80 to 50,83 mm
Camshaft Bore Dia. No. 2 ................................ —........ ............................................50,55 to 50,59 mm
Camshaft Bore Dia. No. 3 ........................................................... ........................................................ 50,04 to 50,08 mm
Piston Protrusion
Piston protrusion above cylinder block face
All 236N Vehicle & Industrial
Where the rated speed is greater than 2600RPM 0,28 to 0,48 mm
All 236N /C/T Agricultural & Industrial
Where the rated speed is 2600RPM or less 0,35 to 0,58 mm
G udgeon P in , A D E 23 6 T & C 2)
* Ring gaps stated are for new rings in master bore gauge of94,48 mm diameter. If the ring gaps are measured in cylinder bores
greater than 94,48 mm diameter then the ring gap specification will be greater by approx. 3 times the difference in diameter.
Technical Data 08-5
Large and small end bores must be square and parallel with each other within the limits of ± 0,25mm measured 127 mm each side of the axis of the rod on
test mandrel as shown in (Fig. 08-1). With small end bush fitted, the limit of ± 0,25 mm is reduced to ± 0,06 mm.
Ei * £
E E
in 1---------- ► to
CM CM
o 127mm 127mm o
4-1 4-1
1r
Fig. 8-1
Crankshaf
* Fillet radii and surface finish must be maintained during crankshaft re-grinding. Width of No. 3 main journal not to exceed 44,68 mm after regrinding. Width
$ f crankpins must not exceed 40,55 mm after re-grinding. Where necessary use oversize thrust washers to suit.
Some crankshafts are tufftrided. After any re-grinding has taken place, see page 14-3, and where facilities for re-tufftriding are not available, a factory
replacement crankshaft should be obtained.
*
Crankshaft Thrust Washers
Type...............................................................................................................................................Steel backed, Aluminium Tin or Lead Bronze Faced
Position in Engine........................................................................... ............................................. Centre Main Bearing
Thrust Washer Thickness (STD).................................................................................................. 2,26 to 2,31 mm
Thrust Washer Thickness (O/S)................................................................................................... 2,44 to 2,51 mm
Thrust Washer Outside Diameter................................................................................................. 103,84 to 104,90 mm
Thrust Washer Inside Diameter....................................................................................................86,87 to 87,12 mm
Main Bearings
Type.....................................................................................................................................Pre-finished, Steel Backed, Aluminium Tin or Lead BronzeFaced
Shell Width - No.l, 2,4 and 5 ............ ......................... ....................................................... . 31,62 to 31,88 mm
Shell Width - No. 3 .................................................... ..................................... ......... ......... 36,45 to 36,70 mm
Outside Diameter of Main Bearing...................................................... ^ ......80,41 mm
Inside Diameter of Main Bearing........................................................................................... 76,23 to 76,27 mm
Main Bearing Running Clearance......................................................................................... 0,05 to 0,11 mm
Shell Thickness......................................................... ............................................................2,08 to 2,09 mm
Camshaft
No. 1 Journal Diameter......................................................................................................... 50,71 to 50,74 mm
No. 1 Cylinder Block Camshaft Bore Diameter.............................. ............................... ........ 50,80 to 50,83 mm
No. 1 Journal Running Clearance.......................................................................................... 0,06 to 0,11 mm
No. 2 Journal Diameter....................................................................... ............................ 50,46 to 50,48 mm
No. 2 Cylinder Block Camshaft Bore Diameter......................................................................50,55 to 50,60 mm
No. 2 Journal Running Clearance ............................................... ................................. 0,06 to 0,14 mm
No. 3 Journal Diameter.......................... .............................................................................. 49,95 to 49,98 mm
No. 3 Cylinder Block Camshaft Bore Diameter......................................................................50,04 to 50,09 mm
No. 3 Journal Running Clearance .............................................................................0,06 to 0,14 mm
Cam Lift....................... ............................ ......................... ............................................... 7,62 to 7,70 mm
Oilways for Rocker Shaft Lubrication....................................................................................No. 2 Journal
Cylinder Head
Cylinder Head Length............................................................................... t........... 504,82 mm
Cylinder Head Depth... ............^................................................... 103,20±0,38mm
* Skimming Allowance on Cylinder Head Face......................................................................0,30 mm
Minimum Cylinder Head Depth after Skimming....................................................................102,51 mm
Maximum Nozzle Protrusion after Skimming......................................................................... 4,44 mm
Leak Test Pressure ...................................................... 206 kPa
Valve Seat Angle .............................................. .45°; except for Inlet 236T = 30c
Valve Bore in Cylinder Head:................................................................ 9,51 to 9,53mm
* Minimum cylinder head depth quoted is nominal and the skimming allowance must be governed by the maximum nozzle protrusion permissible.
Technical Data 08-7
Exhaust Valves
Valve Stem Diameter............................... .............................. .............................................9,45 to 9,47 mm
Clearance Fit of Valve in Head............................................................................................. 0,04 to 0,08 mm
Valve Head Diameter.................... ...;........................ .................................. 36,45 to 36,70 mm
Valve Face Angle....................................................................................... ..........................45°
Valve Head Depth below Cylinder Head Face............................................................... ........1,19 to 1,45 mm
Overall Length of Valve..................................................................... ................................. 123,11 to 123,52 mm
Service Valve Stem Oversize................................................................................................0,08; 0,38 and 0,76 mm
Sealing Arrangement...................... ...................................................................................... ’O'-Ring
Inlet Valves
Valve Stem Diameter........................................................................................................... 9,46 to 9,48 mm
Clearance Fit of Valve in Head...................................................... .......... ..................... .......0,02 to 0,07 mm
Valve Head Diameter..................................................... ................................................ ..... 44,09 to 44,36 mm
Valve Face Angle.................................................................................................................45° (236N); - 30° (236T)
Valve Head Depth below Cylinder Head Face ....... ,........ ,.... 0,89 to 1,14 mm
Overall Length of Valve.................................. ............................................... ....................122,71 to 123,11 mm
Service Valve Stem Oversizes .....................................................................................0,08; 0,38 and 0,76 mm
Valve Springs
Outer Veh.
No. of Coils...................... ................7,8...............1......................... 5,6......................... 6,75
Dia. of Wire.................................. 3,66.............................. 4,06. ;..... r^ , , ....4,06
Inner
No. of Coils................... ;.................. ....................................9 ................................. 6,9....... N/A
Dia. of Wire................................................ 3,66............................... 3,05.................. N/A
Tappets
Overall Length.............................................................. ................... ...................................75,41 mm
Outside Diameter Tappet Shank ........ ...................... ......................................................18,99 to 19,01 mm
Cylinder Block Tappet Bore Diameter.................................... ..................................... 19,05 to 19,08 mm
Tappet Running Clearance in Bore ........ ............................................................. 0,04 to 0,10 mm
Outside Diameter of Tappet Foot..........*.................... ...........................................................30,16 mm
Rocker Shaft
Overall Length of Shaft ...................... .............................................................. :.... 426,62 mm
Outside Diameter of Shaft .................................... 0 19,01 to 19,04 mm
Rocker Levers
Inside diameter of Lever Bore ........... ...................... ..... ............................................ 19,06 to 19,10 mm
Lever Clearance on Rocker Shaft.......................................................................................... 0,03 to 0,09 mm
Valve Clearances
Clearance between Valve Stem Tip and Rocker Arm ................ .............. ........... 0,30 mm cold
...................................................................................................... ................................. 0,25 mm hot
Camshaft Gear
Number of Teeth........................................................................................................................... 56
Inside Diameter of Gear Boss.......................................................................................................34,93 to 34,96 mm
Outside Diameter of Camshaft Hub..............................................................................................34,90 to 34,91 mm
Fit of Gear on Camshaft Hub........................................................................................................0,02 to 0,03 mm
Crankshaft Gear
Number of Teeth ........... 28
Gear Bore............................... 47.63 to 47,65 mm
Crankshaft Diameter for Gear. 47.63 to 47,64 mm
Sump
Sump Capacity (Standard) ............................................................................................... . 8 litres
Dipstick Position...........................................................................................................................Left or Right Hand Side
Strainer Location................................ ...........................................................................................On Suction Pipe of Lubricating Oil Pump
Oil Pump
Type of Pump ............................................................................................................. Rotor Type
No. of Lobes - Inner Rotor Concentric................. Three
No. of Lobes - Outer Rotor Concentric.........................................................................................Four
No. of Lobes - Inner Rotor Hoboum Eaton..................................................................................Four
No, of Lobes - Outer Rotor Hoboum Eaton............................................ ......... ....... ................... Five
Technical Data 08-9
Pump Clearance
Pump Concentric
Inner Rotor to Outer Rotor 0,025 to 0,076 mm
Inner Rotor End Clearance................................... ............0,038 to 0,076 mm
Outer Rotor End Clearance 0,013 to 0,063 mm
Outer Rotor to Pump Body 0.025 to 0,076 mm
Relief Valve - (all engines except those having a centre mounted balancer)
Type............................ .............................................. ................Spring loaded Plunger
Pressure Setting................... £................................. ........... ......................................345 to 414 kPa
Length of Plunger....................................................................... ......................................... 20,98 mm
Outside Diameter of Plunger ......................................... ............... ....................................14,19 to 14,21 mm
Inside Diameter of Valve Housing Bore.......................................................... ...................... 14,23 to 14,30 mm
Clearance of Plunger in Bore.............................. ..................................................................0,03 to 0,10 mm
Outside Diameter of Spring...... ............................................ ...............................................9,35 to 9,58 mm
Spring Fitted Length................................*.......................... ................................................ 32,51 mm
Spring Load at Fitted Length........ ........................................................................... ............ 34,5 to 36,7 N
Thermostat
Type......................... Bellows or Wax
Opening Temperature 77 - 83° C
Fully open at............. 94° C
Valve Lift.................. 7,94 to 11,91 mm
Water Pump
Type................................................................................. ................................................... Centrifugal
Outside Diameter of Shaft for Pulley..................................................................................... 19,03 to 19,04 mm
Inside Diameter of Pulley Bore.............................................................................................. 19,07 to 19,09 mm
Clearance Fit of Pulley on Shaft.................................. ..........................................................0,03 to 0,06 mm
Outside Diameter of Shaft for Impeller.................................................................................. 15,09 to 15,92 mm
Inside Diameter of Impeller Bore........................................................................................... 15,87 to 15,89 mm
Interference Fit of Impeller on Shaft................................................... ............ ..................... 0,01 to 0,05 mm
Outside Diameter of Impeller........................ ........................... .............................................78,58 to 78,63 mm
Impeller Blade to Body Clearance.................................................. ......................................0,30 to 0,81 mm
Water Pump Seal Type...................... ........................................... ...................................... One Piece Ceramic Counterface
Balance Unit (Front Mounted) As fitted on 236N engines up to eng. no. SA023614S
236C engines up to eng. no. SA012355M
Front Diameter of Shafts (Driving and Driven).......................................................................31,71 to 31,73 mm
Inside Diameter of front Balance Frame Bushes..................................................... ...... .....31,78 to 31,82 mm
Running Clearance of Shafts in Bushes 0,05 to 0,11 mm
Rear Diameter of Shafts (Driving and Driven)........................................................... 25,37to25,38mm
Inside Diameter of Rear Balance Frame Bushes ................................................... ...............25,43 to 25,46 mm
Recess Diameter in Reversed Balance Weight Gears..................................... .........................34,93 to 34,95 mm
Fit of Gear on Balance Weight..............................................................................................-0,00 to +0,05 mm
Clearance Fit of Gear on Shaft ................................................... 0,04 to 0,11 mm
Diameter of Shaft for Lubrication Oil Pump Gear..................................................................16,51 to 16,53 mm
Bore Diameter of Lubrication Oil Pump Drive Gear ..................................................... 16,54 to 16,59 mm
continued on Page 8-11
Technical Data 08-11
Balance Unit (Front Mounted) (continued)
Running Clearance of Shafts in Bushes................... .......................... ........................ ........... 0,05 to 0,09 mm
Shaft Diameter for Balance Weights........................................ ,......... ................26,98 to 27,00 mm
