Perkins 3008 Workshop

Perkins 3000 Series
WORKSHOP MANUAL
3008/CV8 8 cylinder diesel engines for industrial

applications
The contents of this manual are applicable to both

CV8 and 3000 Series - 3008 engines.
Publication TSD 3430, Issue 2

© Perkins Group Limited 2000, all rights reserved.
Published in July 2000 by Technical Publications.
Perkins Engines Company Limited, Lancaster Road,
Shrewsbury, Shropshire, SY1 3NX, England
This document has been printed from SPI². Not for Resale
2
Contents
10 General information
Introduction ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 16
Bank and cylinder bore identification . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 16
Engine identification . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 16
General safety precautions .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 17
Safety . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 18
Useful information ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 19
11 Specifications
Basic engine data
Engine ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 25
Cooling system . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 26
Fuel system ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 26
Lubrication system ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 27
Induction and exhaust systems .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 27
Electrical equipment . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 27
Auxiliary equipment .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 27
Perkins Engines Company Limited 3
Recommended applied torques
Recommended specific applied torques . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 28
Recommended nominal applied torques ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 30
12 Cylinder head assembly

General description ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 31
Pedestal rocker cover

12-1 To remove and to fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 32
Pedestal rocker assembly

12-3 To dismantle and to assemble ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 35
Rocker boxes
12-6 To inspect and to correct ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 38
Tappet clearances
12-7 To check and to adjust ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 39
Cylinder head assembly

12-10 To clean and to inspect the cylinder head ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 44
12-11 To correct a valve seat ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 45
12-12 To remove a valve seat insert .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 46
12-13 To fit a valve seat insert ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 47
12-14 To inspect the valve guides . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 48
12-15 To renew a valve guide ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 49
12-16 To inspect the bridge pieces and guides . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 50
12-17 To renew a bridge piece guide ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 50
12-18 To recondition a fuel injector sleeve ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 51
12-19 To renew a fuel injector sleeve ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 52
Valves, valve springs and valve

rotators
12-20 To remove and to fit . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 56
12-21 To clean and to inspect ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 56
Push rods
12-22 To remove and to fit . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 57
12-23 To inspect ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 57
4 Perkins Engines Company Limited
Fits and clearances
Rocker boxes ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 58
Cylinder heads and valve gear ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 59
13 Pistons and connecting rods

General description .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 61
Big end bearings

13-1 To remove and to fit .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 63
13-2 To inspect .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 64
Piston and connecting rod assembly

13-4 To dismantle and to assemble .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 68
Piston rings
Piston and rings

13-6 To inspect .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 69
Connecting rod
13-7 To inspect .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 70
Fits and clearances ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 71
14 Crankshaft assembly
General description .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 77
Crankshaft pulley
Front oil seal

14-2 To renew ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 80
Rear oil seal assembly

14-3 To renew the oil seal . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 81
Crankshaft assembly
14-7 To clean and inspect .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 90
Main bearings and thrust washers

14-8 To inspect .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 90
Fits and clearances ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 91
15 Timing gears and timing case

General description ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 93
Timing case
15-2 To clean and to inspect .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 95
Auxiliary drive assembly

15-5 To clean and to inspect .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 99
Double idler gear

15-6 To remove and to fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 100
15-7 To dismantle and to assemble ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 101
15-8 To clean and to inspect .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 101
Idler gear for the lubricating oil pump

15-10 To clean and to inspect ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 102
Fits and clearances ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 103
16 Cylinder block assembly

General description ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 105
Crankcase
16-1 To fit to and to remove from a build stand . ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 106
16-3 To clean, to inspect and to correct . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 113
16-4 To test under pressure ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 113
Cylinder liners
16-5 To clean and to inspect . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 114
17 Camshafts and engine timing

General description .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 117
Camshafts
17-1 To remove and to fit .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 118
Engine timing
17-3 To check the valve timing .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 119
17-4 To check/adjust the timing of the fuel injection pump ... ... ... ... ... ... ... ... ... ... ... 120
Fits and clearances
Camshafts in shell bearings ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 121
Camshafts in plain bearings ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 122
18 Induction and exhaust system

Engines fitted with a single turbocharger
Air cleaners
Induction manifolds - two-piece type

Induction manifolds - one-piece type

Exhaust manifolds
Turbocharger
Turbocharger: CV6404
Engines fitted with twin turbochargers
Air cleaners and induction manifolds . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 138
Exhaust manifolds
18-11 To remove and to fit . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 138
Turbocharger
18-14 To dismantle and to assemble . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 140
19 Lubrication system
Filter canisters
19-1 To renew ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 145
By-pass filter assembly

19-2 To renew the rotor . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 146
Sump
Lubricating oil pump

19-7 To inspect .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 150
Relief valve - integral with oil cooler
19-9 To inspect .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 150
20 Fuel system
Primary fuel filter

20-1 To clean ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 153
Fuel filter canister

20-2 To renew ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 153
Fuel injectors
20-3 Fuel injector fault ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 154
20-5 To dismantle and to assemble .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 155
20-7 To set and to test .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 157
20-8 Storage of fuel injectors ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 157
Fuel lift pump

20-10 To dismantle and to assemble ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 159
20-11 To inspect ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 159
20-12 To test . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 160
Fuel injection pump and governor

20-13 To remove and to fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 161
Fuel injection pump - Bosch S3000

20-15 To clean and to Inspect ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 171
Special tools - Bosch S3000 ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 171
Governor - Bosch RQV

20-17 To inspect and to correct . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 178
Special tools - Bosch RQV Governor .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 179
20-18 Test procedures for the fuel injection pump and the governor
(Bosch S3000 and Bosch RQV) . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 180
Governor - AMBAC
20-19 To fit . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 188
20-20 Electrical fault diagnosis .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 189
20-21 Test procedure . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 191
Fuel system
20-22 How to eliminate air from the fuel system ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 192
21 Cooling system
Radiator
Radiator
Coolant pump
Thermostat
21-7 To inspect the thermostats of early engines .. ... ... ... ... ... ... ... ... ... ... ... ... ... .. 202
21-8 Emergency action .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 203
Fan
Fan adaptor
21-12 To check and to adjust the tension of the fan belts . ... ... ... ... ... ... ... ... ... ... .. 205
21-13 How to renew the fan belts .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 205
Oil cooler - large version

Oil cooler - small version
21-17 To remove and to fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 209
21-19 To clean and to inspect ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 209
22 Flywheel and flywheel housing

Flywheel
22-2 To inspect .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 212
Starter ring
22-3 To renew ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 213
Flywheel housing
23 Electrical equipment
Precautions
Alternator drive belt

23-1 To check ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 219
23-2 To adjust the tension . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 219
Alternator
Butec type A13 alternator

23-5 To dismantle and to assemble .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 221
23-6 To clean ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 221
23-7 To inspect and to correct ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 221
23-9 To clean . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 225
23-10 To inspect and to correct the rotor ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 225
23-11 To remove and to fit the rectifier .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 226
23-12 To test the main diodes with an ohmmeter or a test lamp ... ... ... ... ... ... ... ... .. 226
23-13 To test the auxiliary diodes .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 227
23-14 To remove and to fit the D+ and F- wires ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 227
23-15 To check and to renew the carbon brushes . ... ... ... ... ... ... ... ... ... ... ... ... ... .. 227
23-16 To inspect the stator and the housing .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 227
23-17 To inspect the bearings ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 228
23-18 To renew the bearing at the slip ring end ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 228
23-19 To renew the bearing at the drive end . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 228
Starter motor
Butec MS1A starter motor

23-21 To dismantle and to assemble the solenoid switch . ... ... ... ... ... ... ... ... ... ... .. 230
23-22 To dismantle and to assemble the starter motor . ... ... ... ... ... ... ... ... ... ... ... .. 232
23-23 To clean ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 234
23-24 To inspect and to correct . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 234
23-25 To test .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 235
23-26 To fit the main starter cables ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 235
Electrical switches
23-27 To test .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 236
Engine stop solenoid ('energised-to-run')

23-28 To adjust the linkage ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 237
24 Auxiliary equipment
Compressor ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 239
24-3 To clean, to inspect and to correct . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 242
25 Running-in and test
General information .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 243
Running-in and test

25-1 To run the engine .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 243
25-2 To check the consumption rate of the engine lubricating oil . ... ... ... ... ... ... ... ... 244
26 Special tools
List of special tools .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 245
10
General information 10
10
Introduction Engine identification
This workshop manual has been designed to provide The engine number is stamped on the data plate
assistance in the service and the overhaul of Perkins which is fastened to the left side of the crankcase.
3008/CV8 engines. Most of the general information,
For early engines, a typical engine number is:
which is included in the User's Handbook (sections 1
4B26715U 59426T, which consists of these codes:
to 9), has not been repeated in this Workshop Manual
and the two publications should be used together. 4B Engine family
Read the 'Safety precautions' and remember them. 26715 Engine number
They are given for your protection and must be
U Country of manufacture
applied at all times.
59426 Build line number
Bank and cylinder bore identification T Year of manufacture
Engines made after August 1994, have a new engine
The left and right sides of the engine are as seen from
number system. For these engines, a typical number
the rear (flywheel) end. Where reference is made to
is: SGD 08 0012 U 1509 Y, which consists of these
'A' and 'B' banks of cylinders: 'A' bank is to the left and
codes:
'B' bank to the right when seen from the front end.
SG Engine application
The numbers of the cylinders start from the front of
the crankcase, A1 to A4 and B1 to B4. D Engine type
To ensure that you use the correct information for 08 Number of engine cylinders
your specific engine type, refer to 'Engine
0012 Engine specification number
identification'.
U The country of manufacture
Danger is indicated in the text by two methods:
1509 Build line number
Warning! This indicates that there is a possible
danger to the person. Y Year of manufacture
Caution: This indicates that there is a possible Units such as the fuel injection pump and
danger to the engine. turbochargers have their own data plates.
Note: Is used where the information is important, but If you need parts, service or information for your
there is not a danger. engine, you must give the complete engine number to
your Perkins distributor.
10
General safety precautions z Disconnect the battery terminals before a repair is
made to the electrical system.
These safety precautions are important. z Ensure that the engine is operated only from the
Reference must also be made to the local regulations control panel or from the operator's position.
in the country of operation.
z Be extremely careful if emergency repairs must be
z Only use these engines in the type of application made in adverse conditions.
for which they have been designed. z If your skin comes into contact with high pressure
z Do not change the specification of the engine. fuel, obtain medical assistance immediately.
z Do not smoke when you put fuel in the tank. z Read and use the instructions relevant to lift
z Clean away fuel which has been spilt. Material equipment which are given on page 18.
which has been contaminated by fuel must be z Always use a safety cage to protect the operator
moved to a safe place. when a component is to be pressure tested in a
z Do not put fuel in the tank while the engine runs tank of water. Fit safety wires to secure the plugs
(unless it is absolutely necessary). which seal the hose connections of a component
which is to be pressure tested.
z Do not clean, add lubricating oil, or adjust the
engine while it runs (unless you have had the z Do not allow compressed air to contact your skin.
correct training; even then extreme caution must If compressed air enters your skin, obtain medical
be used to prevent injury). help immediately.
z Do not make adjustments that you do not z Turbochargers operate at a high speed and at
understand. high temperatures. Keep fingers, tools and other
items away from the inlet and outlet ports of the
z Ensure that the engine does not run in a location
turbocharger and prevent contact with hot
where it can cause a concentration of toxic
surfaces.
emissions.
z Diesel fuel and lubricating oil (especially used
z Other persons must be kept at a safe distance
lubricating oil) can damage the skin of certain
while the engine or equipment is in operation.
persons. Protect your hands with gloves or a
z Do not permit loose clothing or long hair near special solution to protect the skin.
moving parts.
z Do not wear clothing which is contaminated by
z Keep away from moving parts during engine lubricating oil. Do not put material which is
operation. Warning! The fan cannot be seen contaminated with oil into the pockets.
clearly while the engine runs.
z Discard used lubricating oil in a safe place to
z Do not operate the engine if a safety guard has prevent contamination.
been removed.
z Ensure that the control lever of the transmission
z Do not remove the filler cap of the cooling system drive is in the 'out-of-drive' position before the
while the engine is hot and while the coolant is engine is started.
under pressure as dangerous hot coolant can be
z The combustible material of some components of
discharged.
the engine (for example certain seals) can
z Fuel and oil pipes MUST be inspected for cracks become extremely dangerous if it is burned. Never
or damage before they are fitted to the engine. allow this burnt material to come into contact with
z Do not allow sparks or fire near the batteries the skin or with the eyes.
(especially when the batteries are on charge), z Fit only genuine Perkins parts.
because the gases from the electrolyte are highly
flammable. The battery fluid is dangerous to the
skin and especially to the eyes.
10
Safety
.
Engine lift equipment

Use only the lift equipment which is designed for the
engine. The part number for the lift adaptor to use for
the 3008 engine is: 21825 822.
Use lift equipment or obtain assistance to lift heavy
engine components such as the cylinder block,
cylinder head, flywheel housing, crankshaft and
flywheel.
Check the engine lift brackets for security before the
engine is lifted.
A
Asbestos joints
Viton seals
Some joints and gaskets contain compressed
asbestos fibres in a rubber compound or in a metal Some seals used in engines and in components fitted
outer cover. The 'white' asbestos (Chrysotile) which is to engines are made from Viton.
used is a safer type of asbestos and the danger of Viton is used by many manufacturers and is a safe
damage to health is extremely small. material under normal conditions of operation.
Contact with asbestos particles normally occurs at If Viton is burned, a product of this burnt material is an
joint edges or where a joint is damaged during acid which is extremely dangerous. Never allow this
removal, or where a joint is removed by an abrasive burnt material to come into contact with the skin or
method. with the eyes.
To ensure that the risk is kept to a minimum, the If it is necessary to come into contact with
procedures given below must be followed when an components which have been burnt, ensure that the
engine which has asbestos joints is dismantled or precautions which follow are used:
assembled.
z Ensure that the components have cooled.
z Work in an area with good ventilation. z Use Neoprene gloves and discard the gloves
z Do NOT smoke. safely after use.
z Use a hand scraper to remove the joints - do NOT z Wash the area with a calcium hydroxide solution
use a rotary wire brush. and then with clean water.
z Ensure that the joint to be removed is wet with oil z Disposal of gloves and components which are
or water to contain any loose particles. contaminated, must be in accordance with local
z Spray all asbestos debris with water and place it in regulations.
a closed container which can be sealed for safe If there is contamination of the skin or eyes, wash the
disposal. affected area with a continuous supply of clean water
Environmental protection or with a calcium hydroxide solution for 15-60
minutes. Obtain immediate medical attention.
There is legislation to protect the environment from
the incorrect disposal of used lubricating oil. To
ensure that the environment is protected, consult your
Local Authority who can give advice.
10
Useful information
To clean components
It is important that the work area is kept clean and that
the components are protected from dirt and other
debris. Ensure that dirt does not contaminate the fuel
system.
Before a component is removed from the engine,
clean around the component and ensure that all
openings, disconnected hoses and pipes are sealed.
Remove, clean and inspect each component
carefully. If it is usable, put it in a clean dry place until
needed. Ball and roller bearings must be cleaned
thoroughly and inspected. If the bearings are usable,
they must be flushed in low viscosity oil and protected
with clean paper until needed.
Before the components are assembled, ensure that
the area is as free from dust and dirt as possible.
Inspect each component immediately before it is
fitted, wash all pipes and ports and pass dry
compressed air through them before connections are
made.
Use suitable gloves for protection when components
are degreased or cleaned with trichloroethylene,
white spirit, etc. Degreasing solutions which are
basically trichloroethane are not recommended.
10
Suitable fluids to clean and to protect Leave to soak until all contamination has been
components removed.
Warning! Full information for the use of all the Subsequently, the components must be thoroughly
products listed below and for their safe disposal, and flushed in clean water. If necessary, a suitable
especially for the health and safety of the personnel corrosion inhibitor can be added to the last quantity of
who use them, will be found in the Manufacturer's water.
data.
Warning! Protection for the eyes and for the skin
Ardrox 667: Ardrox Limited, Brentford, must be used always during the use of this product.
Middlesex.
Crodafluid CR2: Croda Chemicals Limited, Goole,
Maxan 774: Henkel Chemicals Limited, Yorkshire.
Edgeware Road, London.
This product is basically an acid solution with a
These products are basically methylene chloride and corrosion inhibitor. It is used to remove corrosion from
are safe to use on most metals for the removal of components that are made of ferrous metals.
carbon and to remove paint. They can damage rubber
Method of use
and most plastic materials.
Crodafluid CR2 must be contained in a tank that is
Method of use
made from a material which is not affected by acid.
The components to be degreased must be lowered Before the process begins, the components must be
completely into the degreasing solution. Allow degreased before they are lowered completely into
enough time to elapse for the components to be the Crodafluid solution. For medium to heavy deposits
thoroughly cleaned. Subsequently, the components of corrosion, the solution can be heated to 70°C.
must be thoroughly flushed in clean water. In use, Inspect the components now and then to check the
maintain a layer of water at least 76 mm (3 inches) results of the process. Surface corrosion can be
deep above the cleaning fluid to ensure that vapour removed in a short period of time. The last operation
and toxic gases are not released. is to wash thoroughly the components in clean water.
Warning! Do NOT smoke near the container. Warning! Protection for the eyes and for the skin
Protection for the eyes and for the skin must be used must be used always during the use of this product.
always during the use of these fluids, and the
Diverspray 30: Diversey Limited, Northampton.
container must be in a place with good ventilation.
This product is a moderate and basically alkaline
Duroclean 150 powder:Diversey Limited,
compound with corrosion inhibitors. It is either
Northampton.
sprayed over the components to clean them, or is
This product is basically an alkaline degreasing contained in a tank, for the immersion and agitation of
solution and is safe to use on brass, copper and the components.
ferrous metals. It must not be used on aluminium,
Diverspray 30 may be added to water to wash
lead, tin or zinc.
components if a corrosion inhibitor is necessary. It is
Method of use used after other processes, such as corrosion
removal, are finished.
It is recommended that Duroclean 150 is used with a
maximum concentration of 50 grams for each litre of
water. The components to be degreased must be
lowered completely into the degreasing solution
which is heated to 65°C.
10
NALCO 2568 Powder: NALCO Limited, Hose connections
PO Box 11,
Do not use a screwdriver to remove hoses by force
Winnington Avenue,
because adaptors or pipe connections can be
Northwich CW8 4DX
damaged. Cut through the hose and then cut the ends
This product (which is supplied only in quantities of 25 of the hose from the adaptor or pipe connection.
kg) is an inhibited sulphamic acid and can be used for
When a new hose is fitted, a suitable rubber lubricant
the removal of hard deposits from the tube stack of
can be used instead of antifreeze, water or french
the oil cooler.
chalk. Never lubricate a hose with oil or grease.
Warning! The solution must be made and used in
Gaskets, joints and 'O' rings
accordance with the manufacturer's instructions.
Discard all used items if an engine or a component is
The NALCO 2568 powder should be mixed with clean
dismantled and fit only new and correct parts.
fresh water in the ratio which follows:
If a jointing compound is needed, 'Hylomar PL 32'
15 - 40 kg/Tonne of water
jointing compound is recommended for use, but on
(15 - 40 lb/100 UK gallons of water) metal joints ONLY. Only a thin application is needed,
an excessive quantity of compound can restrict the
When the action of the solution is finished, dip the
flow of fluids in pipes and passages.
tube stack in a solution made from: 0,5 kg (1 lb) of
sodium carbonate to 25 litres (5 UK gallons) of hot Caution: 'Hylomar' jointing compound must NOT be
water. The final operation is to dry the inside of the used in contact with any fibre joints as the solvent
tubes with compressed air. contained in 'Hylomar' can damage the joint material.
Oil seals Apply a small amount of a suitable lubricant to 'O' ring
seals to prevent damage during assembly.
Apply petroleum jelly to oil seals before they are fitted,
and do not damage the lip of the seal on sharp edges.
Unless other specifications apply, fit the seal with the
edge of the lip toward the bearing.
10
Locking devices
Split pins, lock plates and tab washers that have been
used must be discarded. Various methods to retain
securely the nuts of an engine are shown (A). Stiffnuts
can be used again only if they have not lost their grip
and the original torque is needed to turn them.
There must be a minimum protrusion of one full
thread of the bolt or stud through the stiffnut when it is
tightened fully.
Discard all stiffnuts which have nylon or fibre inserts.
Application of thread locking compounds
Remove all oil, grease and dirt from engine parts
before thread locking compounds are applied to
them. Most thread locking compounds have a date by
which they must be used, ensure that the compounds
used are within those dates.
Fits and clearances
The dimensions given at the end of each section are
acceptable limits. The components which have
measurements within these limits are acceptable for
a complete period of service.
Certain components which are worn by more than
these limits can be corrected in accordance with a
Service Reclamation Scheme (SRS). Information
about the Service Reclamation Schemes is available A 122
from the Service Department at Perkins Engines