Bore Diameter of Balance Weights...................................... ................................................ 26,99 to 27,02 mm
Fit of Balance Weights on Shafts..................................................................... ..................... -0,01 to +0,04 mm
Spigot Diameter for Reversed Weights........................... .................................34,90 to 34,93 mm
Clearance Fit of Gear on Shaft...................................................................... ..................... 0,01 to 0,08 mm
Depth of Lubrication Oil Pump Body ...................... ................................................. 25,45 to 25,53 mm
Width of Lubrication Oil Pump Gears.................................................................................. 25,35 to 25,40 mm
End Float of Oil Pump Gears................................................................................................ 0,05 to 0,18 mm
Shaft Diameter for Lubrication Oil Pump Driven Gear...........................................................11,13 to 11,14 mm
Bore Diameter of Lubrication Oil Pump Driven Gear.................................. ..........................11,16 to 11,19 mm
Running Clearance of Oil Pump Driven Gear...................................................... ................. 0,02 to 0,06 mm
Hub Diameter for Idler Gear ........................................... ...................... 38,06 to 38,08 mm
Bore Diameter of Idler Gear Bush......................................"...................................................38,10 to 38,14 mm
Running Clearance of Idler Gear on Hub......................................... .....................................0,03 to 0,08 mm
Idler Gear End Float................................................................................... .........................0,20 to 0,36 mm
Balancer Unit (Mid Mounted) fitted to all 236T and to 236N from SA023615S
236C from SA012356M
(/Alternative)
236 Compensated
38367 XS.... .... 293. 24 7.02. .281............................57,5 at 2200........................FW/NA/XJ
2643C142 XS.... .... 293. 24 7.02. .281............................58,0 at2300.........................FW/NA/XJ
2643C142 XS.... .... 293. 24 7.02. .281.................... 60,5 at 2300.......................FW/NA/XJ
2643C149 XS.... .... 293. 24 7.02. .281............................60,0 at 2200.......................FW/NA/XJ
74040449 L S .... .... 296. 23 6,45. .284,5.........................42,0 at 1500.......................FY/NC/XD
74040449 L S .... .... 296. 23 6,45 .284,5.........................51,0 at 1500.......................FY/NC/XD
2643C249 RT.... .... 292. 22 5,92, .281............................58,0 at 2300...:...................FW/NA/XJ
74040562 XS.... .... 293. 24 7.02. .281............................58,5 at 2400.......................FW/NA/XJ
236 Turbocharged
2643C166 F T .... ....293............... ..............18.........................3,99............. ..............284.............. .............. 73,5 at 2200.... ...... ...........HH
2643C168 F T .... ....293............... ..............18.........................3,99............. ..............284.............. ..............73,0 at 2400.... ....HH
2643C168 F T .... ....293............... ..............18............. ............3,99......... . ..............284.............. ......... .... 75,5 at 2400........... .......... HH
2643C168 F T .... ....293............... ............. 18.........................3,99............. .............. 284.............. ..............74,5 at 2300........... ...........HH
74040232 F T .... ....293............... ..............18............. ............3,99.......... . .............. 284.............. ..............67,Oat 2400........... ...........HH
74040371 KT.... ....292............... ..............16.........................3,16............. ..............284.............. ..............74,5 at 2200........... .......... HL
2643C188 KT.........292............... ..............16.........................3,16............. ..............284.............. ..... ........ 75,5 at 2300.... .....FL
74040452 HT.........293............... ..............26............ ........... 8,20............. .............. 280.............. ..............52,5 at 1500........... ...........HG
2643L002 LT 017..............................1 5 ,5 ..^ ..............2,97............. 09,25...........................66,5 at 2800....................... HH
74040452 HT .293............................. 26........................8,20........................... 280..............................61,0 at 1500....................... HG
2643C196 F T .... .... 293..............................18........................ 3,99............. ..............284.............. ..............72,5 at 2300........... .......... HH
2643C168 F T .... .... 293..............................14........................ 2,41............. ..............286............................ 74,5 at 2300........... .......... HH
FC.................. ........... 6478 0036......... ........ BKBL67S5299.................6474 0050............. ............BDLL150S6649....... .............210........ ...............195
FL............... ........ 6478 0036......... ........ BKBL67S5299.................6474 0047............. ............BDLL150S6673....... ....215.... ...............200
FW.... ...... 6478 0036......... ........BKBL67S5299........ ........6474 0092............. ............B blitl50S6600.... ....185.... ....170
FY ................ ........... 6478 0049 ........ ....... BKBL67S5151................6474 0063............. ............BDLL150S6705.... ....175.... ...............170
HG................. ........... 6478 0052......... ........LRB67014............... ........6474 0157 ........... ........... JB6801022 .............. .............230 ....... ...............230
HH ............... .......... 6478 0052 ........ ....... LRB67014 ..................... 6474 0319 ........... ...........JB6801019 .............. ............250 ....... ...............250
H L ............... ........... 6478 0052 ........ ....... LRB67014 .............. ........6474 0322............. ............JB6801027............... ........... .230......... ...............230
JJ........... ........... 6478 0052 ........ ....... LRB67014 ..................... 7402 0100 ........... ...........JB6801082 .............. ....250 .......................250
NA ............... .......... 7404 0478 ........ ....... 780989 .......................... 74020333............ ............771102....................................185......... ............. 170
N B ............... .......... 7404 0478 ........ ........ 780989..................... ........7402 0278............. ............771104...................... .............210 ....... ............. 195
N C ............... .......... 7404 0481 ........ ....... 781644 ................... ....... 7402 0265 ........... ...........770563.................... ............175 ..................... 170
XD ............... .......... 7404 0588 ........ ....... OKLL67S2930................7402 0061............. ............OLL150S6705......... ............. 175........................170
X J.................. .......... 7404 0423 ........ ....... OKLL67S2931........ ........7402 0171 ........... ...........OLL150S6600......... ............185 ..................... 170
ELECTRICAL SYSTEM
Alternator
Make ;..................................................................................................................................... Lucas Bosch
Type.............................................................................................................................................. AS 123, A 115/45 KI23 V 21A 23
Starter Motor
Make............................................................................................................................................. *Lucas/CAV Bosch
Type............................................................................................................................. ................. M45, M127,2 M113, CA45H24-3M JF 24V 241ow
Max. Current M45 & M127..................................................... .................................................. 400A
2M113
CA45H 24-3M
JF 24 V 4kW
Starter Cable Resistance......................................................................... ......................................0,0017 ohms
CA 45H 24-3 M........................................... ........... ........... 0,0008 ohms
No. of teeth on Pinion........................................ ..........................................................................10
Note: The above data is general and may vary with individual applications.
Before attempting to start the engine K is essential to see t i l l Unauthorised adjustmenfipnd removal of seals on the pump will
the following checks are carried out: render the engine warranty null and void.
Always ensure that the flywheel and starter pinion have stopped Oil for turbocharged and compensated engines should meet the
rotating before attempting to re-start the engine. requirements of specification API CD or greater (MIL-L-2104C).
Always ensure that the grade of oil used is suitable for the
ambient temperatures (Refer to section 20-1).
To Stop the Engine
Bring the accelerator to the idle position and then operate the Preventive Maintenance
stop control.
The extent and frequency of the maintenance operations are
dependent primarily upon the varying operating conditions. A
IMPORTANT variable maintenance system allows selection from four
categories with different maintenance intervals.
With turbocharged engines do not rapidly increase Or decrease
the engine speed immediately after start-up. Allow the engine to Category 1
j i i i for at least a minute before stopping. procedure is
necessary to avoid damage and/or seizure of the turbocharger Units operating under normal conditions and covering an annual
bearings, whiiSPtely on the engine oil pressure for positive distance of more than 100 000 km or 2000 hrs. e.g. long haul
lubrication. operation.
Category 2
Cold Starting Aid
Units operating under normal conditions and covering up to
In cold conditions it m il be necessary to uaesthe cold starting aid 100 000 km or 2000 hrs. annually, e.g. medium and long haul
to start the engine. operations.
With the stop control in the "tun" position and fie accelerator 'll Category 3
the fully open position, turn the starter switch to the "heat*
position for fifteen to twenty seconds before engaging the Units operating under severe conditions or covering an annual
starter. As soon as the engine starts, release the starter switch distance of up to 10 000 km or 200 hrs. e.g. extremely poor road
and bring the accelerator to idle position. If the engine does not conditions, heavy dust conditions, extreme climatic conditions
start, repeat this procedure. (temperature and humidity), very short distances in traffic and
construction operation.„
hi the event of difficult starting, check the electrical connection
to the "cold start" as. well as the fuel supply. Operation o ffig We recommend that maintenance should be carried out accor
"cold start" can be checked by removing the®Lr cleaner hose at ding to hours rather than mileage covered.
the manifold, so that the "cold start" can be seen. With the
starter swpfikiii the "heat" position, the dement should become This category is also recommended for units operating under’
red hot, and when engaging the starter, ignition of the fuel very light or iatsimttent conditions, e.g. standby generator sets,
should take place. and emergency vehicles.
Recommended service/maintenance intervals 3. Check or service the air cleaner as per restriction indicator.
Category 1 Category 2 Category 3 Category 4 4. Check that the radiator fins are clean.
Severe 5. Drain the water trap and air tanks where necessary.
15 000km/ 10 000 km/ conditions or]
300 hrs 200 hrs 5000km/lOOhrs 250 hrs 6. Check for any leaks.
Post delivery service to be carried out after 1 500 km/30 hrs. of 7. Start the engine and check the oil pressure, temperature,
operation. This applies to all categories. air etc. and gauge operation.
Recommended service and calibration intervals for in Post Delivery Service
jectors and injection pumps:
As for Daily Service plus the following:
Service injectors 60 000 km 1200 hrs
1. Change the engine oil - drain while still hot.
Renew injector nozzles 120 000 km 2 400 hrs
2. Renew the oil filter.
Service & calibrate 180 000 km 3 600 hrs
' 3. Re-torque cylinder head where applicable.
injection pump
1. Check general engine installation, i.e. all pipes for tight 1. Change engine oil - drain while still hot.
sealing, routing and condition.
2. Renew oil filter element.
2. Check air cleaner. Ensure that elements are fitted correctly
and properly secured. 3. Renew primary or single fuel filter every 25 000 km or
500 hrs.
3. Check exhaust system.
4. Service air cleaner.
4. Check operation of engine controls, i.e. links, rods and
cables. 5. Check all hoses and pipes for tight sealing, routing and
condition.
5. Check electrical equipment, instrumentation and connec
tions. 6. Check cooling system, i.e. coolant mixture, radiator cap,
radiator for blockage, fan blades for damage and fan belt
6. Check oil level. tension.
7. Check coolant level and ensure that the recommended 7. Check for any fuel, oil or water leaks.
inhibitor/anti-ffeeze mixture has been added.
8. Check exhaust system for damage and leaks.
8. Check fan belt tension.
9. Drain fuel water trap and air tanks.
9. Start up and check oil pressure, temperature, air etc. and
that the gauges are operating correctly. 10. Check operation of oil, temperature and air gauges.
13. Check all bolts and nuts for tightness, i.e. mountings etc. 3. Check turbocharger for clearances and excessive carbon
deposits.
Daily service
Additionally every 125 000 f in or 2 500 hrs ;fc Thoroughly clean all external of the engine.
1. Check and or service starter and alternator. 2. Preserve the fist system by fffliajl the tankpfllally with
fuej Add 10% numingtfc oil or initial operating o i f t o ^ i
2. Check compressor, decarbonise cylinder head and dttvery ttili • ■
pipe
3. Renew coolant according to applicable mixtures and pro
cedures.
Frost and corrosion protection
4. Start and run engine to operating temperature.
Engines should be properly protected against freezing’ and
corrosion..Ifor the correct coolant mixture to the latest Switch off the engine and drain the engine oil while still
Service Bulletin on this sSiihject. hot. Renew the oil filter element. Fill the sump to full
mark with recommended engine oil. Start the engine for a
Where the coolant is drained to protect the engine against short period td i||p |J ® fh e lubricant.
freezing, it is important Rafthe radiator tap. ^opk tap/plug and
oil cooler plug be iasnovedjjli order to drain all the water. 6. Disconnect the compressor inlet and outlet pipes. With the
control lever in the stop position, turn the engine with the
starter and spray £ 8 ml running-|i |»1 into the com
Coolant specification pressor intake pipe while engine is turning. Replace the
pipes. Important? Do not turn the engine for an extended
The quality of the coolant l|||c fri|l used can have a great effect period, as the starter motor may be damaged.
on efficiency and I l k o f the cooling system. The
recommendations indicated below can to protect against 7. With the inlet manifold or injectors removed, pour 15 ml
frost and/or corrosion. running*in nil into each cylinder. Slowly turn the engine
one revolution. Replace f|e inlet manifold or injectors.
I f the correct procedures are ap t ADE cannot be Hpit
responsible for frost or Corrosion damage. 8. Seal off the air M K and exhaust outlet witfr water proofed
adhesive tape.
The coolant system ronSt be f?Bed with eqi#al quantities of anti
freeze and water (50% concentration) and the same mixture 9. Close off all o f ® 1openings with tape.
Must be used if coolant is added dining service. The
concentration must be checked once a year (at the Part of the IB. Remove V-belts aJsd store in a plastic bag.
cold period) and the coolant renewed every second year. If ft is
possible, use,clean soft water i^fhe coolant. *■ Us Spray all bright or unpaipted parts of the .-engine With
running-in oil I f protective wax.
Refer to ADE bulletin GB94/0.! on Approved Consumables and
Service Intervals. JH. Top up the cool® and >oUlevels and fill the fuel tank com
pletely.
Engine preservation
N O IS flkn^measures must be repeated after 12 months.
When an engine installed in a vehicle is laid-up for a prolonged
period of tune, it should be properly protected against corrosion. For approved engine oil & coolant additives idfer to the latest
We recommend that the following procedure be carried out on ADEiffindce bulletin on approved product-.
engines which are laid-up for a period of >12 mofiffei or more.