(Shrewsbury) Limited.
Applied torques
The specifications for applied torques, which are
given in section 11B, apply to certain bolts and nuts
where damage or failure can occur if they are
incorrectly tightened.
Where joints are fitted, for example, between the
cylinder head and the crankcase, it is also important
that bolts and nuts are tightened evenly and
gradually, and in the correct sequence.
The torque wrenches, listed below, are suitable for
the torque load requirements of the 3008/CV8 engine,
and are available from Perkins Distributors.
8 to 54 Nm (6 to 40 lbf ft), 21825 846
30 to 150 Nm (20 to 110 lbf ft), 21825 991
70 to 310 Nm (50 to 230 lbf ft), 21825
10
Checks for cracks
When possible, it is recommended that components
which are affected by high stresses, such as the
crankshaft, the connecting rods, the gears and the
cylinder liners are tested for cracks during overhaul.
They should also be checked for cracks when they
have been affected by an excessive load or impact.
It is recommended that ferrous components are
tested by the electro-magnetic method if possible.
Portable electro-magnetic test equipment is available
from Radalloyd Limited, Oadby, Leicester.
Non-ferrous components can be tested by the use of
a dye penetrant process such as 'Ardrox 996',
available from Ardrox Limited, Brentford, Middlesex.
The dye penetrant must conform to one of the
standards listed below:
MIL-STD 271-E
MIL-L 25135
B.S. 5750
D.T.D. 929
Exchange units
It is recommended that unserviceable units are
returned, as complete as the new exchange unit, with
covers fitted to all openings and the joint faces
protected. When necessary, protect the unit, both
inside and outside, from corrosion.
Parts
To ensure maximum reliability, fit only genuine
PERKINS parts supplied by a PERKINS distributor.
These parts are made to the latest specification and
have a guarantee for 12 months. The use of parts,
such as filter elements, which do not conform to
PERKINS standards, may reduce the life of the
engine and can affect the warranty.
If you need parts, spares or information for your
engine, give the complete engine number to your
Perkins distributor. This will ensure that the correct
parts can be obtained.
10
Approved lubricants and fluids
Equivalent lubricants and fluids of other
manufacturers are acceptable
Product or specification Manufacturer
Alternator
Cleaning fluid for diodes Fluid grade 8-23 Applied Chemicals Limited
Grease for diodes Silicon MS200, MS4 and MS5 Applied Chemicals Limited
Camshafts
Anti-seize compound Rocol J166 Rocol Limited
Anti-scuffing paste Rocol
Cooling system
Lips of oil seal in coolant pump Shell Alvania R3 Grease Shell Oils
Hose and ‘O’ rings Liner lubricant Morris’s Shrewsbury
Compound for cleaning the system Lissapol ‘N’, 1% I.C.I Limited
(10 cc/ltr - 45 cc/Imp. gallon)
Lissapol ‘NDB’, 2%
(20 cc/ltr - 90 cc/Imp. gallon)
To remove hard deposits from the oil NALCO 2568 powder NALCO Limited
cooler (in 25 kg drums only)
Exhaust system
Anti-seize compound for threads Copaslip Slip Group Rocol Limited
Rocol J166
Joints
Jointing compound Hylomar Silicone Sealant Marston Bentley Limited
Adhesive and Sealants
Division, Wigan
Sealant and thread locking Loctite AVV, 241, 270, 290, Douglas Kane Sealants
542 and 601 Morris’s Shrewsbury Shell
Oils Various
Lubrication system
‘O’ rings and relevant bores Liner lubricant Morris’s Shrewsbury
Starter motor
Cleaning fluid for commutators White spirit
Lubricant for splines Aeroshell DID5598 Shells Oils
‘O’ ring lubricant Glycerine
Lubricator wick Mineral oil Various
SAE 5W/20
11
Specifications 11
Basic engine data
Engine
Number of cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Cylinder arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 degree included angle 'V'
Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Four stroke
Induction system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turbocharged and charge cooled
Combustion system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Direct injection
Nominal bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135 mm (5.315 in)
Stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152 mm (5.984 in)
Compression ratio. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.5:1
Cubic capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17,4 litres (1062 in3)
Firing order . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1, B1, B2, A3, B3, A2, A4, B4
Tappet clearances (hot or cold)
Engines before build line number 8281 (4B 27377 8281 V):
Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,4 (0.016 in)
Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,5 (0.020 in)
Engines from build line number 8281 (4B 27377 8281 V):
Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,2 (0.008 in)
Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,5 (0.020 in)
Direction of rotation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Clockwise: view on front (fan end)
Injection timing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . As stamped on engine data plate
Rated power output. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 325 to 480 kW
Maximum rated speed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1800 rev/min
Dry weight of engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TAG2A Electropak: 1725 kg
(Approximate) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TAG3A and TAG4 Electropaks: 1823 kg
Engine only: 1550 kg
11
Cooling system
Coolant pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Centrifugal, gear driven unit
Capacity of coolant system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68.2 litres (15 UK gallons)
(does not include radiator)
Coolant system pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50-70 kN/m2 (7-10 lbf/in2)
(at normal temperature of operation)
Temperature (normal) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78 to 94°C
Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Single element, wax capsule type
Approved coolant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .See section 5 - ‘Engine fluids’ in the
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . User’s Handbook TSD 3250
Fuel system
Type. . . . . . . . . . . . . . . . . . . . . . . . . Low-pressure supply to injection pump with return of spill fuel to the tank
Fuel injection pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 element, in-line unit
Governor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . All speed, integral with fuel injection pump; constant
speed for operation of generators (for other
applications, variations are fitted)
Fuel lift pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mechanical, operated by camshaft
Fuel supply pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140 to 210 kN/m2 (20 to 30 lbf/in2)
Fuel injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Axial supply, low spring type, six spray holes
Injection pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250 bar (early engines 240 bar)
Main fuel filter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Two screw-on type canisters
Primary fuel filter/water separator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Centrifugal type
Approved fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .See section 5 - ‘Engine fluids’ in the
User’s Handbook TSD 3250
11
Lubrication system
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wet sump
Capacity of lubricating oil sump
Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54,5 litres (12 UK gallons)
Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40,9 litres (9 UK gallons)
Early engines: Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25 litres (5.5 UK gallons)
Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13,6 litres (3 UK gallons)
Total capacity of lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60,7 litres (13.4 UK gallons)
Early engines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31,2 litres (6.9 UK gallons)
Lubricating oil pressure
Normal load conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 413 kN/m2 (60 lbf/in2) Minimum at rated speed
345 kN/m2 (50 lbf/in2)
Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Spur gear type, gear driven
Pressure relief valve . . . . . . . . . . . . . . . . . . . . . . . . Spring loaded plunger, not adjustable Opening pressure
455 kN/m2 (66 lbf/in2)
Oil-to-coolant heat exchanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tube stack and body, with baffle plates
Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . Two, screw-on type canisters and one lubricating oil by-pass filter
Maximum recommended temperature of sump oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125°C
Approved lubricating oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . See section 5 - ‘Engine fluids’ in the
User’s Handbook TSD 3250
Induction and exhaust systems

Aspiration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressure charged by two turbochargers or one
turbocharger for early engines
Charge cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Two, air-to-air, single pass, integral with radiator
Air filters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Two, paper element type
Electrical equipment
Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 volt 40 ampere
Starter motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 volt - flange fitted
Stop control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 volt, energised-to-run
Engine protection switches . . . . . . . . . . . . . . . . . . . . . . 24 volt instrument sender/switches for oil pressure,
coolant temperature and coolant level
Auxiliary equipment
Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Twin cylinder: 0,88 m3/minute (31 ft3/min) of air at
2000 rev/min
11
Recommended applied torques
Recommended specific applied torques