SECTION 10-1
Fault Diagnosis
f a u lt fin d in g c h a r t
Fault Possible Cause
Low cranking speed 1,2,3,4
Will not start 5,6,7, 8,9,10,12,13, 14,15,16,17, 18,19,20,22,31,32,33
Difficult starting 5,7, 8,9,10, 11, 12, 13, 14, 15, 16,18,19,20,21,22,24, 29,31,32,33
Lack of power 8, 9,10,11,12, 13,14,18, 19,20,21, 22,23,24,25,26, 27, 31, 32,33,61,63
Misfiring 8, 9,10,12,13,14,16,18,19,20, 25,26, 28, 29, 30, 32
Excessive fuel consumption 11,13,14,16, 18,19, 20,22, 23,24,25,27,28,29,31, 32, 33,63
Black exhaust 11,13,14, 16,18,19, 20, 22,24,25, 27,28, 29,31,32,33,61, 63
Blue/White exhaust 4,16,18,19,20, 25,27,31,33,34,35,45, 56,62
Low oir pressure 4,36,37,38,39,40,42,43,44, 58
Knocking 9,14, 16,18,19,22,26,28,29,31,33,35,36,45,46, 59
Erratic running 7, 8,9, 10,11,12,13,14,16,20,21,23,26,28,29,30,33,35, 45, 59
Vibration 13,14,20,23,25,26,29,30,33,45,47,48,49
High oil pressure 4,38,41
Overheating 11,13,14,16,18,19,24,25,45, 50, 51, 52, 53,54, 57
Excessive crankcase pressure 25,31,33,34,45, 55, 60
Poor compression 11,19,25,28,29,31,33, 34,46, 59
Starts and stops 10,11,12
A prefinished bjtph is available to referee & wom bush. The 5. Degrease the fiftftrft with a suitable solveirb Once degrea
wom bush may be extracted and replaced by a new one, making sed outer walls of the line*' mtst'hot be touched-hy
sure /'that the o l holes in the- bush -in i' cylinder block fe ll
correspond.
S, Apply Loctife fail to the top 40 mm liner ouifefejjL,.
using either a brush or applicator.
CylindeitCiners
7 Using a brush apply iJO mm wide band offubricantla’fhe
All ADE 236 engines are fitted with flanged cast iron cylinder parent bore at a poifift commencing 60 i P | down the bore.
liners. These liners (which in production are an interferences!)
should not be reboredfcfettt replaced with ft pre-finished service 8. Press the liner home and remove any excess adhesive from
liner (which is a transition fit). Should pradfetion. liners (as the cylinder block fife
replacement) be used', A will be necessary to bore mid fmi&
hone to the dimension on page 08-Si 9. -Check that the liner flange protrusion from the cylinder
"block face is within specification.
Cylinder liners on engines built prior to November *93 had a Note: In the event of incorrect parent bore liner recess, the
flame ring which effectively protruded above the block face Loctite application makes rework fijfthe parent bore liner
jjrig. ItMt). Liners on engines IfeP; from November '93 do not recess unnecessary.
have a flame ring and flush With the block face
(Fig. 11-2). These liners also have a larger outside diameter
requiring ^ cylinder block parent bore to dimensions as listed on General
pagfiOS-3. The non-flame ringed liners can be jp M te old
blocks (strengthened' Turbo n feel' only) with a subsequent When using a boring bar on ffe-top of the cylinder block, H a
change jft fire parent bore diameter (refer page 08-3).: parallel plate between ffe boring bar and cylinder block face.
To Renew Cast Iron Cylinder Liners The underside offfe flange of He cast iron liners fey e a radius.
The chamfer on the flange recessTn the block, between
L RemovAall components from the cyilndfeblock. the remm and the f e e r parent bore, is 0,51 to 0,76 fnm wide x
0,64 to 0,89 mm deep to accommodate this radius.
2. Remove die cylinder head studs.
H lk advisable to allow a settling i|t period to elapse before
Press out the liners from the bottom. checking the m f e internal bore diameter of the- ifiier. The
acceptable limits are given on page 08-3.
4. Clean the parent bore (liners removed) with ft h»f pro
prietary washing solution. After washing, the bores mUESt Each new liner fthould be checked in three positions « top,
not be touchedhy hand. centre and bottom; the readings being taken jftaftsVersely and
parallel to the centre line of the cSJHfjfeSfeckT
Fig. 11-1 Old level flame ting flanged liner Fig. 1J*2 New level non-flame ling flanged User
SECTION 12-1
Cylinder Head
1
5. Remove the fuel pipes from the fuel injector pump outlet
and inlet to filter.
6. Disconnect the fuel pipe from the fuel lift pump outlet to
the fuel filter. Remove the fuel filter and boost control
Ifi- Remove the air filter and/or the conneci^g hose. .'Remove
the induction and exhaust manifolds.
12. Remove the rocker assembly from the cylinder head (Fig.
12-5). Remove the push rods.
m (W aning
Val v^<3uiifttes , -
Engines are not fitted with detachable V$!em guides. The valve
bores are machineddirectly intothecylinderhead.
7 8 OLD NEW
, 3| Q-Ring
4. Inner valve spring
5. Outer valve spring
7. Exhaust valve .
8. Inlet valve
To Remove
suitable
and teinov£^pg two collets
and
lip p t 1. Rocker shaft bracket
£ . R em ove th e ’sp tin g caps, springs and valve ^ t e i :c 4 .iW p l M, Rocker lever
, (if F itte d ). RemoS® the valves. w. Oil feed connection
Cylinder Head 12-3
Three service valves are available for both inlet and exhaust 1. Using the valve bore as a pilot, machine the recess in the
with oversize stems o f0,08 - 0,38 and 0,76 mm respectively. To cylinder head to the dimensions in Fig. 12-9.
fit 0,38 and 0,76 mm oversize valves, the bores in the cylinder
head must be reamed with a piloted reamer (See section 21). 2. Remove all machining swarf and clean the insert recess.
Using the valve bore as a pilot, press the insert home using
the inserting tool (Fig. 12-10). Under no circumstances
Valves and valve seats should the insert be hammered in, neither should lubri
cation be used during the pressing in.
Check the valve stems for wear and their fit in the respective
guides. 3. Inspect to ensure that the insert has been pressed fully
Examine the valve faces for pitting or distortion. Valve refacing home and is flush with the bottom of the recess.
should be at an angle of 45 0, and 30 0 for 236T inlet.
4. Using the valve bore as a pilot, machine the "flare" to the
Valves should always be fitted to their original seats, and any dimensions in Fig. 12-11.
new valve fitted should be suitably marked to identify its
position if removed at a later stage. 5. Remove all machining swarf and burrs.
Where it is necessary to conform with the smoke density 6. Re-cut the valve seat at an included angle of 90°, so that
regulation the valve depths must not exceed production limits as the valve head depth below the cylinder head face is
given on page 08-7 (See Fig. 12-8). within the production limits of 1,19 to 1,45 mm for ex
haust exhaust valves, and 0,89/1,14 mm for inlet valves.
The maximum wear limits quoted on page 08-2 are for areas
in which the smoke density regulations do not apply. NOTE: Work as closely as possible to the minimum figure to
allow for re-seating at a later date. When re-facing a valve the
The valve seats in the cylinder head should be reconditioned by included angle of the contact face is 90 0.
means of cutters or specialised grinding equipment at an angle
of 45° or 30“ for inlet seats 236T.
Hand Grinding
When fitting inserts to the valve seats, ensure that genuine ADE
parts are used and proceed as follows: Fig. 12-8
Cylinder Head 12-4
Valve Springf
Inlet
A« 45 0
S - J S p 5 ®#®
C - 6 335m m
D - 76,20 mm
S * 18 to 40,21 mm
J ^ S t J B to 51)28 JWft
0 '» J^79 mm radius
H - 1,5 9 mm radius
J-
K - 9,45 to. 9,47 mm
fixhaufjt 1
A ?,1*59 m ntld^tS0
B-
£r"7)92m m
■p^..7632 f ISWIi
S - m ,7 0 to ja m
F “4 % 4 2 to 43,67;*ttlh
Fig. I f f G -0,79 mnEi»31iis
mm' radius
J s f 1)59 m m at 45°
Inlet K - 9,45 to 9,47 WfflS
A - 7)39to 7 )3 ] mm
B - 51,22 to MfSi
C -0,38 mm Examine the valve springs w jtkrogSfd to squareness of the ends
&i8l load^deaaSfcpedatSpecified lengths; detaiIs Can be fauad lh
Exhaust T^iMiie»ll^da4pageB8-7.
A - 9,52 to 9,65 mm
Each Sptiag incorporates dam per coils g | one c o d , which must
B - 4 2 ,6 2 1&42,64 mm
b e rlS te l fmVBfd the JtgdSalter'hearL ,
C - 0,3 8 .
Cylinder Head 12-5
To dismantle: Checkifitii push rods for straightness. If any are bent, fit replace
ments.
1. Remove dttfilips and washers from each end of the rocker
shaft
Valve Stem Oil Seals
2. Withdraw the rocker levers, springs, washers and support
brackets. Where oversize valves are: fitted, alwaypspiHs that the correct
size valve seals or O-ringsare used, •
3. Remove the locating screws from j|gf- rocker oil feed
connection and withdraw i | p connection. Examine the
rocker lever bores and shaft for wear. Rockers should be
an easy fit on the shaft without excessive side pl^pt - Agricultural engines are fitted with different valve caps from
those used on vehicles and turbocharged engines.
2. Refit the support brackets, springs, and tockeelriMk in To Re-Assemble the Cylinder Head
the correct order (Fig. :fjS3X The support brackets afe
interchangeable and when fitting them- ensure that the 1. Lightly oil valve stems.
securing stud holes are to the tight, viewing the shaft from
file front end, with each pair of rockers inclined away from 2. Fit the valve to its correct guide or bore. '
each other at the valve end.
3. Fit the fplye stem oil seals.
Note: Aluminiuirf or cast iron brackets may be fiHed and
the torque will differ (See page OS-7). 4. Locate spring seat washers, valve springs and spring caps
|ii position (and "©"-rings if fitted).
3. Fit securing washer and circlip to each end of the shaft.
5. Compress each valve spring and fit the valve collets.
Cylinder Head Gasket - Rctorque Type Is Lightly oi 1 the threads .p H tighten If® nuts/bolts pro-
gressively (in 3 stages) to the specified torque.
On engines teolJi' prior to Novsmber 1993 the liner used bad a
protective flame Sing which protruded above the cyliiideig&lock ■2. Fit the push rodsandrefitiSie roCker |® |t assembly. Fit a
head.ftie, ; -'. new mbber sealing ring to the rocker oil feed connection.
The cylinder l® d gasket used has a tin plate sealing ring mid WiRt the latest type rocker oil feed connection the rubber
can be:i<feBft§8d bythe number 36812349 stamped on olive should ber t i e d in the recess i&ithe cylinder head,
face side ®ibr®llitting fljfc rockershaft assemblyj|pg. 12-13).
Use two locating .studs in positions indicated in Fig. 12-12. * 'H, Adjust the valve clearances as d etailed ® ^ , Fit the rocker
cover, r
The cylinder heads of all eBfgpKafittted with ,tips liner'arid Note: On 236C/T engines fit the cylinder head cover *
gasket arrangement should be progressive torqued (in tht&e ■. gasket with the silicone coating toward the exhaust side.
stages) in the pjigr shown in Fig. 12-12, to £ torque of 136 Nm.
The final StageS'Shqii^lie SlflSflpit 4k. Refit the injegfrpi vflffcnew copper en- ;
After initial w&rm-up'the cylinder head fasteners should all be suring that they, seatig^igi^i Refit the high pressure fuel
re-torqued and again when the machine or vehicle* has , pipei (See page 17-7),
completed approx. 3 i hours or 1500 t o t
5. Fit the breather pipe assembly to||i|,cylinder head cover. ■
Cylinder H ead Gaskets-jVon-Rctorque Type 6. Refit the fuel filter to the cfftidef head and the-fbel pipe
• between the lift pump outlet and the filter.
A lsssp t® ® new cy lin d er h e a d ijp ito tii .
' 7. Fit the fudl’pipes between th^fSRer and the injection pump
This procedure only applies to with iffSj$aviSi3lh^ and * inlet and outlet.
gaskets, i.e. liners that are flush a ife the cylinder block f ip t-
w itjptt flame ring. 8. Refit the injector leak-off pipe assemblyf. \
Refer to Fig. 12-12. Ushs|($K® locating stpd§i|i positions S-16 .9. Refit inlet ■
and S-21; fit the gasket and cylinder head, 'ffjjhi&i the set i lead and fu ^ feed pipe to the thermostart unit.
P IPE A S S E M B L Y
SEAL
S E A L IN F IT T E D P O S IT IO N
CURRENT ARRANGEMENT.
Fig. 12-1$
Fig. 12-13 •
t
Note: When retightening cylinder TisSf nuts/bolts, the engine To Check or Adjust Valve Clearances
coolant temperature should not be less than 7 7 °Q ‘~j|pfhe
nut/bolt moves when lig h te n in g , then tighten up to the torque These are checked between the top of the valve stem and rocker
quoted on page 08-1. arm (Fig.. 12-14) and should be 0,25 mm with the engine hot.
If the nut/bol does not fhove before the correct torque is • nE **’
aeh^ft%sthen slacken off 1 /lf to 1/6 of a turn (30° \o 60°) and When*adjusting Valve clearances the following procedure should
re-tighten to the correct figure. After re-tightening all the . be adopted:
nuts/bolts, the first 10 positions should be rechecked without*
further off to ascertain they are still tightened to the 1. With No. 1 piston at TDC the valves rocking on No. 4
correct torque. cylinder (i.e. the period between the opening of the inlet
valve and the closing of the exhaust valve), set the valve
clearances on No. 1 cylinder.