Caution: The torque loads listed below apply to threads in an oil wet condition, unless the use of thread
locking compound is recommended.
Application of a torque specification is NOT enough to ensure that the relevant components are retained
securely as an assembly. It is important to conform also to the recommendations for assembly and, if given,
the sequence in which the bolts or nuts must be tightened. This information is given in the relevant section of
this publication.
If a bolt or nut is retained with a locking washer, lock plate or split pin, the specification for a torque load can
be exceeded, if necessary, by the MINIMUM amount that is needed for correct assembly.
Nm lbf ft
Alternator
Pulley - thin nut 50 37
Pulley - thick nut 95 70
Auxiliary drive shaft
Flange nut, M22 (32 mm A/F) 300 220
Camshafts
Screws for camshaft gears 40 30
Countersunk head screws for thrust plate 70 52
Compressor
Drive gear nut 150 111
Connecting rods
Big end bearing nuts - round headed bolts 60 44
Big end bearing nuts - 'D' headed bolts 70 52
Coolant gallery
Setscrews and nuts 23 17
Crankcase
Main bearing cap bolts 488 360
Side bolts for main bearing cap 177 130
Oil feed grub screws in cylinder vee 12 9
Crankshaft
Bolts for pulley and attachments 95 70
Cylinder heads
Bolts, cylinder head to crankcase (M15) 240 177
(and a further 90°)
Bolts, cylinder head to crankcase (M14) (fitted to early engines) 240 177
Bolts in inlet ports of cylinder heads 200 148
Bolts and studs, rocker box to cylinder head 46 34
Cap screws, rocker box to cylinder head 35 26
Bolts, rocker box cover to rocker box 23 17
Lock nut, adjustment screw, bridge piece 40 30
Lock nut, adjustment screw, tappet 40 30
Locking screw for position of rocker oil hole 28 21
11
Nm lbf ft
Pedestal rockers
Bolts, rocker box to cylinder head 23 17
Rocker shaft location screws 15 11
Rocker shaft end screws 24 18
Pedestal bolts 80 59
Rocker shaft clamp bolts 23 17
Coolant pump
Lock nut, bearing 100 74
Nut, drive gear 88 65
Exhaust manifolds
Bolt 46 34
Stainless steel bolts fitted to CV8-360G only 45 33
Fan
Adaptor, bearing lock nut 135 100
Flywheel
Cap screws, socket head 315 232
Flywheel housing
Bolts, flywheel housing to crankcase 95 70
Fuel filter head
Adaptors, filter element 54 40
Fuel injectors
Cap screws, injector clamp 60 44
Cap nut, nozzle 80 60
Connection, spill pipe 27 20
Connection, spill pipe, new type (attached to fuel injector) 17 12
Fuel injection pump
Bolts, pump to crankcase 46 34
Hub nut 149 110
Nuts for the spring coupling plate 120 88
(on the four short bolts only)
Adjusting plate setscrews 46 34
Nuts for high pressure fuel pipes 25 18
(Engines with Bosch S3000 fuel injection pump)
Nuts for high pressure fuel pipes 45 33
(Engines with Bosch S7100 fuel injection pump)
Yoke nut, auxiliary drive - M18 (27 mm A/F) 200 148
Yoke nut, auxiliary drive - M22 (32 mm A/F) 300 221
Gears
Setscrews, auxiliary drive gear 40 30
Bolts of the main compound idler gear 40 30
Bolts of the idler gear axles 135 100
11
Nm lbf ft
Self-locking nut 80 59
Bolts, casing 23 17
Nut, drive gear 120 88
Sump
Setscrews 55 41
Drain plug - directly into sump 47 35
Drain plug - into sump fitted with thread insert 115 85
Turbochargers
Mounting nuts 46 34
Vee band clamp (captive T-bolt type) 17 12
Vee band clamp (quick release type) 9 6½
Silver-plated vee band nut 8.5 6¼
Timing case and backplate
Bolts, backplate to crankcase 95 70
Recommended nominal applied torques

Where instructions are not given for the correct torque to be applied to specific nuts and bolts, the figures in
the table below should be used.
Bolt size Nm lbf ft

M5 6 4.5
M6 9.5 7
M8 23 17
M10 46 34
M12 80 59
M14 127 94‘
M16 198 146
M18 273 201
M20 387 285
M22 526 388
M24 669 493
12
Cylinder head assembly 12
General description
The two cylinder heads, which are both the same, are The rocker levers have adjustment screws and lock
made from high quality cast iron. They are machined nuts to set the tappet clearances. For early engines,
on the top and bottom faces for the rocker box and the they are assembled on a main shaft in each rocker
cylinder head gaskets respectively. Joint faces are box. The rocker boxes are held in the correct
machined on the inner and outer sides for the positions on the cylinder heads by spring dowels and
induction and exhaust manifolds. are retained by cap screws with socket heads and
bolts. The rocker box covers are made of cast
There are passages for coolant in the cylinder head
aluminium and are retained by bolts and setscrews.
around the valve guides and the pockets for the fuel
injectors. The valve guides are made of an alloy of New engines do not have rocker boxes. Each rocker
high quality nickel chromium and are a press fit in the shaft is mounted on four pedestals which are retained
cylinder head. by bolts to the relevant cylinder head. A deep rocker
cover protects the rocker assembly. For these
The valve seat inserts are cooled and pressed into
engines a different type of fuel injector is used. These
recesses which are machined in the cylinder heads.
fuel injectors are longer and have the connections for
The inlet valves are made from steel forgings and the
the leak-off fuel above the rocker covers.
exhaust valves are made from solid nimonic alloy.
The four fuel injectors in each cylinder head are
Valves are retained with collets, springs and spring
retained by clamps and cap screws. On early
seat washers. Exhaust valves are fitted with valve
engines, the connections of the pipes for the fuel
rotators instead of upper spring seat washers. Each
supply and the leak-off fuel are sealed at the rocker
set of two valves is actuated by a bridge piece. There
box covers and the walls of the rocker boxes
is an adjustment screw and lock nut on the outer arm
respectively, to prevent leakage of oil and the entry of
of each bridge piece. A nitrided button is inserted in
dirt.
the top face of each bridge piece and connects with
its rocker lever. Each rocker lever is operated by the
camshaft through a push rod and tappet.
12
Pedestal rocker cover
To remove and to fit 12-1
To remove
1 Disconnect the batteries.
2 Release the banjo connection bolts from the fuel
injectors and remove the leak-off fuel pipes (A1).
3 Disconnect and remove the relevant high pressure
fuel pipes (A2).
4 Remove the 12 bolts which retain the pedestal A 208
rocker cover (A3) and remove carefully the cover.
2 Before they are fitted, all fuel pipes must be
To fit inspected for cracks or other damage and, if
1 Fit a new joint onto the cylinder head and fit the necessary, renewed. Fit all other components which
pedestal rocker cover. Fit the bolts, complete with were removed in the reverse sequence to their
plain and spring washers, through the pedestal rocker removal and connect the batteries.
cover and into the cylinder head. Use the sequence
given (B) and tighten lightly all of the bolts evenly and
gradually, then use the same sequence (B) and
tighten the bolts to a torque of 23 Nm (17 lbf ft).
A 209
12
Pedestal rocker assembly
To remove
1 Remove the pedestal rocker cover, operation 12-1.
2 Release the lock nuts and loosen fully the
adjustment screws (A1) of the rocker levers. Loosen
the four bolts (A2), each of which retains one of the
four pedestals. Hold the lubricating oil tube, which
supplies the rocker shaft, and lift away the complete
rocker assembly. A 341
3 Remove the lubricating oil tube from the rocker

shaft. Remove the 'O' ring seals from each end of the
tube and discard.
4 Remove the bridge pieces and the push rods, if
relevant.
5 If relevant to the job, remove the fuel injectors,
operation 20-4.
To fit
Note: After the pedestal rocker assembly has been
fitted, it is not possible to remove the bridge pieces
from either end of the cylinder head to tighten the
adjustment to the correct torque. If relevant to the job,
therefore, the bridge pieces at the end positions, must
be set as given in paragraphs 2 to 5, operation 12-7,
before this operation is started.
1 If relevant, insert the extreme left hand push rod
through its opening in the cylinder head. If relevant,
give a full application of oil to the bridge pieces and
their guides and fit the bridge pieces onto their guides.
The other push rods may be fitted after the rocker
assembly is installed.
2 Ensure that the adjustment screws (A1) of the
rocker levers and the bridge pieces are loosened fully.
3 Fit a new 'O' ring seal to each end of the lubricating
oil tube and lubricate the seals with engine lubricating
oil.
4 Turn the coils of the relevant spring to ensure that
there is clearance around the oil hole in the rocker
shaft and insert one end of the lubricating oil tube into
the hole. Ensure that the 'O' ring seal is fitted correctly
and is not damaged. Hold the lubricating oil tube in its
position.
5 Lower the rocker assembly onto its cylinder head.
Ensure that the lubricating oil tube engages with its
hole in the cylinder head and that the 'O' ring seal is
fitted correctly and is not damaged.
12
6 Fit and tighten lightly the four bolts which retain the
pedestals. Ensure that the screw (A3), complete with
a spring washer, is fitted to the tapped hole in the
second pedestal: over cylinder number 3 on 'A' bank
and over cylinder number 2 on 'B' bank.
7 Check the end-float of each outer rocker lever with
feeler gauges. Loosen the bolt which retains each
outer pedestal as necessary and adjust its position to
obtain the correct minimum clearance of 0,12 mm
(0.005 in). Tighten again the bolt and also tighten the
two smaller bolts which retain the rocker shaft. It may
be necessary to adjust also the position of the central
pedestals to obtain the correct clearance at each end
of the rocker shaft. A 341
8 When the end-float at each end is correct, tighten

the four bolts (A2) to a torque of 80 Nm (59 lbf ft).
Check again the end float and tighten the two smaller
bolts on each pedestal to a torque of 23 Nm (17 lbf ft).
9 Turn the remainder of the bridge pieces by 90°,
lower them between the valve assemblies and tilt
each rocker lever to insert the push rods through the
openings in the cylinder head. Fit the adjustment
screw of each rocker lever into the socket of its push
rod and return the bridge piece to its original position
to retain the push rod.
10 Turn clockwise the adjustment screws (A1) until
they are almost at their normal position.
11 Set the valve bridge pieces and adjust the tappet
clearances, operation 12-7.
12 If relevant to the job, fit the fuel injectors, operation
20-4.
13 Fit the pedestal rocker cover, operation 12-1.
12
To dismantle and to assemble 12-3 1 Apply a small amount of 'Loctite 542' to the threads
of one setscrew and fit the setscrew to one end of the
To dismantle rocker shaft.
2 Refer to the notes already made and assemble the
Before the assembly is dismantled, make a temporary
components onto the rocker shaft in the correct
mark on each component. Make a note of the
sequence with the hole for the lubricating oil tube at
positions of the components to ensure that they can
the correct position. Apply a small amount of 'Loctite
be assembled again in the same sequence and with
542' to the threads of the second setscrew and fit the
the hole for the lubricating oil tube at the correct
setscrew to the other end of the rocker shaft.
position.
3 Hold the assembly by the hexagonal part of one
1 Remove the special screw, which controls the setscrew in a vice with soft covers and tighten the
position of the rocker shaft. other setscrew to a torque of 24 Nm (17.7 lbf ft) to
2 Remove the setscrews from each end of the rocker ensure that both setscrews are tightened equally.
shaft. Caution: During this operation, prevent damage to
Caution: During this operation, prevent damage to the hexagonal flats of the setscrews because the end-
the hexagonal flats of the setscrews because the end- float of the rocker levers next to them may be
float of the rocker levers next to them may be affected. The distance between the hexagonal flats is
affected. The distance between the hexagonal flats is 36,00 to 35,75 mm.
36,00 to 35,75 mm.
4 To move the components along the rocker shaft,
3 Loosen the two small screws which retain the compress the springs and apply clean engine
rocker shaft in each pedestal and slide off each lubricating oil to the contact faces. Turn the rocker
pedestal, each rocker lever and each spring as it shaft until the direction of the oil hole in the rocker
becomes free. shaft is downward (toward the cylinder head).
4 To inspect and to correct the components, refer to 5 Fit the special screw, complete with a spring
operation 12-6. washer, fully into its hole in the relevant pedestal.
To assemble
Before the setscrews are fitted to the ends of the
rocker shaft, ensure that all deposits of old locking
agent have been removed and that both of the
threads have been degreased.
12
Rocker boxes 2 Fit a new gasket to the correct position and fit the
rocker box. Fit the setscrews and cap screws of the
rocker box and ensure that the spherical ends of the
To remove and to fit 12-4 rocker screws are correctly fitted in the sockets of the
push rods.
To remove 3 Tighten the setscrews and cap screws evenly until
the correct torque load is obtained.
1 Disconnect and remove the relevant air cleaner,
4 Set the tappet clearances, page 39. Fit the
operation 18-1, and high pressure fuel pipes.
connectors for the leak-off to the fuel injectors,
2 Remove the leak-off pipes from the fuel injectors on through the sides of the rocker box, complete with
the relevant bank and then remove the rocker box new sealing washers. Tighten to the correct torque
cover. load.
3 Remove the connectors, for leak-off fuel, from the 5 Before the rocker cover is fitted, inspect the 'O' ring
fuel injectors. seals for the fuel injectors and renew them if
4 Loosen the adjustment screws of the rockers. necessary.
5 Loosen the setscrews and the screws with socket 6 Fit a new gasket to the top face of the rocker box,
heads. The pressure of the valve springs will lift the fit the rocker box cover and setscrews and tighten to
rocker box away from the cylinder head. the correct torque load.
6 Remove the setscrews and cap screws and remove The rocker covers of some engines are retained by
the rocker box (A). ten setscrews and a two nuts.
To fit 7 Fit the leak-off pipes.
1 Ensure that the joint face of the cylinder head is
clean and fit the dowels for the rocker box.
A 216
12
8 Fit the high pressure fuel pipes, complete with
rubber dampers and shrouds, between the fuel
injection pump and the fuel injectors. Tighten the pipe
connections at the fuel injectors and at the fuel
injection pump to the relevant torque: Engines fitted
with the Bosch S7100 fuel injection pump, tighten to a
torque of 45 Nm (33 lbf ft). Engines fitted with the
Bosch S3000 fuel injection pump, tighten to a torque
of 25 Nm (15 lbf ft).
9 Ensure that there is no distortion of the high
pressure pipes during this operation.
10 Fit the relevant air cleaner assembly, operation
18-1.
A 234
5 If relevant, check that the bore for the cup plug in

To dismantle and to assemble 12-5 the end of the rocker box is clean. Apply 'Loctite 542'
to a new cup plug and press the cup plug into the
To dismantle rocker box until it is aligned precisely with the wall.
1 If a cup plug is fitted to the bore of the rocker shaft, 6 For rocker boxes which do not have a cup plug in
it must be removed. the bore, insert the shaft into the bore from either end.
2 Remove the screw that provides the location for the Ensure that the oil hole in the rocker shaft is directly
rocker shaft. Push the rocker shaft in one direction downward (toward the cylinder head). Fit the rocker
enough to remove one of the 'O' ring seals from the levers and the springs in the correct sequence and,
end of the shaft. Push the shaft in the other direction before the rocker shaft is fully into its correct position,
to release the 'O' ring seal from the opposite end. fit a new 'O' ring in the groove around the outer end of
Continue to withdraw the shaft and remove the rocker the rocker shaft.
levers and the springs as they become free. 7 Push carefully the rocker shaft through the bore
To assemble until the groove at the opposite end is just away from
the wall at the end of the rocker box. Fit the second 'O'
1 If relevant, check that the bore for the cup plug in ring and press backward the shaft until the bolt hole in
the end of the rocker box is clean. Apply 'Loctite 542' the rocker shaft is aligned with the threaded hole in
to a new cup plug and press it into the bore until it is the pedestal. Fit the bolt that holds the rocker shaft,
aligned with the wall of the rocker box. with a plain washer and a spring washer, and tighten
2 Apply clean engine lubricating oil to the rocker shaft it securely.
and insert the end which has the opening into the bore
of the rocker box. Ensure that the direction of the oil
hole in the rocker shaft is downward (toward the
cylinder head).
3 Push the rocker shaft through the end, enough to fit
the first rocker lever onto the rocker shaft. Continue to
push the rocker shaft through the rocker box and fit
the spring and the second rocker lever before the
rocker shaft enters the first pedestal. Fit the
remainder of the arms and springs in the correct
sequence.
4 Before the rocker shaft is pushed fully into its
correct position, fit the 'O' ring in its groove around the
rocker shaft. Push further the rocker shaft until the
bolt hole in the rocker shaft is aligned with the
threaded hole in the pedestal. Fit the bolt that holds
the rocker shaft, with a plain washer and a spring
washer, and tighten it securely.
12
To inspect and to correct 12-6
1 Remove all of the grease and dirt from the

components by the use of a cleaning fluid which can
be diluted with water. Wash and dry each item before
inspection.
2 Inspect the rocker shaft for wear or damage around
the locations of the rocker levers. If wear is seen,
renew the shaft.
3 Fit each rocker lever onto the shaft and check the
clearance in the bush of the rocker lever. If the
clearance is excessive, make locally a suitable tool as
shown (A) to press out the bush. Make an accurate,
temporary, mark on the rocker lever to indicate the
position of the small cut-out in the end of the bush and
then press out the bush.
4 Check the bore of the rocker lever for deep
scratches or other damage.
5 If the condition of the rocker lever is acceptable, the
same tool with suitable modifications, similar to the
illustration (B), can be used with a press to fit a new
bush into the rocker lever. Ensure that the cut-out in
the new bush (B1) aligns exactly with the temporary
mark on the rocker lever. If it does not, press out the
bush and try again. When the operation is finished,
make a final check that the oil holes in the bush are
aligned with the passages in the rocker lever. New A 217
bushes are pre-finished and do not need to be
reamed.
6 Use a fine oilstone to remove small grooves and
scratches and to make a smooth surface on the pads
of the rocker levers. Ensure that the surface of the
pad is seen to be parallel to the bore by the use of the
rocker shaft and a straight edge.
B 221
12
Tappet clearances
To check and to adjust 12-7
With the crankcase at its upright position, the

clearances for the bridge pieces and the tappets
should be checked and, if necessary, adjusted.
Tappet clearances:
Engines before build line number 8281 (4B 27377
8281 V):
Inlet 0,4 (0.016 in) A 74
Exhaust 0,5 (0.020 in)
Engines from build line number 8281
(4B 27377 8281 V):
Inlet 0,2 (0.008 in)
Exhaust 0,5 (0.020 in)
To adjust the tappet clearances, proceed as follows:
1 Disconnect and remove the high pressure fuel
pipes and remove the rocker box covers.
2 Turn the crankshaft in its normal direction of
rotation, anti-clockwise from the flywheel end, until
the B3 piston is at TDC on its compression stroke.
When the B3 piston is in this position, the exhaust
valves over the A1 cylinder are almost closed and the
inlet valves are just open. The valves for the A1
cylinder are then 'set'.
Caution: Ensure that no side load is put onto the
valve stems.
3 Loosen the adjustment screw and lock nut of each
bridge piece to ensure that there is no contact with the
valve stem before it is adjusted. Start with the number
B3 inlet valves; apply pressure to the tip of the rocker
lever in contact with the button on the bridge piece,
and turn clockwise the adjustment screw until it is just
in contact with the tip of the valve stem (A). Hold the
adjustment screw in this position with a screwdriver
and tighten lightly the lock nut.
4 Disengage the rocker lever from its push rod and
slide the rocker lever along the rocker shaft to
compress its spring. Tilt the rocker lever to remove
the bridge piece from its guide. Retain securely the
bridge piece in a vice which must have soft covers.
Hold the adjustment screw in its position with a
screwdriver and tighten its lock nut to 40 Nm (30 lbf
ft). Fit the bridge piece to its guide. Similarly, set the
bridge piece of the B3 exhaust valves.
Caution: Use a torque wrench with a ring spanner
adaptor. The reading on the torque wrench must be
adjusted to compensate for the extra length caused
by the ring spanner adaptor.
12
5 Use the relevant feeler gauge between the button
of the bridge piece and the pad of the rocker lever (A),
to set the tappet clearance for the B3 inlet valves to
the correct dimension, as given on page 39. Tighten
the lock nut of the adjustment screw to 40 Nm (30 lbf
ft).
6 Set also the tappet clearance of the B3 exhaust
valves to the correct dimension, as given on page 39,
and tighten the lock nut of the adjustment screw to 40
Nm (30 lbf ft). After the lock nuts have been tightened,
check again both tappet clearances and reset them, if
necessary, before the next set of clearances is
adjusted.
To check and adjust the other tappet clearances in
the correct sequence, turn the crankshaft through 90°
in its normal direction of rotation for each set of
valves. The complete sequence is as follows:
7 Set the valves of the A1 cylinder. Then adjust/check
the tappet clearances for the B3 cylinder (as given in
paragraphs 5 and 6).
8 Set the valves of the B1 cylinder as for the A1
cylinder. Then adjust/check the tappet clearances for
the A2 cylinder.
9 Set the valves of the B2 cylinder. Then adjust/check
the tappet clearances for the A4 cylinder.
10 Set the valves of the A3 cylinder. Then adjust/
check the tappet clearances for the B4 cylinder. A 73
11 Set the valves of the B3 cylinder. Then adjust/