STRAIGHT EDGE
V W W W 'W W W l
• V W V W V mW W W
* \ \
\
Fig. 12-14 Fig. 12-16
SECTION 1M
Pistons and Cofinei^ing R ods
To Remove Pistoifs and Connecting Rod Assemblies.
Fig. 1 3 |i
Pistons and Connecting Rods 13-2
P is to n rin g s A D E 236
T op C om pression
C hrom ium p la te d B arrel face, In ternally cham fered
2 nd C om pression
C hrom ium p la te d T a p e r F ace
O il C ontrol
C hrom ium p lated, springloaded
C onform able
P is to n rin g s A D E 2 3 6 T
T op C o m p ressio n
M oly b d em u m p la te d W ed g e faced
2 n d C o m p ressio n
C h ro m e p la te d T a p e r faced
O il C ontrol
C h ro m iu m p la te d , sp rin g lo ad ed ,
c o n fo rm ab le Fig* 13-4
Pistons and C onnecting Rods 13-3
Naturally aspirated:
Tiubo St Compensated:
f ig . 13-5
F i© |4 -2
Crankshaft and Main Bearings 14-2
Fig. 14-3
4. Remove the connecting- caps attd< big n i l bearings Before commencing regrinding operation®., examine the crank
(P a gt'p -l|- shaft to' see if it has been hardened by the Tufflriding process.
for naturally iispirjifed agricultural ijSJjgpBS*. are
5. Remove the rear main bearing - Tufftrided.
6. Take off the rear main bearing bridge piece. If the crankshaft is a it Will be
to re-Tufftride it, regardless f|j1gytf$|jgg(iter to which
7. Remove the oil pump (Page 16-2). Ihta rcgroiiSd.
The crankshafts of engines fitted with lip type rear dE seal* have
to provide a
seat for the lip seal. If all the three positions for this seal D&V#
been used, the sealing area of the flange may be Kgrourtd to rj:
minimum diameter IP ft leaving an1 unmachined
diameter for a distance of 4 fc.fgarpnd.
Fig. 14-4 W& not necessary to H Tufftride the flange after this operation.
C rankshaft and M ain B earin gs 14-3
C rankshaft R egrin d D ata
C 39,47 mm maximum
D 44,68 mm maximum
E 40,55 mm maximum
F 39,47 mm maximum
Independent readings:
Crankshaft Pulley Rear Oil Seal Flywheel Flange
Diameter T.I.R.: 0,05 mm Diameter T.I.R.: 0,05 mm Diameter T.I.R.: 0,05 mm
Journals T.I.R.
Number 1 Number 2 Number 3 Number 4 Number 5
Mounted 0,08 mm 0,15 mm 0,08 mm Mounted
C rankshaft and M ain Bearings 14-4
1. Bridge piece
2. Bridge piece End Seal
10. Refit the connecting rod caps and big end bearings (page
3. Clean the bearing housings, place the top half bearing in 13-30).
position and liberally oil.
11. Refit the rear main bearing bridge piece to the cylinder
4. Position the crankshaft. block (Fig. 14-5). The rear face should be flush with the
rear face of the cylinder block (Fig. 14-6).
5. Oil the two upper thrust washer halves and slide into the
recesses provided on either side of the centre main bearing 12. Fit new seal in the rear main bearing oil seal housing and
housing. refit the housing.
6. Liberally oil and fit the lower halves of the main bearings 13. Refit and correctly align the flywheel housing (page 18-5).
to the bearing caps. Fit the caps in their respective posi Refit the flywheel.
tions so that the lower halves of the thrust washers are
correctly positioned on either side of the centre main
bearing cap. The main bearing caps are numbered, No. 1 14. Refit the oil pump, timing case and timing gears (see page
commencing at the front of the engine. Each cap is also 16-4 and section 15).
marked with a serial number as stamped on the cylinder
block bottom face. These should read in line (Fig. 14-2)
15. Refit sump strainer, sump and the oil pump suction and
delivery pipes.
Crankshaft and M ain B earings 14-5
Lip Type (Viton) Rear End Oil Seal C. Second service position: This can be used when position A
and B have already been used without modification to the
Current engines are fitted with a spring loaded lip seal which crankshaft flange. Do not use if the earlier seal has been
locates around the periphery of the flange on the crankshaft, fitted 6,4 mm below the housing face.
with a dust lip on the outside. The seal is designed to function
correctly with the direction of rotation of the engine, and for D. Extra service position: This can be used for engines with dry
identification purposes the seal is marked with an arrow. flywheel housings, if a new crankshaft is fitted or the crank
shaft flange seal area has been corrected, and ensuring that
The lip type seal, and its counterpart crankshaft are not inter the seal is fitted squarely in the housing.
changeable with previous types.
This seal is easily damaged, and extreme care should be taken To Fit Lip Seal Housing
when handling and fitting it. Any visual damage across the lips
of the new seal will cause leakage, and prevent bedding in of the Clean the faces of the cylinder block and oil seal housing and
seal. the outside diameter of the crankshaft flange.
The oil seal now being installed on production, is fitted so that Check that the seal and the outside diameter of the crankshaft
the seal is below the rear face of the seal housing, as shown in flange are not damaged. Where a new seal has been fitted, check
Fig. 14-7. that it is in the correct position as previously detailed.
In addition to the old positions, two new positions have been Ensure that the two dowels are fitted in the cylinder block (Fig.
introduced which are also suitable for use with the old seal, 14-8). Coat both sides of the joint with Hylomar jointing
where it is fitted level with the rear face of the housing. Special compound and position the joint over the dowels in the block.
tool, Part No. 4020 1429, is suitable for fitting both new and old
seals. Using clean engine lubricating oil, lubricate the crankshaft
flange, the seal and the seal guide. The lubrication of the seal is
necessary to prevent damage that may be caused by initial dry
running.
Position the seal and housing on the seal guide, locate the guide
on the crankshaft flange and gently press the seal and its
housing into position on the flange, locating the housing on its
dowels (Fig. 14-8).
Withdraw the guide and secure the housing with setscrews and
washers.
Fig. 14-7
Fig. 14-8
SECTION 15-1
Camshaft, Timing Case and Drive-Timing
1. Using a press, remove the oil seal from the timing case
cover. Fig. 15-2
2. Press the new seal into position, until its front face is
below the front face of the of the cover, as follows:
236 Agr. 10,9 to 11,4 mm; 236 Veh. 7,6 to 8,2 mm.
The seal functions correctly when assembled such that the arrow Checking the Timing Gear Backlash
corresponds with the direction of rotation of the engine.
1. Remove the timing case cover.
To Refit the Timing Case Cover 2. Check the timing gear backlash (Fig. 15-3) using a clock
gauge or feeler gauges. This should be 0,08 mm minimum.
1. Refit the cover and slide the crankshaft pulley into posi
tion, or use special tool, part No. 4020 1908, to centralise
the cover. Tighten some of the bolts, then remove the
pulley to gain access to the nuts at the bottom of the cover.
3. Bolt the alternator adjusting arm to the timing case and fit
the fan belt.
Fig. 15-1
Camshaft, Tim lag Case a id Drive-Timing 15-2
2. Remove the idler gear retaining plate. I. Where necessary, replace idler gear buitai. these require
boring to finished size after fitting
3. Remove the idler gear from now be
withdrawn from the timing ease (Kg. 15-4). NOTE: Where a fy® load is taken through the liming gear train,
i i l i l U idler gears are fitted with needle bearings. .
4. Examine the gear and hub for wear, cracks, pitting, etc. -
Fig. 15-5
Camshaft, Timing Case and Driv^Timfeng 15-3
1. RemoveQ^timingJSSefiront covifr. .5, Position H it idler gear on its hub ind.ppSOSg: JteretaM p ji
plate with MMijMM bolts torqued to 41 N a t Check that all
. 2. Remove llies camshaffgear tettSslilg bolt; lUBkp^washer I f l i i l l marks are*|SgnecL
and retaining plate.
6. Tighten the camshaft bolt. Ipsa tprq.i|g of 68 Nm and lock
1, Using a gmSable '&Pr3£$&,>. the camshaft gear th«&ftnsSa#hS'. ’
15BH ^
7. Refit the timing case ImiaiseoVer.
4. Examine the gear for wear, cracks and pitting etc.
8. Tighten down She fMfefe assembly and adj|sj| fc y a lv e
NOTE Where :ft camshaft is stamped with the letter ”M” Use. > clearance to -£|fi5 mm hot(0,3®tarh:#Siji).
metric adapters.
To RefftdBMlfuel P u m p iG M r
1. Fit th® fuaT SBffip gear (o the shaft, locating the dowel of
s the gear to the slot on Big fuel pump shafM®(d align ||§
punch mark w itbthe double pMcfe m arlsaiith sjtd ler gem
,^ 15-8).
Fig. 15.6
Camshaft, Timing Case and Drive-Timing 15-4
3. Refer to Fig. 17-6. Release the screw (5) of the timing tool
4020 1364 and remove the splined shaft.
5. Release the bracket locking screw (4) and set the bracket
so that the chamfered edge is in line with the relevant
engine checking angle, see page 8-12.
To Remove the Timing Case 8. Slide slotted pointer forward to reach rear face of timing
case and lock into position.
1. Remove the timing case front coyer and timing gears.
9. Take up backlash by turning tool against normal direction
2. Remove the fuel pump and exhauster or compressor and of rotation (shown on pump nameplate) and mark the
compressor drive (where fitted). scribed line on the rear of the timing case to coincide with
the centre of the slot in the pointer (see Fig. 15-10).
3. Remove the nine bolts and spring washers securing the
timing case to the cylinder block. 10. Remove tool and adapter from fuel pump gear and fit fuel
pump to engine as detailed on page 17-3.
4. Remove the four bolts and washers securing the sump to
the timing case.
New timing cases are not marked with the scribed line for the
correct alignment of the fuel injection pump.
2. Fit the adapter 4020 1377 (see Fig. 15-9) to the fuel pump
gear so that the dowel of the gear locates in the slot of the
Fig. 15-9
adapter. Secure the adapter to the gear.
Camshaft, Timing Case and Drive-Timing 15-5
3. Refit sump.
4. Fit the camshaft thrust ring on the dowel in the front face
of the cylinder block (Fig. 15-11). Check the protrusion
beyond the front face of the cylinder block.
See Technical Data, page 08-6.
6. refit the timing case, timing gears, front cover and sump.
7. Refit the push rods and rocker assembly. Adjust the valve
clearances to 0,25 mm hot 0,30mm cold). Refit the rocker Fig. 15-13
cover.
Camshaft, Timing Case and Drive-Timing 15-6
1. Attach a piece of wire to one of the timing case bolts in Part No. stamped on Valve Clearance
such a manner that one is positioned close to the outside Rear End of Camshaft Setting
diameter of the crankshaft pulley. This is to effectively act
as a timing pointer.
3141 5321 fitted to all naturally
2. Establish TDC of pistons nos. 1 & 4 and mark the position 3141 5371 aspirated engines with 0,53 mm
on the crankshaft pulley directly opposite the pointer. 3141 5374 rated speeds up to
7015 0618 2300 r/min
3. Turn the crankshaft until the valves on No. 4 cylinder are
rocking.
3141 5292 fitted to all naturally
4. Set the valve clearance of No. 1 inlet valve according to 3141 5372 aspirated engines with 1,2 mm
the cam form of the camshaft fitted. (Ref. table opposite) 3141 5381 rated speeds
7015 0579 2301 r/min and above
5. Turn the engine in the normal direction of rotation until
the valve clearance of No. 1 inlet valve is just taken up.
3141 5294 fitted to all
6. Check that Nos. 1 and 4 pistons are now at TDC (by 3141 5373 ADE 236T engines 0,94 mm
means of the pointer). 3141 5382
7015 0605
The valve timing tolerance is ± 2,5°. When the timing is found
to be correct, return the crankshaft to the position as per (3.)
above, i.e. valves on No. 4 cylinder rocking, and reset the valve
clearance to 0,25 mm hot (0,30 mm cold).
SECTION 16-1
Lubricating System , Sump and B alancer Unit
The importance of correct and clean lubrication cannot be The Oil Pump
stressed too highly and all reference to engine oil should be
taken to mean lubricating oil which falls within the specification The following instructions refer to the lobed rotor type oil
given in Section 20. pump. Where a balancer unit is fitted reference should be made
Care should be taken that the oil chosen is that specified for the to section 16-7 for details of the gear type lubricating oil pump.
climatic conditions under which the engine is operated.
The oil pump is secured to the front main bearing cap by three
bolts.
Description
The oil pump gear is driven through a bushed idler gear.