check the tappet clearances for the A1 cylinder.
check the tappet clearances for the B1 cylinder.
check the tappet clearances for the B2 cylinder.
14 Set the valves of the B4 cylinder. Then adjust/
check the tappet clearances for the A3 cylinder.
15 Fit the rocker box covers and fit the high pressure
fuel pipes
12
Cylinder head assembly
Special tools:
Lift adaptor for cylinder heads, 21825 895
Remover/ replacer, 21825 859
Slide hammer, 21825 949
To remove
A single cylinder head may be removed from the
engine and given an overhaul while the engine is still
connected to its relevant driven unit. In this situation,
ensure that the batteries are disconnected.
Drain the coolant from the engine, the coolant may be
drained to a level lower than the outer edge of the
cylinder heads. If the engine is to be tilted for the
removal of the cylinder head, the coolant system must
be drained fully. Keep the coolant in a clean container
for subsequent use.
A number of engine components must first be
removed to enable the cylinder head to be removed
from the engine. Proceed as follows:
1 Disconnect the air ducts between the turbochargers
and air cleaners; remove the air cleaners and support
brackets.
2 Disconnect and remove the relevant turbocharger.
3 Disconnect and remove the solenoid ('B' bank
only). Disconnect the relevant pipes and remove the
charge cooler.
4 Disconnect the fuel pipes at the connections
bracket.
5 Remove the exhaust manifold.
6 Remove the support from between the radiator and
the relevant cylinder head.
7 Disconnect the coolant pipes and remove the
induction manifold and rocker cover as necessary.
8 Remove the rocker boxes and rocker assemblies,
see operation 12-1 and operation 12-2 or operation
12-4 as relevant. Withdraw the push rods and put
them in storage in the sequence in which they were
removed. Remove the fuel injectors, operation 20-4.
9 Remove the four alloy plugs from the top of the
induction ports. If necessary, use the remover/
replacer, 21825 859, and the slide hammer, 21825
949.
12
10 Remove the 26 long and four short bolts and fit
two guide studs, with an M15 thread, into bolt holes
on diagonally opposite sides of the cylinder head. Fit
the lift adaptor, 21825 895, and lift the cylinder head
clear of the engine (A). Put the cylinder head on a
bench with a soft surface to prevent damage to the
flame face.
Warning! Fit the guide studs before all of the
cylinder head bolts have been removed or the
cylinder head may fall from the crankcase.
11 Lift the bobbin from its location in the top face of
the crankcase and put it in storage until it is needed.
12 Remove the cylinder head gasket and discard it. A 213
Certain engines have 13 sleeves with sealing rings
and also sealing rings, in counterbores, around the
tappet bores. These should now be removed and the
sealing rings must be discarded.
To fit
Check that the joint faces are clean and ensure that
the location dowels in the top face of the crankcase
are usable. Check that the cam followers are in their
locations.
1 Fit the two dowels for the cylinder head. Fit the
bobbin and sealing ring into the flame face with the
tapered end at the top.
On relevant engines only, fit the 13 sleeves, complete A 214
with new sealing rings, to the ports in the flame face
and fit new sealing rings to the counterbores around
the tappet bores.
2 Fit two guide studs, with an M15 thread, into bolt
holes on diagonally opposite sides of the crankcase
flame face. Fit a new cylinder head gasket to the
crankcase. Use the lift adaptor, 21825 895, and lower,
carefully, the cylinder head onto the crankcase.
3 Remove the lift adaptor and the guide studs. Put
the lift bracket of the engine in its position and apply a
small amount of oil to the bolts of the cylinder head.
Follow the sequence shown (B), fit the bolts of the
cylinder head and tighten them to a torque of 200 Nm
in the stages which follow: 80 Nm, 160 Nm, 200 Nm.
Tighten the bolts shown in the black circles to a torque
of 240 Nm then a further 90° in the sequence shown
(B). Tighten again the bolts in the inlet ports (white
circles) to a torque of 200 Nm.
Caution: To prevent damage to the threads, the
bolts must not be allowed to fall into their bolt holes.
12
4 Fit new 'O' ring seals around the four alloy plugs
from the induction ports. Apply a small amount of
'Linalube' around the access holes and press the
plugs into place.
5 If both cylinder heads have been removed, turn the
engine until the other flame face is horizontal and fit
the tappets, the cylinder head, and the lift bracket.
Use the same procedure as that given in the
operations above.
6 Turn the engine upright to its normal position. If new
cylinder heads have been fitted, stamp the bank letter
on each head for reference in the future.
7 Fit the 16 push rods into the cam followers from
which they were removed and check that the two
location dowels for the rocker box are fitted to each
cylinder head.
8 Apply oil to the bridge piece guides, to the bridge
pieces and to the push rods. Put the rocker box
gaskets over the location dowels in the top faces of
the cylinder heads.
9 Fit the fuel injectors, operation 20-4.
10 Fit the rocker boxes, see operation 12-1 and
operation 12-2 or operation 12-4 as relevant, and set
the tappet clearances, see operation 12-7.
To dismantle and to assemble 12-9
Special tools:
Drive handle, 21825 861
Replacer kit for cup plugs, 21825 866
Valve spring compressor, 21825 739
Adaptor, 21825 740
Stirrup, 21825 741
To dismantle
Check all cup plugs for signs of coolant leakage.
Plugs that are in doubt can be renewed by use of the
replacer kit, 21825 866, and the drive handle, 21825
861. Apply 'Loctite 575' to new cup plugs before they
are fitted to the cylinder head. If the 1/8 BSP plug has
been removed because of leakage, clean the plug,
apply 'Loctite 270' to its threads, fit the plug and
tighten it to a torque of 28 Nm (21 lbf ft).
Put the cylinder head, flame face downward, on a
bench with a soft surface and remove the valves by
use of the valve spring compressor, 21825 739, with
adaptors 21825 740 and 21825 741. Use the
procedure which follows:
1 Fit the adaptor, 21825 740, into a suitable bolt hole
for the rocker box.
12
2 Fit the compressor tool stud into the adaptor, finger-
tight, and tighten the lock nut.
3 Set the arm of the valve spring compressor at a
suitable height on the stud by use of the two lock nuts.
4 Set the stirrup, 21825 741, on the arm, directly over
one of the valve assemblies (A).
5 Compress the valve spring and lift out the collets
followed by the upper spring seat or rotator, then the
spring and the lower spring seat.
6 Move the compressor tool, as necessary, and
remove all of the valve spring assemblies.
To assemble
A 215
Apply engine oil to the valve stems, fit each valve into
its correct guide, according to the marking which is Put the cylinder head in a tank of water which is at a
etched on the stem. Lower carefully the assembly of temperature of 60°C (140°F) and inspect for bubbles
the cylinder head on to the bench with the flame face from around all the cup plugs and injector sleeves.
downward, then fit the lower spring seat, spring and Renew plugs or sleeves which are not fully sealed.
spring retainer or valve rotator, as relevant, over the Remove the seals from the openings for coolant.
valve stem. Inspect the flame face for signs of damage. If
Compress each spring assembly and fit the collets necessary, the face may be reconditioned by surface
into the collet grooves in the valve stems. Release, grinding, in four stages, to a maximum of 0,51 mm
carefully, the valve spring compressor, check that the (0.020 in). Information about work done must be
collets remain in their correct location, and then etched on an area of the flame face which is not under
proceed to the next unit. the gasket of the cylinder head.
Caution: When a cylinder head flame face has been
machined, the valve seats must be re-cut to maintain
To clean and to inspect the correct distance between the valve faces and the
the cylinder head 12-10 flame face of the cylinder head. See fits and
clearances on page 59.
Clean all of the components; use a cleaning fluid
which can be diluted with water and refer to Section
10 on page 15 for relevant information. To remove
heavy carbon deposits from most components: soak
them in solutions of 'Maxan' or 'Ardrox 667'.
Caution: Do not use the 'Maxan' or 'Ardrox'
processes on the valve springs or the surface finish
will be damaged.
If cup plugs were removed, before the cylinder head
was cleaned, they must be renewed before the
cylinder head is given a test under pressure. Apply
'Loctite 575' to the new cup plugs and insert them into
their correct locations in the cylinder head. Use the
relevant kit of removal/replacer tools for the cup
plugs.
Make, locally, enough seals to close all of the
openings for coolant and fit them to the cylinder head.
Connect a pipe from a supply of air to the coolant
galleries. Apply air at a pressure of 207 kN/m2 (30 lbf/
in2).
Caution: Do NOT exceed 207 kN/m2 (30 lbf/in2) as
damage may be caused
12
To correct a valve seat 12-11
Special tools:
Valve seat tool, 21825 841
Valve seat cutter, 21825 842
It is recommended that all the valve guides are

inspected, and renewed as necessary, before the
work is begun on the valve seat inserts. Ensure that
the bores of the guides are within the limits given at
the end of this section.
1 Inspect the inserts for erosion and cracks. If it is A 222
necessary to correct the inserts, lightly lap the faces
of the valve seats and their relevant valves. To correct
the faces of more badly damaged valve seats, use the
valve seat tool, 21825 841, and the cutter, 21825 842,
together with the relevant pilot. To use the tool, fit the
guide (A) and proceed as shown (B). Ensure that the
cutter is correct for the angle of the valve seat, which
is given on on page 59. The surface finish of the valve
seat will be improved if a compressed air supply is
used to remove debris during this operation.
Warning! Ensure that eye protection is used during
the above operation.
Caution: During the correction of a valve seat it is
important to remove only the minimum amount of
material.
2 After the inspection and correction of a valve seat
and the relevant valve, fit the valve into the guide and
check the depth of the head of the valve below the
flame face. If the depth is more than the limits given
on page 59 use a new valve to check again. If the
depth is then within acceptable limits, the new valve
must be fitted to the valve seat when the cylinder
head is assembled.
3 To ensure that the valve is fitted in its correct
position, the number of the cylinder and the position
of the valve must be etched above the collet groove
on the valve stem. Valves must not be stamped or
marked with a centre punch, because cracks may B 223
occur.
If the depth still exceeds the acceptable limits, a new
valve seat insert must be fitted.
12
To remove a valve seat insert 12-12
Special tools:
Holder, 21825 892
Cutter for the removal of valve seats, 21825 893
Remover tool for valve seat inserts, 21825 896
Caution: Before a valve seat insert for an exhaust