The lubrication is of the forced feed type, the oil being
circulated by a lobed rotor type oil pump, driven through an The oil pump drive gear is pressed and keyed on to the pump
idler gear by the crankshaft gear or by a gear type oil pump, driven shaft on the other end of which is pressed and pinned a
driven from the rear of the balance unit (when fitted). The oil is three or four lobed rotor. This rotor meshes with a four or five
drawn through a sump strainer to the pump. Oil is then pumped lobed driven rotor; which is free to rotate in the cast iron pump
to the relief valve housing and the full flow filter. When a centre body.
mounted balancer is fitted the oil pump and relief valve are
integral with the balance unit
Piston Cooling Jets
Oil passes through the filter and oil cooler to the pressure
gallery. Refer page 16-6.
From the pressure gallery the oil is fed to the main bearings and
big ends. A seal prevents oil leaking along the crankshaft at the Oil Pressure Relief Valve
rear end.
Refer page 16-4.
The camshaft bearings are lubricated from numbers one, three
and five main bearings..
The idler gear and hub are pressure lubricated Jfecilp from the
pressure gallery. Oil enters the rear of f|6| hub and passes
through drillings to lubricate the idler gear MM and gear
retaining plate from the front camshaft bearing idler gear hub
and fuel pump hub.
Fig. 16-2
1. Remove the sump. 1. Remove U s oil ptmpp drive gear retaining circlip and the
drive gear.
2. Remove the strainer.
Note: On later oil p ® ^ th i$ g e a r is a press fit on theishoft'.
3. Remove the suction pipe.
2. Remove the key from the keyway of the drive shaft.
delivery pipe between the
valve housing. '% Remove the end plate.
6. Remove '$ 1 idler gear circlip and idler gear (Fig. 16-3 and
iP ij-
4. Remove the drive and driven rotors from the pump body. 2. Install the inner and outer rotors in the pump body. The
chamfered edge of the outer rotor enters the pump body
5. Remove the "O" sealing ring (where fitted) from the pump first.
body (Fig. 16-6).
3. The clearances of a new pump are given on page 08-9 and
Note: On later oil pumps no "O" ring seal is fitted. are checked as shown in figs. 16-7, 16-8 and 16-9.
2. Position the idler gear on the shaft with the recessed face
towards the front and secure with the circlip. Check the
idler gear end float which should be 0,05 to 0,41 mm.
Check the backlash between oil pump gear and idler gear
which should be 0,15 to 0,23 mm (Fig. 16-11).
Fig. 16-9 3. Refit the timing case, timing gears, timing case front cover
and crankshaft pulley.
4. Refit the oil delivery pipe between the oil pump and pres
To assemble the Oil pump sure relief valve housing.
1. Fit the driving and driven rotors to the pump body, 5. Refit the suction pipe to the oil pump.
entering the chamfered end of the outer rotor to the body
first. Refit end plate using a new "O" sealing ring (where 6. Fit the sump strainer to the pump suction pipe, and refit
fitted). the sump to the engine. Refill the sump with oil of an
approved grade. Before starting turn the engine over, using
2. Place the key in the keyway of the drive shaft, and refit the the starter motor with the stop control out until oil pres
drive gear to the shaft (press gear onJtesit with the shaft). sure is indicated.
Fig. 16-10
ill 16-n
Lubricating System , Sump and B alancer U nit l6 -5
To Remove and M im aitflethe Relief Valve Assembly 3. Refit the relief valve housing to the cylinder block.
1. Remove the sump. - 4. Connect the oil pump delivery pipe to the relief valve;
housing.
2. Disconnect die oil pump delivery pipe at the relief valve
end. 5.<1Ensure that the sump stra in ® ^ correctly positioned on the
oil pump suction pipe.
3. Remove the relief valve housing (Fig. M-12).
Refit the sump and refill with oil of an approved grade.
4. Remove the ■splitpin from tlie end -of5U p relief valve
housing and withdraw the cap, spring dils&Rlunge&p§£.
Lubricating Oil Filters
5. Thoroughly £&&& all parts and inspect wear or A sump strainer and a full flow main JStgr .are fitted.
damage.
The main oil filter is mounted on the^lde of the cyfjpsjiac block.
f o Assemble and Refit itfte Relief Valve Assembly ITie canister should be renewed.as.per seFvictS&^itftdlfe -.’
I,. Fit Ife plunger, spring and cap to the relief valve housing The lubrisaifetg oil filter can be Utted to side of die
and secure with the splitpis, engine, but it i s important to note that to change the filter
positionifieees^tapiS'-^mo^ of the sump and changing the lub-
2. If possible, check the pressure setting of the relief valve. ricating oil pump feed to;fhe opposite.gide of the cylinder block.
TfBfvalve S®4aild lilt between 345 to 414 kPa for naturally oil relief valve must also be fitted. Where a balancer
aspiraiilt engines and 481 to j p t kPa for turbOci^^ed SifTHtSltBds. this-jpust i^so be changed and an adapter plate
engines. If not, extreme -CgpdpaTs advised when starting f itte d # ttoe old filter position as all these modifications are
- the engine, b a ll it Is certain that the prepare reiefiifalve to permit delivery of ^ tr e a tin g , oil to the working
■ is w aking correctly: ■ pilSH ti^'engine.
Fig. 16-12
4. Using clean engine oil, liberally oil top seal of replacement Drain the lubricating oil and remove sump.
safSter.
Remove the hKbjo bolt the j et body to the cyifrtdp:
5. Fill: canister vsiSt clew lubricating oil allowing time for Flick.
the oil tffl fiBer through the dem ent. Screw replacement
canister onto :|jlter head antfl £sa) just touches head aad The piston jet assembly can now Is: removed.
then tigliten as per instruction on canister. Where a tool ^
available tighten to 20 Nm.
H iR e fitlls tta Cooling Jet
6. Run engine and check for leaks.
"Eli body sIimKI be fitted to the cylinder block making sure that!
Note: The oil S lpr canister has an internal valve to prevent the dowel locatesedttSEfip,
drain back. Always ensure that a correct re p h liiiH id f
Insert the banjo boj^jand figfrteote a torque o ff7 Nm.
To Remove and Replace Oil Cooler. Refit sump and fill wtf&li|^eqHhpfjil of an approved grade
Withdraw fife two bolts securing the filter to the ^l'inder block
and remove the filter assembly. Refit with new joint aiid torque
the bolts to 4f Nm.
Check the sump level after running the engine and top up as
necessaiy.
'Wien replacing a crankshaft, the correct type sha8ld be fitted as Thoroughly #san both mate female lfi|if§s with a suitable
determined by® erem oved crankshaft. - degreasing fluid (not kerosene), allowing 15 Ijjinates ^ r it to
dry." It is recommended 'A A where possible, Locqrfis Q
It is also important to note t i l t balancer tihigs vary according to Activator be used fhr this purpose as it will considerably reduce
which |ade o f f ie engine the lubricdfihg-ipil Sife*1 IS-ifitted.. the curing time.
When replacing a balancer unit, always ensure that the correct
type is being fitted. Apply ai light coating o f Loctite grade 601 to both male and
female fit the stud or screw and tighten to the Specified
torque.
t o Remove
A curing period p f 2!§hours (1 hofij^fjfLQcquic Q ActivatorJiMr
Remove the sump. been; used) at room tlsmperature must now be allowed before the
engine is started.
Remove the balancer unit complete with the
lBferteating oil pump.
To Re-assemble Unit
Remove the sevijf bolts and washers the lubricating ml It j s essential that balancer unit, drive and driven shafts,
pump to the balancer unit. bearings, keys and oil pump gears .ar«p&if$ed after 5000 hotpt
of operation.
Remove the oil pump complete with backplate and giving gear,
rjfpOSirble. Should the backplate a s l, giving gear remain in When rgpliapeftqj needle or roller astee bearings, they should not
position on the balancer unit, they must be removed separate!^ ' be hammered in, but pressedjp using special tools 4020 2059 or
4020 2062. Needtgj race bearings should be pressed in to a
From file front the balance? Mtfit remove the idler gear hub minimum of ft,20 mm from the end Of the housing. Thicker
retaining nut or setscrew. \ secfiin roller race bearings should be pressed in so that a
clearance ®ff|,76 to I © mm i* i& between the mid faces of all
Rem ove the id le r g— i *** bearings mid the inside face of tfie frame bosses.
Remove the two socket headed grubscrews in i i i i i of the Ijaving renewed any part Plowing signs of wear, proceed as
.balance' weights. follows:
Press out each o f theisiABi let turn towards file drive end, taking Replaii the seven plugs I i the oil drillings o f Hie balancer
care that th&keys in the do not foul ft? bearings in t i l frame.
drive end, of the balancer fimftfe Insufficient care could reaut£:in
the bearings being damaged, and this would mean replacement Should it lave proved necessary to renew thej§ler gear and hub
of the complete frame assembly. securing sfrtil, fit the new stud, Loctite,
Both balance weights may now be lifted from the balancer Should II have been necessary to remove the coupling gears
ililM , complete with from the balance weights. Use Loctite to rc-assemble and
tighten A s socket head capscrews to a torque of’)5 Nm. •
Should it be necessary to renew elSlgir the balance weights or
coupling gears, remove the three socket headed capscrews in Where necessary, renew .the shaft keys.
each balancer assembly and take offfbe «gjup§|6g
Stand the balancer imft; on its lubricating oil pump mid face,
Remove the two thimbles which locjsfc between fife frame and place the two balance weights complete with gears into i | l
the cytloiier block. frame, coupling file gears so that when the shafts are partially
'mfierbi, the keys a r e fe the same A ifiV e position i( i.e. both at
Remove tfaefseven plugs from the oilways in ( le balancer frame top dead centre or both at bottom dead centre.
and clean out the oilwaySi
Balancer Unit 16-8
Fig. 16-16
Rotate the unit by means of the idler gear to ebsiPHhif the As a further check observe that toe single punch marks on toe
action is quite free. idler gear still register between the two punch marks on the
balancer shaft gear in alignment with the gear centres. Accuracy
| | M | the oil pump back plate in position at the tip i of the in timing the balancer unit to the engine is essential as an error
balancer unit. will cause serious consequential damage to toe engine.
iH th e A pump drive gear onto the o f b a l a n c e r drive The ability to turn the engine over by hand is not necessarily
abaft. proof that toe balancer unit is correctly timed.
Fit the iM pump idler gear onto the I t the pump and Secure toe balancer unit to toe cylinder block with the four
^efitJIbe pump housing jto the bafrtfUfif unit. Secure wif& seven setscrews with washers tightened to a torque of 54 Nm.
setscrews w ill washers to a torque of 28 Nm.
After fitting toe balancer unit to toe cylinder block and
Rotate ibe balanc#3ffiit idler gear once more to ensure freedom especially in toe case where a new balancer unit frame has been
M movement. incorporated, check for sufficient clearance between the
balancer unit frame and No. 1 main bearing cap.
Continue rotating the idler gear until; the punch marks once
more coincide. This may take several revolutions. Refit the sump in the normal manner.
To Replace
Running in
locating thimbles into their bores and refit the
balancer unit to the cylinder block, ensuring that the single After renewing any part the balancer unit must be carefully run
centre punch mark on toe crankshaft gear registers between toe in. First run the engine at fast idle for a period of half an hour,
two-punch marks on toe idler gear of toe balancer unit, followed by a further half hour at 1000 r/min.
The balancer unit k now timed to toe engine. When fitting toe Note: Replacement bushes are not serviced separately for the
balancer unit te n a engine where toe front end has-not been idler gear. A replacement idler gear complete with prefinished
stripped, it will not be possible to observe toe punch mark <|i bush must be fitted.
toe crankshaft gear for purpose of timing unit to toe
engine. The stud which secures the idler gear and hub to toe balancer
frame is serviceable as necessary.
Special Tools
Fig. 16-18
2. Remove the balancer unit assembly -COttiffefe with the 6. Remove lubricating oil transfer plate (items 29,23 Fig.
lubricating oil pump. Support the unit before removing the IP-18). Note position of lubricating oil direction indicators
b o ||^ |m it weighjfefc25 kg). on fie outside of the transfer plate for correct assembly
. purposes (Fig 16-19).
1. Remove idler gear assembly (items 12, 13,14 and 15 Fig. 8. Remove balance weights (Items 20, 21 Fig. 16-18) care
10-18). Use a 25 nun AF Allen key in the idler gear hub fully so drive weight gear does not damage the bearings.
M M (item i f jFig. 16-18). Ensure that the idler gear
assembly is removed completely to prevent parts from 9. Do not remove lubricating oil direction plugs (see A and
damage. B, Fig. 16-20 and 16-21). Removal of the plugs can dama
ge the threads and make the frame faulty, a new frame will
2. Remove balance weights cover. then be needed. When right or left hand lubricating oil fil
ters are fitted to the engine, the correct balancer unit with
3. Remove driveshaft/gear and balancer drive gear (items 3 the correct lubricating oil flow must be fitted to suit the
and 7 Fig. 16-18) by removing the locknut (item 9 Fig. filter position.
16-18). Use special tool 4020 2033 on driveshaft gear.
Lightly use hammer and copper drift on shaft at locknut
end position to release Loctite seal of shaft and balance
weight drive gear spline. Ensure shaft threads and needle
bearings are not damaged when the driveshaft is removed.
Note: The spring pin must be removed carefully to espnst that R.H.FILTER ©
the spring and spring cap are not ln|f or cause injury to the
operator when the spring pressure is iHAsed
Fig. 16-21
10. Clean all lubricating oil passages using paraffin spray; dry
dffiasing jar pressure.
Fig 16-19 l l (Ifeedk balance weight bushes (item 22 Fig. 16-18) for
damage or wear, replace if necessary.
M id M ounted B alancer U nit 16-12
13-. Check balance weight for wear or damage on shafts and
gears (items 20nnd2l Fig. 16*18) renew if necessary.
Use of Loctite
To Assemble
’CleaSi and lubricate parent bocea and using special tool 7. Position driveshaft/gear to its timed position (Fig. 16-24B)
(item 8, Fig 16-18) in a Ensure shaft will not move, by inserting special tool
continuous movement until the bearing is 131,16 to 130,16 mm 40202075 in holes C, D and E (Fig. 16-24B), position
from the final face of the frame (see 8 , Fig. 16-23). balance weights and ensure that the flats ofthe weights are
in line with each other. Fit frame cover, lightly tap location
Press in front needle bearing (item 4, Fig. 16-18) using special dowels in place and tighten bolts to 54 Nm. Ensure
) tool a continuous movement until the needle balance weights drive gear does not damage bearing when
fitted.
bearing; 3,0 mm below the front face of the frame (see
D.Fig. 16*233
M id M o u lted Balancer U nit 16-13
8.. 'Mil ■lubricating 3 9 Fig. Note: The lubricating oil direction plugs are.of different length
16*18); Ensure raised symbols are positioned cacrectly tD and have different shape socket beads. The teBg piug bas a
sofrfjfelflfcrica*^ square socket and the.&bert plug&hejsagoti ■soeketi The socket
shape w illin d icate iT th ep ln g s and transfer plate are fitted
belbw theinachS^'^faKfe
12. To replace, place the location thimbles into their bores and
fit balance unit to -eyliader blackas follow s
Set No. 1 afid No. 4 gislOB&at TDC with the balance
Fie-16-24 oil sump (Fig.
I6*24A). Locate the balancer unih.with the dowels and
m esh idler gear to crankshaft gear. Before the bolts are
9. If a new fism e.is osed with new lubricating oil direction tightened chei&Tfe balance weight Hal® ate level with
gtligS, ensure the plugs are fifiedSQrteefiy to suit the filter r£ch other. If the balaneeweigMflajts are not- revel with
positSatJ .-ffljd lt4&ri<3atirag: oil transfer plate symbols (Fig. . each other check the mesh of.file idler gear to the crank
' '■ shaft. If this is: correct the in itrp ^fifin g of thebalance
weight to the d r i.v e -.s h ^ l^ iili^ c ^ ^ ^ ^ M ^ 'b e :;!^ ^ ^ ,"
10. Fit balance weight cover and tighten bolts td lfiN a i, t Tighten bolts to 54 Nm. F it sump atid iighten setscrews to
" 18 Nm.**
SECTION 134
Fuel System
Fuel Filters . 2. Turn the engine. There sh o u ld fe a spait o f fiiel from the
outlet port once every two revolutions. -..
The & S ©t©! iS Qf the paper element type, aad ^ atterijpt
should1 to dlauii the element. It-^jeuld’ be -renewed Pressure Checking of Fuel Lift Pump in Position.
when periodical maintenance is being carried out. '
Fit a 0-70 kPa pressure gauge to the outlet of the pump. Ensure
'The period for changing the element will largely depend iipOR that tb o m a ie o o leaks a t die connections between pump and
the quality and condifton of the fuel available. © rt^ m o tp u tl gauge; Tum the engine for
conditions th e 'e le rt^ f should he retietwkf 15 DOG km or pressure on gauge. If the pressure recorded is less than 75% of
300vM&&' This period should be <fcoreaaed*: if> unavoidable the minimum - production.stati®. ■plesggps. shown helow then
contarniaation o fthefhel tsexperienced; . pvtthaid fhe pump. A liBsbserve th£xgte,at which the pressure
drops. figure; obtained when -(Undugfeas
To Renew F iife r E le^eH t ceased. If less than 30 seconds,
1.. Thoroughly clean the exterior of the filter assembly. - Minimum production - Min. Test Pressure -
' Stoticpressure < (7556 ofttliB,} ’
2 .. Holding filter'' base, rosfcteW thetm ftii^ .. Production Pressure)
the filter head ai^'low er the base and filter element. (Fig. ksPa. kEa
17-2). .Discard the-filler element. . -41. :. . 31.
6. Hold in this posifioriiwhilst the seemtBg b o lf^ loCat^l ^ d . 2. Clean the sediment chamber and check the diaphragm.
screwed home.
2,: Refit the diaphragm and cover. Tighten the secflnteef t p gMl
1. Bleed the fuel system as detailed on page 17-5, just sufficiently to make a tight sealing joint. ;
F igl7~l
Fig. 17-2
Fuel System 17-2
Lift pumps are secured with four studs, nuts and spring washers 1. Check the diaphragm for hardening or cracking and
and two keeper plates fitted vertically between the washers and examine the pull rod for wear at the point where it
the outside face of the pump mounting flange. connects with the rocker lever link. A stem seal fitted over
the diaphragm shaft may be found on some applications
1. Disconnect the pipes. and should be renewed if worn.
2. Remove the pump and joint. 2. The diaphragm spring should be renewed if corroded or
distorted. Ensure the new spring has the same colour iden
To Dismantle the Pump (Fig. 17-3) tification as the original.
1. Before dismantling make a file mark across the two flan 3. The valves should be replaced. The two valves are iden
ges for guidance in re-assembly. tical and may be used for inlet or outlet (Fig. 17-3).
2. Separate the two halves of the pump. 4. Check the filter for condition.
3. Remove the diaphragm by unhooking it from the rocker 5. Examine the flanges of the two pump halves for distortion.
arm link. This can be done by turning the diaphragm If necessary lightly finish to restore flatness.
through 90°. The diaphragm spring can now be withdrawn.
4. Remove the valves by levering from their locations. To Re-Assemble the Pump
Remove the valve gaskets
1. Fit the new valve gaskets and valves to the body. The inlet
5. Remove the pump cover and filter. valve must be fitted so that it can open to admit fuel. The
outlet valve must be fitted in the reverse position to the
inlet valve. Valves are retained by a retaining plate or
alternatively by staking in six places with a suitable
punch.
6. Push the rocker arm towards the pump until the diaphragm
is level with the body flanges. Place the upper half of the
pump into position as shown by the file mark on the
flanges. Install the screws and washers and tighten only
until the heads just engage the washer. Release the rocker
arm and push on the spaded end of the rod so as to hold
the diaphragm at the top of the stroke, and while so held
tighten the securing screws diagonally.
The fuel injection pump is of the D.P.A. distributor type. It is a 3. Secure the driving gear to the fuel pump shaft with the
precision built unit incorporating a mechanical flyweight type three bolts and spring washers, ensuring the dowel is pro
governor. perly located in its slot (Fig. 15-8).
The pump is flange mounted and is driven from the engine 4. Fit the timing case inspection cover.
timing case.
5. Refit the low and high pressure pipes to the fuel pump.
IMPORTANT NOTE: Unless the necessary equipment and
experienced personnel are available, dismantling of the fuel 6. Re-connect the throttle and stop lever controls and attach
pump should not be attempted. the return springs.
4. Remove the three bolts which secure the fuel pump gear to For details of fitting a new fuel pump gear see paragraph
the fuel pump. "Timing Case and Drive" (page 15-3).
5. Remove the fuel pump from the timing case ensuring that
when the fuel pump gear leaves the shaft it stays in mesh
with the idler gear, otherwise the fuel pump timing will be
affected.
Fuel System 17-4
On the fuel pump rotor, inside the fuel pump are a number of
scribed lines, each one bearing an individual letter. A timing
circlip is positioned inside the fuel pump and has to be set so
that when the appropriate scribed line on the fuel pump rotor
aligns with the straight edge on the circlip, it denotes
commencement of injection (static timing).
To set the timing circlip, it is necessary to remove the pump
from the engine and fix the position of the circlip by connecting
No. 1 cylinder outlet connection (marked "W") to an atomiser
tester and pump up to 3 MPa (30 atm). Turn the pump by hand
in the normal direction of rotation, as indicated on the pump
name plate, until it locks up. The squared end of the circlip
should now be adjusted until it lines up with the letter "C" (for
mechanical pumps) on the pump rotor.
To reset the fuel timing, the following procedure should be Fig. 17-6
adopted: - As there is no adjustable fuel pump drive plate on a
mechanically governed engine, the adjustment is carried out by 4. Position the timing tool on the pump drive shaft. Locate
slackening the nuts on the pump mounting flange, and rotating the splined shaft in the hub, slide the tool towards the
the pump body until the scribed line on the pump body flange pump to rest on the end of the hub and lock the shaft in the
aligns with the scribed line on the timing case (see Fig. 17-5). tool (see Fig. 17-7).
Thc ® g i8 e i i f e g 'speed is adjusted l^itheiiiiUiiig.sciqw. (With f t Set the accelerator at the fully open position and ensure
the e h g a e -Wanti, turn the screw clockwise tb ihCK£se '|he jfri^ th e stop conttol is in the *>ruh";po9itioij;
engine speed and anti-clockwise to decrease. -
8. Turn the engine until fuel, from air bubbles, issues
1. Slacken the air vent valve on the front side of the governor Tighten the securing nuts evenly to 18 Nm.
■ coi£rpi<»yer ,fF!g. J7-8). ■'
r
Fig. 17-10 Fig. 17-12
Injectors Should be token out for examination at regular The individual faulty injector or injectors may be determ w u oy
intervals. releasing the pipe union nut on each injector in turn with the
engine running a t afestidlfe
Referto preventive maintenance, page 09-2.
An indication o f a. faulty injector is, if after slackening a pipe
TMfbMowingprebtemsateusuaUycausedb^ union nut,theenginereN®lutionsrgMfflinc^StWl
2. Knocking in one or more cylinders No attempt should be made to adjust the injection pressure
without a proper testing pump and pressure gauge (Fig
#. Engine overheating It is. quite impossible to adjust the setting of
injectors with any degree of accuracy without proper
4., Loss of power equipment.
Fig. 17*13
Fuel System 17-7
Note: Top entry injectors used on some ACfEjBtr -engines can
%&■■$!$&$. 180° out of position, b i f r ^ paeitien the nozzle holes
will not spray into die combustion chamber eetreetly and will
cause a power loss of -AJ^HtoahMtel^'i1®0/^ 'and an increase in
stitoke i^vel. Tfre '-inj^tdpS- insist be fitted’ with the leak off
Description Operation
The A-350 type exhauster is a rotary sliding vane pump with an At all speeds the rotor blades are kept in contact with the bore
eccentrically mounted rotor. The exhauster body and end covers of the body by centrifugal force, assisted by the hydraulic action
are of cast iron and house an aluminium rotor, die-cast onto a of the oil beneath the blades. When the rotor turns, the spaces
steel shaft. The rotor has four equispaced slots to accommodate between the blades vary because of the eccentric mounting of
fibre blades. the rotor in the exhauster body. As a blade passes the inlet port,
the space between it and the following blade is increasing and
The shaft runs in a sintered bronze plain bearing in the rear end air is drawn from the vacuum reservoir. This air is then
cover, and a roller race in the drive end cover, or alternatively compressed and expelled, with the lubricating oil, through the
two sintered bronze bearings. Drive end covers with a roller outlet port to the engine timing case.
race have two shaft seals which contact a hardened steel collar
pressed on to the rotor shaft. The seals are arranged to prevent
ingress of air and dirt, and leakage of oil from the exhauster. Periodic Inspections and preventive Maintenance
Drive end covers with a plain bearing have only one seal
preventing oil leakage. Every 10 000 km or 300 Hours
The shaft drive end is splined to take the drive gear. Check the vacuum lines and fittings. (Vacuum leakage may
occur through the line or reservoir mounted non-retum valve if
The intake port in the exhauster is pipe connected to the the valve seat is dirty or pitted). Examine the exhauster for
vacuum reservoir. The outlet port formed in the end cover of the evidence of oil leakage, particularly at end cover joints, and at
exhauster aligns with the aperture in the timing case. the shaft oil seal.
Lubrication is by engine pressure feed, oil entering through a Check the oil supply line for leaks at fittings and connections.
connection in the rear end cover to an annular groove in the
bearing housing. The oil passes through a hole in the bearing to Check the mounting and end cover nuts and bolts for tightness.
oilways in the rotor shaft, communicating with the slots in the
rotor. The oil passes through the end of the rotor slots to
lubricate the drive end roller bearing. When a plain bearing is Every 90 000 km or 2 400 Hours
fitted in the drive end cover, it receives oil through an extension
of the main oilway in the rotor shaft. Remove and dismantle the exhauster, thoroughly clean all parts
and inspect for wear and damage. Repair or replace the
A passage in the drive end cover to the vacuum side of the pump exhauster with a Factory replacement unit.
relieves oil pressure on the seal.
E xhauster 18-2
Cleaning
Inspection of Parts
Dismantling
Remove the two half-round thrust plates which locate the drive
gear on the front of the exhauster shaft.
Unscrew the four setscrews and remove the rear end cover with
rubber sealing ring.
Remove the four socket head screws, and the drive end cover
with joint or rubber ring.
Remove the rear end cover circlip, blanking disk and rubber oil
seal ring, if fitted.