valve can be removed, the edge of the casting of the
cylinder head, which is rolled over the insert, must be
cut away (A). A special cutter, 21825 893, and holder,
21825 892, are available for this purpose.
1 If the relevant valve guide has not been removed,
and its bore is within the acceptable limits, turn the
cylinder head onto its side and slide the expendable
extractor, 21825 896, into the valve guide, until the
head is in contact with the valve seat insert.
2 Weld electrically, at two or three equally spaced
positions around the circumference, the expendable
extractor to the valve seat insert. Make the welds no
larger than is necessary in order to prevent damage
to the cylinder head.
3 Use a soft faced hammer on the end of the stem of
the expendable extractor to remove the old valve seat
insert from its recess (B).
A 224
The expendable extractor may be used again if the
welds and the old valve seat insert are removed and
the head is ground lightly to eliminate the protrusions.
B 225
12
Another method for removal of a valve seat insert (A1)
is given below:
1 Fasten securely the cylinder head on a milling
machine, and use a slot drill of approximately 10 mm
(3/8 in) diameter to machine two slots into the valve
seat insert (A3). The depth of the slots should be 0,50
mm (0.020 in) less than the depth of the valve seat
insert. The minimum depth of the insert is 7,95 mm
(0.313 in). The slots should be apart by approximately
13 mm (1/2 in) between their centres. Machine the slot
to within 0,5 mm (0.020 in) of the outside diameter of
the insert.
2 Use a flat chisel, at the point which is indicated by A 34
the arrow (A2) and in the direction of the opening in
the insert, to break the insert. Do not damage the
recess during this operation.
3 Remove the insert and check that the recess is
clean and that there is no damage.
To fit a valve seat insert 12-13
Special tools:
Drive handle, 21825 861
Tool to insert valve seat, 21825 867
Holder for rolling tool, 21825 892
Rolling tool, 21825 894
1 Valve seat inserts are available in two sizes,

oversize and standard. The oversize inserts are 0,05
mm (0.002 in) larger on the outer diameter. If an
oversize insert is to be fitted, ensure that it has the
correct part number: CV 14128 for an inlet seat or OE
47574 for an exhaust seat. Check also that the wall of
the recess in the cylinder head will maintain the
correct interference fit, as given on page 59.
2 Cool the valve seat insert in liquid nitrogen to -35°C
(-31°F). Use the special tool, 21825 867, (B1) and the B 226
handle, 21825 861 (B2), to fit the relevant insert into
its recess as rapidly as possible.
3 Use a 0,04 mm (0.0015 in) feeler gauge to check
that the bottom of the new insert is in full contact with
the bottom of the recess.
If a new valve seat insert has been fitted for an
exhaust valve, the edge of the casting of the cylinder
head must be rolled over the chamfer which is around
the circumference of the insert. Proceed as follows:
4 Fasten securely the cylinder head on a suitable drill
machine with the flame face in the upper position and
fit the rolling tool, 21825 894, and holder, 21825 892,
to the machine.
12
5 Apply clean engine lubricating oil to the rollers, to
the face at the end of the tool and to the counterbore
in the cylinder head.
6 Insert the rolling tool in the valve guide and turn
slowly the rolling tool. Apply enough pressure to
spread the material of the cylinder head over the
chamfer of the valve seat insert. Ensure that the face
at the end of the tool is suitably lubricated before the
face at the end of the tool is in contact with the top
face of the insert (A). When this occurs, the cylinder
head is fully rolled over the insert, and the tool can be
removed.
7 Use the valve seat cutter, 21825 842, and the
relevant pilot, to machine to the correct angle, the
seats which have been renewed. Ensure that the
cutter is correct for the angle of the valve seat, which
is given on page 59. Lap the valves to the seats.
Clean thoroughly the area around the valves and the
seats and use engineer's blue to check that the faces
of the valves are in full contact across and around the
faces of the valve seats.
8 Fit the valves in their relevant seats and use a
straight edge and a feeler gauge to check that the
clearances between the heads of the valves and the
flame face are within the limits given on page 59. If a
clearance is excessive, a new valve must be fitted.
The number of the cylinder and the position of the
valve should be etched above the collet groove on the A 227
valve stem. Valves must not be stamped or marked
with a centre punch, because cracks may occur.
To inspect the valve guides 12-14
Check the clearance of each valve stem in its guide.

This must be within the limits given on page 59. If the
clearance is excessive, use a new valve to check
again. If the clearance is still excessive, a new valve
guide must be fitted.
12
To renew a valve guide 12-15
Special tools:
Reamer for exhaust valve guides, 21825 755
Reamer for inlet valve guides, 21825 756
Remover for inlet valve guides, 21825 885
Remover for exhaust valve guides, 21825 886
Replacer for inlet valve guides, 21825 887
Replacer for exhaust valve guides, 21825 888
Use the extractors: 21825 885 (inlet valves) or 21825

886 (exhaust valves), and the replacer tools 21825
887 (inlet valves) or 21825 888 (exhaust valves),
together with a suitable press.
1 Use the relevant extractors to press out the valve
guides that need to be renewed. Check the bores in
the cylinder head for wear or damage. See SRS 135
for instructions to correct worn bores.
2 Apply clean lubricating oil to the new guide before
it is inserted in the top end of the bore.
Caution: The guides for the inlet valves must be
inserted with the tapered end downward. The guides A 230
for the exhaust valves must be inserted with the
internal chamfer, which is at one end of the bore, at
the top.
3 Fit the relevant replacer tool onto the guide and
press the guide in until the replacer tool is in contact
with the cylinder head (A). This will give the correct
protrusions of 12,8 mm (0.50 in) for the guides of the
inlet valves and 17,85 mm (0.70 in) for the guides of
the exhaust valves.
Caution: If liquid air is available, it may be help if the
new valve guide is cooled immediately before it is
fitted.
4 Use the correct reamer to ream the new valve guide
(B) and check the bore with the relevant plug gauge.
Use the reamer 21825 756 for inlet valve guides and
21825 755 for exhaust valve guides. If new valve
guides have been fitted, the relevant valve seat insert
must be corrected. Use the special tool, 21825 842, to
ensure concentricity.
B 231
12
To inspect the bridge
pieces and guides 12-16
Inspect the bridge pieces and the adjustment screws

for wear. Use a new guide as a gauge to check the
bores in the bridge pieces. Similarly, use a new bridge
piece to check the guides. Renew components which
have excessive wear.
To renew a bridge piece guide 12-17
Special tools:
Extractor for valve bridge guides, 21825 889
Depth plate for valve bridge guides, 21825 890
Use the extractor, 21825 889, to withdraw a worn

guide from its bore in the cylinder head (A). Clean
thoroughly the bore.
Apply 'Loctite 648' to the area of the new guide which
is an interference fit in the cylinder head and use a
press to insert the guide into the cylinder head. To
obtain the correct protrusion, fit the depth plate,
21825 890, over the guide and press the guide into its
bore until the top face is aligned precisely with the top
face of the depth plate (B). A 232
B 233
12
To recondition a fuel
injector sleeve 12-18
Special tools:
Tool holder for face cutter and reamer, 21825 765
Face cutter, 21825 767 Reamer, 21825 768
Service kit for fuel injector sleeves, 21825 915
Caution: The fuel injector sleeves may be renewed

without the removal of the cylinder head from the
engine. In this situation, the coolant must be drained
until the level is below the cylinder head and the
piston, which is below the faulty fuel injector sleeve,
must be moved to BDC.
1 Use the integral face cutter and reamer to remove
deposits of carbon and to correct the face of the seat,
or the bore at the smaller internal diameter of the
injector sleeve (A). If the work is done without the
removal of the cylinder head from the engine, the
cutter and the reamer must be given a full application
of grease to retain the particles of the carbon and the
debris.
Caution: When the face cutter is used, remove only
the minimum material that is necessary to correct the
seat. The maximum permissible depth of the seat
from the top face of the cylinder head is 104,25 mm A 237
(4.104 in).
12
To renew a fuel injector sleeve 12-19
Special tools:
Remover tool for fuel injector sleeves, 21825 771
Tap, 21825 773
Expander tool for fuel injector sleeves, 21825 776
Ball type expander tool, 21825 883
A fuel injector sleeve which is outside the limit, or has

been damaged, or which leaks from the expanded
joints and cannot be corrected by further expansion of
the ends of the fuel injector sleeves, must be renewed A 238
in accordance with the instructions given below.
Caution: The fuel injector sleeves may be renewed
without the removal of the cylinder head from the
engine. In this situation, the coolant must be drained
until the level is below the cylinder head, and the
piston which is below the faulty fuel injector sleeve
must be moved to BDC.
1 Use the tap, 21825 773, to make a thread in the fuel
injector sleeve to a minimum depth of 25 mm (one
inch)(A). If the work is done without the removal of the
cylinder head from the engine, push some clean rag
down the larger bore to prevent the possible entry of
debris into the cylinder of the engine. The tap should
be given a full application of grease to retain the
particles of copper debris.
2 Move up the nut of the remover tool, 21825 771, to
the top of its thread and fit fully the stud into the thread
in the fuel injector sleeve (B).
B 239
12
3 Tighten down the nut against the thrust face of the
tool and withdraw the fuel injector sleeve (A). Extra
force is necessary to break the top seal where the
sleeve has been rolled into the groove in the cylinder
head.
4 Clean thoroughly the bores in the cylinder head and
also the groove for the expansion of the fuel injector
sleeve.
A 240
12
If the cylinder head has been removed from the
engine, put it on parallel supports under a press, with
the flame face downward. The supports must be deep
enough to ensure that there is a clearance of
approximately 150 mm (6 in).
5 Dismantle the tool, 21825 883, and insert the
section with the ball type expander through the fuel
injector sleeve as shown (A). Assemble the tool and
lubricate with grease the end with the ball type
expander. Install the fuel injector sleeve in the bores
of the cylinder, use the clamp of a fuel injector (B1) to
fasten the assembly to the cylinder head and tighten
the cap screw to 60 Nm (44 lbf ft) to ensure that the
fuel injector sleeve is pressed fully into its correct
A 241
location
6 Turn the nut (B2) at the top of the tool and pull up
the ball type expander through the fuel injector
sleeve. This action causes the expansion of the bore
at the smaller internal diameter.
B 242
12
When the expansion of the smaller bore is complete,
the expansion at the top of the fuel injector sleeve
should be done by use of the expander tool, 21825
776, which rolls the copper of the fuel injector sleeve
into the groove in the cylinder head.
7 Insert the housing for the expander rollers into the
injector sleeve until the shoulder of the housing is in
contact with the top face of the cylinder head.
8 Slide the tapered shaft through the housing of the
rollers and use a suitable socket type spanner and a
tee handle to turn the shaft while a constant pressure
is applied downward to the end of the shaft.
9 Continue the operation until the shaft is difficult to
turn when it is approximately at the position shown
(A). The tool can then be removed; there is not usually
a requirement for the shaft to go deeper.
A 243
12
Valves, valve springs and valve If new valves are fitted, the cylinder number and
rotators position should be etched near to the top of the valve
stem. Valves must not be stamped or marked with a
centre punch as this may cause the valve stem to
To remove and to fit 12-20 crack.
Clean thoroughly the valve springs and check for
To remove wear, corrosion and distortion. Measure the free
length and the length when loaded and compare to
1 Remove the cylinder heads, operation 12-8.
the dimensions given page 59. Discard a spring which
2 Remove the valves, the valve springs and the valve is not acceptable. If one spring on a set of two valves
rotators, operation 12-9. is faulty or damaged, both springs on that set of
To fit valves must be renewed. Old and new springs used
on a single set of valves will cause wear to the bridge
1 Fit the valves, the valve springs and the valve piece and to the bridge piece guide.
rotators, operation 12-9.
Check all new springs, to ensure that they are correct
2 Fit the cylinder heads, operation 12-8.
for the engine. The springs must have green marks of
identification on the spring coils. Check the valve
To clean and to inspect 12-21 rotators for cracks and other damage and ensure that
the parts rotate freely in relationship to their relevant
parts.
Clean thoroughly the valves and inspect the head of
each valve for cracks or other damage. Check the Inspect the tips of the valve stems. If the wear marks
valve stems, the grooves for the collets and the tips of indicate that the valve has not rotated, the rotator for
the valves for wear. Test, for cracks, the heads of that valve must be renewed.
acceptable valves. Use a dye penetrant process such
Caution: Rotators are fitted in place of the upper
as 'Ardrox 996'. See page 20.
spring seats on exhaust valves only.
Check that the valves are not dished by use of a
straight edge and a feeler gauge. Discard the valve if
the clearance exceeds 0,13 mm (0.005 in).
Insert each valve to its position in the cylinder head
and check that the face of the valve seat is in full
contact with the valve seat insert. Lap the valve in if
necessary.
Check the clearance between the valve head and the
flame face of the cylinder head. If it is more than the
permissible clearance given page 59, check again
with a new valve. If there is still too much clearance,
a new valve seat insert must be fitted. Insufficient
clearance can be corrected by use of a valve seat
cutter as given in operation 12-11.
12
Push rods
Note: If it is necessary to remove only one push rod,