Examine the body for cracks and damage, and the bore for With recessed end cover, remove the bearing outer race, as
longitudinal ripples or lines. If these are only slight the body is above, and withdraw the inner back plate. Press the outer back
still serviceable, if excessive the body should be renewed. plate and the seals from the cover, using a bar or tube of
33,34 mm diameter. Inspect the back plates for damage and
Examine the end covers and replace if cracked or scored. renew if necessary. Insert the outer back plate, press in new
seals arranged as above, replace the inner back plate with the
smaller diameter first, and press the race into the housing.
Where the cover has one oil seal, fit the new seal with the lip
facing inwards.
End Cover Bearings and Seals - to Renew
Roller outer race: Tap end cover face several times on to a Plain Bearings
wooden block, suitably recessed to accommodate the race. Press
the new race fully into the housing. When the bearing is housed in a blanked off cover, remove the
circlip, blanking disk, rubber ring and press the bearing out of
Seals: Remove circlip, if fitted, seal outer back plate and the cover using a bar or tube 27 mm diameter. Press a new
remove seals from the cover. Fit the new seals with inner seal bearing into the housing until it is 3,18 mm below the cover
lip facing inwards. Replace back plate and circlip. face. Similar action should be taken for a plain bearing in the
drive end cover.
Fig. 18-4
E xh au ster 18-4
along the beai%ig, ;iij3i^ $ narrow half round vteseL. Inspect the
Press the new bush fully into the
cover.
Withdraw the roller bearing inner race and the shaft collar using
the wuvetsal taper base and special withdrawal tool; - items 3
and 1 {Fig 1&4}.
Similarly fit collar with recessed shoulder against the bearing. the sh ifk io guide ijC!
seals on to the collar (Fig. 18-6). Apply grease on the rollers to
Note: The rotor ihd hold tte n -a g s ih ^ theiBner race, and insert the end of the rotor
press by StdhUlar spacer placed over the shaft, and a»seaft% £nlo the drive end cover.
rotor or shaft itself.
Assemble the cover to the body as OTgaialiy .fitted^ with rubber
ring or joint, and secure with dowel, pins to ettstirtf correct
IpsatrOit.
correspond. -
Install the rear end cover with rubber ring to the body.
Installation
F{g.l8i5
Flyw heel & Flyw heel H ousing 18-5
Fig. 18-7
4. Now adjust the clock gauge so that the plunger is at right
angles to the crankshaft flange and rests on the vertical
machined face of the flywheel, at the outermost point of
the face (Fig. 18-7).
To Remove the Flywheel
Press the crankshaft one way to take up the end float and
1. Remove the gearbox. turn the flywheel. The run-out on the flywheel face should
be within 0,025 mm per 25 mm of flywheel radius from
2. Remove the clutch assembly. the crankshaft axis to the clock gauge stylus. If not, re
move the flywheel and check the mating faces for burrs
3. Remove the flywheel (see note). With some applications and dirt.
the flywheel is secured to the crankshaft with 12 bolts and
washers.
5. Lock the bolts with the tab washers.
4. Remove the clutch pilot bearing (if fitted).
4. Check perpendicular alignment (Fig. 18-9). The facing 6. When the housing is properly aligned to the above limits,
should be within the limits listed below. tighten the securing nuts evenly.
Up to 362 mm
0,15 mm total indicator reading
362 to 512 mm Oil Seal for Fluid Drive
0,20 mm total indicator reading
512 to 648 mm Engines which transmit power through a fluid drive have a
0,25 mm total indicator reading sealed back end arrangement consisting of a spring loaded
648 to 787,4 mm rubber seal fitted in the engine backplate which locates around
0,30 mm total indicator reading the spigot on the front face of the flywheel.
5. All adjustments to bring the flywheel housing within the above When fitting this seal, ensure that the lip of the seal is towards
limits must be carried out on the flywheel housing and the flywheel, and the back of the seal is fitted flush with the
under no condition must the rear face of the cylinder block front face of the backplate.
be interfered with
A lternator & Starter M otor 18-7
Alternator Maintenance
General The alternator charging system will normally require very little
attention, but it should be kept free from build-up of dirt, and a
Alternators are driven from the crankshaft pulley by single or check made if it fails to keep the battery charged.
twin belts. Certain alternators have solid state regulators fitted
at the rear, while others have the brush box and regulator as a a) Regularly inspect the driving belts for wear and correct
unit. The regulators of both types are sealed and repair is not tension. It is important to ensure that all belts on a multiple
possible. The voltage output is maintained by means of a control belt drive have equal tension and are each carrying their
box which is fully transistorised. share of the load. Slack belts will wear rapidly and cause
slip which will not drive the alternator at the required
. speed. Drive belts which are too tight impose severe side thrust
Precautions on the alternator bearings and shorten their life. Periodically
ensure that the alternator is correctly aligned to the drive.
The diodes in the alternator function as one way valves and the
transistors in the regulator/control box operate as fast switches. b) Do not replace faulty belts individually in a multi belt sys
Both are accurate and sensitive. They do not wear out and tem. A complete matched set of drive belts must always be
cannot be adjusted, but because they are sensitive to voltage used.
changes and high temperature, the precautions are vital to
prevent them from being destroyed. c) Keep the alternator clean with a cloth moistened in kerosene
or cleaning fluids. Ensure that ventilation slots and air spa
a) DO NOT disconnect the battery while the engine is running. ces are clear and unobstructed.
This will cause a voltage surge in the alternator charging
system that will immediately ruin the diodes or transistors. d) Remove any dirt accumulated on the regulator/control box
housing, and ensure that cooling air can pass freely over the
b) DO NOT disconnect a lead without first stopping the engine casing.
and turning all electrical switches to the off position.
To Remove
c) DO NOT cause a short circuit by connecting leads to in
correct terminals. Always identify a lead to its correct ter 1. Disconnect the electrical connections.
minal. A short circuit or wrong connection giving reverse
polarity will immediately and permanently ruin transistors 2. Loosen the pivot fasteners of the alternator and the adjust
or diodes. ment link.
d) DO NOT connect a battery into the system without checking 3. Release all the belt tension and remove the belts.
for correct polarity and voltage.
4. Remove the adjustment link from the alternator and re
e) DO NOT "flash" connections to check for current flow. No move the pivot bolts. Make a note of the position of the
matter how brief the contact the transistors may be ruined. washers and distance pieces to ensure that they are fitted
correctly. Remove the alternator.
To Fit
2. Fit the drive belts and adjust the drive belt tension.
Drive Belts
1 10 9 12 11
Fig. 18-10
THE LUCAS 17 ACR ALTERNATOR
6. Increase the taigtne speed for a moment to near maximum Thfife i s a fh a itih frte.alternator.
should be "appraxiniately
equal ti» 8. If there is an intetinitteftl light from tite waxnidg light and
th e a m in it e needle is n of stationary when the battery is
7. Operate the aJternator at approximately half speed (engine qharged fuily and no lo a d ls applied:
speed apptejqmately 1500 rpm) and rgBiovfr me-dteefricdl
load. The voltage should go up'te M volts for a 12 volt Check fte :b isJ%dhah normal resistance in fhe.negative-CQntrol
system or -28 volt :■for a. 24 ■volt system and -then remain wire of the regulator. -
constant. the (mjreftfnaad^
afe<toe£ioa. If the resistance is normal, there is a fault in the regulator. -
Any change in the above data can indicate a fault and the proce If the battery ch a rg eis too high an d th e ammeter indicates
dure that follows should be used before ^y-qampo&ente'SredisT high or maximum output at ati tftnes:
connected.. This procedure is not suitable for A127 alternators
and, Jf afhulf m fesundv the alternator should be removed'fct test Check the positive control wire and its connection at the
by a specialist. regulator. -
The regulator is a sealed unit and repair is not possible. If there If the A-fitidl in the
13 a regulator fault, the regulator must be renewed. regulator.
Alternator & Starter Motor 18-10
BEA R IN G S O LE N O ID ENGAGEMENT RUBBER S E A L ECCENTRIC
BUSH U N IT LEVER PIVO T P IN
/P IV O T PIN
LOCKING
NUT
BEAR1
DRIVE END
BRACKET
TH R U ST
W ASHER
THRUST
WASHER
/ CENTRIFUGAL
BRUSH YOKE BRAKE SHOES % SPRINGS RETAINING RING
SPRINGS PINION
IN TERM EDIATE BRACKET
EARTH B E A R IN G BUSH
TERM INAL
COVER B A N D SCREW
D R IV IN G WASHER
Fig.
Starter Motor The clutch is set to slip at between two and three times normal
starting torque, thus providing overload protection for the starter
Operation motor. Back-firing is a typical example of overloading.
2, The lamps do net dim. the Veltffietsa' readingreraaiflssteady If toe «HH«shtor is dirty or discoloured, tilt the femabesand
at about 12 volts, and the starter does not turn the engine. wrap a strip of fine glass or carborundum paper (not emery
dato) round toe commutator, with -th e abrasive ^ d e ip ^ ^ d s.
Connect voltmeter from -solenoid terminal “BAT", and Rotate the armature Tby hand until the surface is even. Clean
s ta rte F y e fe , operate starter: - wiffi a petrel moistened cloth.
Clean the oil supply line to the compressor , Replace bracket which supports compressor to cylinder block.
Remove delivery valve cap and delivery valve seafretastiflg; Reconnect oil pipe and air pipes to compressor. .
spring and check for 'Withdraw’
and check cohdjtirai o f delivery valve. If excessive carbon 'i& fopatfaht
found, and clean ;|j f | cylinder heedy also check
compressor discharge line for carbon and clean or replace the Clean the oil supply ’;and|,. run the (Ssguk:
.line i£npcessaiy, - for a few seconds to be sure the oil M }^^ i f ®«HWng-'free^(.
Service Inspection With the compressor running, check for noisy operation and oil
.Boftaif toefe.
IinSHirt 'that tfN; 4fc cleaner ft. filter is cb®* and correctly
installed With compressor running, check for noisy operation
Mid oil leaks 1■ Dismantling
Removing and-Dismantling Cylinder Head and Cylinder Clean inlet and discharge valves, not damaged or worn
excessively, by lapping them on a sheet of fine emery held on a
Remove the unloader cap and copper washer and withdraw the flat surface.
unloader plunger assembly and spring
Inspection of Parts
Remove the delivery valve cap and copper washer, and remove
delivery valve spring and seat retaining spring. Cylinder
Unscrew the four nuts and washers from cylinder head studs Check the cylinder bore for excessive wear, roundness and sco
and lift off the cylinder head. Remove the joint. ring. If scored or unround by more than 0,05 mm or tapered
more than 0,08 mm the cylinder should be rebored. The original
Remove the delivery valve and screw out the valve seat. cylinder bore is to the limits 66,69 to 66,71 mm and the clea
rance for the piston is 0,05 to 0,08 mm. Check for wear in cylin
Withdraw inlet valve spring guide. (A simple extractor can be der bore and rectify in accordance with the table on page 18-14.
made from two V*in. U.N.F. bolts and a strip of metal formed to
bridge the guide). Remove the inlet valve spring, inlet valve and Piston and Connecting Rod
valve seat.
Inspect piston for scores, cracks or damage of any kind. Check
Withdraw the cylinder and remove the joint. fit of rings in ring grooves, clearance should be 0,01 to 0,06
mm. Install rings in cylinder and check that gaps are 0,08 to
Removing and Dismantling Piston and 0,018 mm. Check fit of gudgeon pin in piston and connecting
Connecting Rod Assemblies rod. Gudgeon pin should be a light press fit in piston and clea
rance in the connecting rod bush should not exceed 0,04 nun.
Remove the compressor mounting bracket and joint.
Inspect the connecting rod bearing for correct fit on crankshaft
Turn the crankshaft to B.D.C. position and release the tabs of journal. Clearance between rod journal and bearing must not be
the locking strap. Unscrew the two bolts and remove the less than 0,02 mm and not more than 0,08 mm. Check
connecting rod cap. Withdraw the piston assembly and replace connecting rod for cracks or damage.
the connecting rod cap.
Crankshaft and Bearings
Remove the piston rings from the piston. If the piston is to be
detached from the connecting rod, release one gudgeon pin Examine ball bearings for discoloration, pitting, wear and
retaining circlip and press the gudgeon pin from the piston and cracked races. Rotate slowly to check for roughness. Defective
connecting rod. bearings should be removed, using a well fitting extracting tool.
Press new bearing on to crankshaft, using a suitable length of
Removing Crankshaft tube, until it contacts the shoulder.
Remove compressor drive gear. Inspect crankshaft for wear and check threads, shaft ends, key-
ways and drive keys for damage. The crank pin diameter should
Remove drive key from crankshaft. be within the limits o f22,20 to 22,19 mm.
Unscrew the four setscrews or nuts together with washers Crankshaft and End-covers
securing the rear end cover to crankcase. Withdraw the end
cover, plain bearing, thrust washer and joint. Inspect oil seal carefully, ensuring that sealing edge is intact and
sharp. If an oil leak has been observed at the crankshaft end, a
Unscrew the four bolts or nuts securing the drive end cover, and new seal must be fitted. Lip of seal should face inwards.
withdraw the end cover complete with crankshaft and joint. Tap
crankshaft with bearing from drive end cover. Examine crankcase, end cover and mounting bracket for damage
and cracks. Check bearing bores for wear. The ball race should
Cleaning be a light pressfit in end cover and the crankshaft should be a
neat sliding fit in the plain bearing. Inspect crankshaft thrust
Ensure that all carbon is removed from the cylinder head. Check washer for wear.
that the air passages in the head and the oilways in the
crankcase, where applicable, rear end cover and crankshaft are
clear and clean.
Com pressor MM 4
^ j:3^0> 25 o u ^ :..^:..„...v..............^,c..^.,.v^....;..B^QUt1pri^p&^^
®=a
Fig, 18-12
Cylinder Head be replaced. If not badly grooved they can be refaced by lapping
Oti fine emery cloth. Valve seats, if shewing slight scratches,
Inspect <91111(117 bead for eracici ajwi unloader plunger guide may be reclaimed hy lapping with fine grinding paste. Tf badly
bush plunger is;a nfiat sUdifig fit pitted or scratched, use a seating reamer before lapping. •
ill the guide. Examine unloader plunger seal ring for War,
Inspect inlet and delivery valves aOd seatS; If val ves are grooved Renew delivery valve spring end check remaining springs for
deeper than 0,08 corTOsion,fatigueor pertnanenfaet.
C om pressor 18*15
Re-Assembly Fault F ad in g
Lubricate all internal parts With clean engine oil to prevent Compressor F ails to Ma in tain
possible damage until the oil supply is fhftctk>ning. Adequate Pressure tathe% *tein
Install the crankshaft, tompletowith. bearing, into $bg. drive end* DjilyaneleaQerof'filter,
cover. Insert the crankshaft intorthe ertoikeateitnd secure the Excessive carbon in cylinder heador dischatgejiiie.
Delivery vtoveieaking.
over the oil drain ports. Excessive wear in tompressor'
hilet valve or unloader plunger stuck open.
Position the 'thrust washer in the rear end-cover with th e steel Excessive ie^togeatinletvhlve.
face towards the plain bearing and the tab located in the slot.
Assemble the rear end-cover with joint and secure. Checkffte
crankshaft to ensure See rotation and thfift tighten end-cover
nuts or bolts. M t the drive key to toe crstrtk^djafL, fit compressor
drive gear and torque securing nut to 125 Nm. Compressor Passes Excessive Oil
Refit the piston rings, ensuring Mini, sides marked "Top” are Excessive wear.
uppermost, and assemble the piston to the connecting rod. fJirtyamcIemtorerfUter.
Assemble the connecting rod on the crankshaft, tighten the bolts Excessrveoil pressure.
to a torque o f 51 to 54 N tn and turn up the tabs of the locking Oil return to engine Cmi^ri^^ ol>StriiCtieiL
Strap. ■'Space the piston. ring gaps. and assemble the cylinder, Back pressure from engine crankcase.
vrift joint over the pi ston. Pistalrings incorrectly installed. '
The maximum boost when 1. Fit gasket to end of turbine. Boh turbocharger to elbow
the engine is running at m a x i m u # ^ i | l | p y | g p w flange and tighten botfs lightly.
With some engines where it fe np, ^ s s ib le to ftdly load the 2. Bolt turbocharger and gasket to exhaust manifold. Tighten
engine, the boost pressure will bolts lightly.
Every 100 000 km or 2 500 haurs, clcan dfeod .dfam pipe.,from 6. Attach air intake dudfito compressor housing with clip, and
turbocharger to sump, also tnihacharger impeller andcasiftj,. rotate the turbine by hand to lubricate bearing surfaces.
Remove the air inlet duct and com pffi^r hsusirig and chpefc for 7. Fill bearing housing of turbocharger with clean engine oil
dirt o r dust build-up.
8. Attach oil feed pipe to turbocharger
Remdve-all foreign matter - determine and correct cause of
baild-hp. . 9. Operate the stop control and tum the engine by the starter
motor until a steady flow of oil comes from the oil supply
Use soft brush on impeller as uneyea4^|*osits; can. rotof pipe.
ty&ti 1|tef*%!$|ihire.
10. Tighten pipe flange setscrews.
With ,jSj& ' S b u s i n g removed push the impeller
towards th d im ^ h e wheel and tum nutating assembly by hand: 11. Start the engine and check for leaks. The engine must be run
check for binding and rub l^g ; Sisten carefully for unusual at idling speed for three to four minutes to allow the
noises. If binding or rubbing ido-vidcnt, remove the turbocharger lubricating oil to flow before the engine speed is increased.
for dismantling and inspecfipft,'
SSas^agSf^JPlayCtea ranee
Measure
Note:
Accessories
Note:
- shaft by twisting.
T urbocharger 18-18
Cleaning
Assembly
1. - T op
2. - Interm ediate p art :
INTRODUCTION 4. Set the indicator dial to the "0" position and while gently
tapping the turbine housing with a soft mallet apply
Depending on specification some engines are fitted with a calibration air pressure of 96,5 to 103,4 kPa to the
"Wastegate" turbocharger. This differs from the standard wastegate sensing port. (Note: the wastegate is designed to
turbocharger in that a wastegate unit fits in the turbine housing allow a small bleed-off of pressure).
inlet passage and controls the amount of exhaust gas reaching
the turbine. This controls the shaft speed and compressor output 5. Ensure that the specified pressure is maintained at the
pressure. The position of the wastegate control valve is sensing port during the test.
determined by a differential pressure sensing diaphragm which
automatically keeps the boost pressure from exceeding 76,0 kPa 6. Note the valve movement shown on the indicator dial.
at all engine speeds.
7. Release the air pressure at the wastegate unit sensing port
and ensure the dial gauge indicator pointer returns exactly
Wastegate Operation/Calibration Test to "0".
1. Remove the turbocharger from the engine and disconnect Repeat steps 4 to 7 several times to make sure that the
hose from wastegate unit sensing port (see illustration). wastegate unit valve movement has been accurately measured.
2. Remove wastegate valve blanking plate. If a valve movement of 1,27 mm cannot be obtained within the
specified pressure range, the turbine housing complete with
3. Mount a dial gauge to the turbocharger so that the dial wastegate unit will have to be replaced.
gauge indicator probe rests on the control valve face (see
illustration). Note: The wastegate is a sealed unit and cannot be dismantled.
Sensing Port
SEC TIO N 19-1
C oolin g System
is. ceolisd■by 'Water circulation through passages in To Remove and Refit the W ater Pump -
the cylinder felqejt 4trf:lS6Sisk. Circulation is by thermo-syphon High Position Type
action, assisted1 by an itHpbller ly&iiWaterpump, driven by a
1. Remove the fan belt.
A high or low position wafer pmppsmay be fitted on the front 2. Remove the fan,
face
3. Disconnect the connections to the water pump.
Tlie- W^fef jpump bearings are pre-packed with a special grease
a 1i*kft' lltf flliftl i' and do not require attention in service 4. Remove the pump
outlet connection. 5. Refit pump in reverse sequence. Reset fan belt tension.
Using special tool, part number 4020 2321, adjust the V-belt
tension to a value of 40 to 45 kg (New Belts), run engine for
10-15 minutes and re-check tension, which should be 30-40 kg,
if this figure is not reached re-tension to 30-40 kg. Used belts
should be adjusted to 30-40 kg. To use, position the tension
gauge on the belt with the flange parallel against the belt edge.
Apply pressure gradually to the pressure pad. When a "click" is
heard or felt, stop immediately and remove the gauge. Turn the
gauge sideways and take an accurate kg reading in the exact spot
where the indicator arm intersects the scale (Fig. 19-2).
NOTE: Never force a V-belt onto the pulley using a lever. The
V-belt may be damaged, causing early failure. The adjuster
should be completely released and the V-belt turned onto th#
pulley by hand. If one belt in a set requires replacement, always
install a matched pair, otherwise the new V-belt will carry all
load, leading to early failure.
C oolin g System 19-2
To Remove and Refit W ater Pump - NOTE: With the latest water pumps, the seal retainer and
Low Position Type flange have been deleted and the length of the distance piece
increased accordingly.
L Remove the fan belt.
3. Disconnect hoses to the water pump 1. Examine body for cracks, damage or corrosion.
4. Remove the alternator and bracket 2. Examine drive shaft for wear ensuring inner diameters of
the bearings are a perfect fit on the shaft. The shaft should
5. Unscrew and remove nut and washer from the stud at the be renewed if the inner races rotate on it.
top of the water pump. Unscrew the four bolts securing the
pump to the cylinder block. Withdraw the pump from the 3. Remove rust and scale from impeller and inspect for cracks
engine (Fig. 19-3). or damage. Examine impeller hub sealing face for ex
cessive wear or scoring.
6. To remove the pump rear body from the cylinder block,
take out remaining bolt which passes through the rear body 4. Examine water seed for damage.
only. Withdraw the body from the engine (Fig. 19-4).
5. Inspect bearings for pitting, corrosion or wear.
7. Refit pump rear body and water pump in reverse sequence.
2. From the front of the pump body press out the pump shaft
complete with impeller.
7. Remove the front grease seal, seal retainer and flange. Fig. 19-5
C ooling System
T qF iit& rSeal
The seal has an interference fit on the shaft, and a special tool is
T^uifed to fit th eses! correctly. The tool shotild be made of
mild Ute ; “ife-'; j i | 0 Hie
dimensions of the tool will ensure that the
seal is die correct length after it is iniStalled. It will also prevent
M is pressed onto the shaft.
Fig, 19-6
T o ftr.-asitenihle.th e W a te r P um p
1.. Press rear bearing onto the shaft, fit distance piece and
press on front bearing. When fitting bearings to the shaft,
4. F it the water seal with the carbon face toward rear. Latest Do not lubricate the seal, f t is important that
contaminated by oil should
edtgeof the flange. Do not damage the ring o f
. 5. Fit the driving pulley key and press on the pulley ensuring green sealant applied to the body of the water seal j!2|t behind
there is p 0:ie a w o f the-shaft tlwflangOof the. seal.
6,' Where ceramic counter facts seals are fitted, fit the seal to 1. Support the puIley « id o f the shfiftfputfbeSeat in position
Sfelt with counter face towards water seal and rubber bon- on the end of the shaft. Ensure that the ring of sealant is
- ded holder towards impeller face. tow ards th e bearings;
& Press the impeller onto the shaft so that a cleiBanee o f 6,30 & Use the tool to press the seal onto tHe shafi iinfi! ihe
to 0,81 mm is maintained between impeller vanes and the bottom of the seal flange is in contact with the pump body. '
j»up^b0dy(Fig. 196).
3. Continue to apply force for approximately tensbcflhds:I&
8. Refit springwasher and nut, and tighten to a torque o f 75 ensure that the seal remaiiis ih p<«ifion when the for<s: is
■to 81 Nm. released .
T o F it fb e lm p e tfe r
The length of the impeller has also been reduced so that there is 2, Press the impeller onto the shaft until the clearanee bet-
a clearance between the impeller and the seal. To ensure that ween the unpeiier blades and the pump body is 0,69 to
this clearance: is correct; it is important that (he -.seal and ;0,89mm
impeller are fitted in accordance with the following instructions:
3. Turn the shaft to ensure the impeller is free to rotate.
Cooing System 19-4
To Dismantle/Assemble the water pump To Remove the Thermostat
Dismantle* ■ 1. Drf®$ loff the coolant and remove the hose between the
tadljitar header tank and the water outlet connection adap
1. Remove the pulley by loosening Hie nut and springwasher ter or the water pump.
at the end of the shaft.
2. Remove the water outlet adapter and joint.
2. Remove the circlip from tip end of the beating housing.
3. Remove the thermostat (Fig. 19-8)
3. Support the pump at the pulhp end, and USlVflt suitable
mandrel that will pass through the bore of the impeller, NOTE: Two types of thermostats are used, i.e. by-pass and non
press out the shaft from the pump body complete with the by-pass. Ensure that the correct thermostat is used.
bearing assembly.
Assemble:
3. Press the shaft and bearing assembly into the bearing hous
ing and fit retaining circlip.
5. With the pulley end of the shaft (not pump body) supported
press the impeller onto the shaft so that a clearance of 0,68 Resting the Thermostat
to 0,89 mm is maintained between the impeller blades and
the pump body. If it js suspected that the thermostat is not operating correctly it
should be tested as follows:
6. Fit the pulley and secure with four setscrews.
MMMiltttd^HiKiostat in water and gradually heat. Check the
watef temperature at frequent intervals with an accurate
Note: Where an adapter nut is fitted with an external left hand thermometer. valve should- commence to open at the
thread, the tightifi®^ force UHist be increased to 100 Nm. Use temperature stamped on the top face of the thermostat adjacent
Loctite 603 on threads and shaft. to the valve seat;
VISCOSITY GRADES
S K & P 11
b
40201403 VALVE GUIDE REAMER
0.76 mm o/size.
b 1
40201445 A U A r l U n b hUK 4 0 2 0 1 4 3 2
Suitable for cylinders of 98,*3 mm aia.
Removal and replacement.
Tool N q . Description
40201513 • V A L V B # P R IN lg C Q M i| S iS S O R
4 0 ? f | i3 9 A D A P TO R FO R '4 S H H H I