it is possible to remove it by careful rotation of the
crankshaft until the relevant rocker lever is free to be
moved, against its spring, away from its push rod. For
engines fitted with pedestal rockers, those push rods
at each end of the rocker shaft cannot be removed by
this method and the complete pedestal rocker
assembly must first be removed.
Caution: If a push rod has been removed, its tappet
clearance must be checked and, if necessary,
adjusted to the correct figure.
To remove
1 Remove the rocker boxes and rocker assemblies,
operation 12-4 or, for new engines: operation 12-1
and operation 12-2.
2 Withdraw the push rods and put them in storage in
the sequence in which they were removed.
To fit
1 Fit the push rods into their cam followers, ensure
that they are fitted to the locations from which they
were removed. Fit the rocker boxes, operation 12-4,
or the rocker assemblies and rocker cover, operation
operation 12-2 and operation 12-1, as relevant.
To inspect 12-23
Inspect the ends of each push rod for wear and

damage, and check each rod for deflection. A push
rod which has a run-out of more than 0,2 mm (0.008
in) along its total length must be renewed.
12
Fits and clearances
Rocker boxes
Bushes in rocker arms (A1)
Rocker arm bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26,193 to 26,224 mm (1.0314 to 1.0326 in)
Bush diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26,264 to 26,289 mm (1.034 to 1.035 in)
Interference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,040 to 0,096 mm (0.0015 to 0.0037 in)
Rocker arms on shaft (A2)

Bush bore. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22,212 to 22,225 mm (0.8747 to 0.8752 in)
Shaft diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22,174 to 22,186 mm (0.8732 to 0.8736 in)
Clearance (new). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,026 to 0,051 mm (0.001 to 0.002 in)
Permissible worn clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,13 mm (0.005 in)
A 235
12
Cylinder heads and valve gear
Valve in seat
Clearance below flame face (A9 and A8)
Inlet valves (new). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,00 to 1,32 mm (0.039 to 0.052 in)
Exhaust valves (new) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,00 to 1,38 mm (0.039 to 0.054 in)
Permissible worn dimensions: Inlet valves (A9) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,32 mm (0.091 in)
Exhaust valves (A8). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,38 mm (0.094 in)
Valve seat inserts

Angle of valve seat (A1)
Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 degrees
Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 degrees
Inserts in cylinder head

Cylinder head bore (A7) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48,00 to 48,016 mm (1.889 to 1.890 in)
Insert diameter (standard) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48,054 to 48,065 mm (1.8919 to 1.8923 in)
Service inserts 0,05 mm (0.002 in) oversize are available
Bridge pieces on bridge piece guides

Bore of bridge piece (A3). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12,755 to 12,780 mm (0.5021 to 0.5031 in)
Diameter of bridge piece guide . . . . . . . . . . . . . . . . . . . . . . . . . . . 12,728 to 12,739 mm (0.5011 to 0.5015 in)
Clearance (new) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,016 to 0,052 mm (0.0006 to 0.002 in)
Permissible worn clearance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,10 mm (0.004 in)
Valve springs
Free length (A4)(Nominal) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47,066 mm (1.853 in)
Permissible worn dimension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44,713 mm (1.760 in)
Load when compressed to 26,87 mm (1.058 in) . . . . . . . . . . . . . . . . . . . .0,5071 to 0,5605 kN (114 to 126 lbf)
Valve guides
Valve guides in cylinder head bore (A5) . . . . . . . . . . . . . . . . . . . . . . 18,00 to 18,02 mm (0.7086 to 0.7094 in)
Valve guide diameter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18,028 to 18,041 mm (0.7097 to 0.7102 in)
Valves in guides
Inlet valve stem diameter (A2). . . . . . . . . . . . . . . . . . . . . . . . . . . . . .*9,464 to 9,482 mm (0.3725 to 0.3733 in)
Clearance (new) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,043 to 0,086 mm (0.0016 to 0.0034 in)
Permissible worn clearance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,19 mm (0.0075 in)
Inlet valve guide bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9,525 to 9,550 mm (0.3749 to 0.3759 in)
Wear around the inner edge at the lower end of the valve guide must not exceed 0,51 mm (0.02 in) on the
diameter.
Exhaust valve stem diameter (A6). . . . . . . . . . . . . . . . . . . . . . . . . 10,930 to 10,947 mm (0.4303 to 0.4309 in)
Exhaust valve guide bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,998 to 11,023 mm (0.4329 to 0.4339 in)
Wear around the inner edge at the lower end of the valve guide must not exceed 0,51 mm (0.02 in) on the
diameter.
*The inlet valves of engines manufactured after September 1996 have a larger stem diameter. For these
engines use the dimensions which follow:
Inlet valve stem diameter (A2). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9,489 to 9,507 mm (0.3736 to 0.3743 in)
Permissible worn clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,19 mm (0.0075 in)
12
Note: Inlet and exhaust valves are shown under the same bridge piece
A 352
13
Pistons and connecting rods 13
General description
The pistons (A) are made of an aluminium alloy which
contains a high percentage of silicon. The tops of the
pistons have special toroidal combustion chambers to
give an efficient mix of fuel and air.
The pistons of early engines each have three
compression rings and one oil control ring. The
groove for the top ring is machined into a hard metal
insert to reduce the wear of the groove.
The piston is tin plated on all of the surfaces after it
has been manufactured, except the gudgeon pin
bore.
The axial location of the fully floating gudgeon pin is
controlled by the circlips in the gudgeon pin bore.
Pistons of new engines have longer gudgeon pins
complete with special 'G' clips instead of circlips.
The pistons of new engines have only three piston
rings and the surface of the piston crown is hard
anodised. These pistons are tin plated on all of the
surfaces below the top piston ring, except the
gudgeon pin bore.
The connecting rods (B) are made from chromium
molybdenum steel forgings and are machined to
receive bearings at the small end, which are bushes
of the split type. The bushes are rolled and have steel
backs with bearing surfaces of lead bronze. They are
pressed into the eye of the small end with the split in A 139
the upper half at 45 degrees to align the oil hole of the
bush with the oil hole of the connecting rod. The
position of the oil hole is 135 degrees from the split.
The small end of each connecting rod is wedge
shaped. An oil hole is drilled axially through the centre
of the connecting rod to provide an intermittent supply
of oil under pressure from the crank pin to lubricate
the small end and the gudgeon pin.
Four special bolts and nuts are used to retain each
bearing cap to its relevant connecting rod. There are
marks on the assembly of each connecting rod which
give the weight, the relationship of the cap to the rod
and the number of the cylinder bore. The special bolts
fitted to new engines have a 'D'-shaped or square B 200
head.
The big end bearings are similar to the main bearings,
but they do not have grooves in the bearing surfaces.
13
It is important that the larger chamfer in the bore of The groups for the weights are as follows:
each big end is toward the outside of the two
Y1 4,150 to 4,175 kg (9.149 to 9.204 lb)
connecting rods which are fitted to each crank pin.
Y2 4,175 to 4,200 kg (9.204 to 9.259 lb)
The half bearings are held in their positions by special
Y3 4,200 to 4,225 kg (9.259 to 9.315 lb)
bolts. Shoulders around the centre of the bolts fit into
Y4 4,225 to 4,250 kg (9.315 to 9.370 lb)
grooves which are machined in the outer edges of the
half bearings. The grooves are off-centre to the Z1 4.250 to 4,275 kg (9.370 to 9.425 lb)
bearing, therefore, the half bearing must be fitted Z2 4.275 to 4,300 kg (9.425 to 9.480 lb)
correctly. Z3 4.300 to 4,325 kg (9.480 to 9.535 lb)
Z4 4.325 to 4,350 kg (9.535 to 9.590 lb)
The weight of each connecting rod, together with the
bush of the small end, the bearing cap and the special A1 4,350 to 4.375 kg (9.590 to 9.645 lb)
bolts and nuts, is measured during the engine A2 4,375 to 4.400 kg (9.645 to 9.700 lb)
assembly process. The connecting rod is then A3 4,400 to 4.425 kg (9.700 to 9.755 lb)
stamped with a code letter and number to indicate a A4 4,425 to 4.450 kg (9.755 to 9.811 lb)
group according to its weight. This code is stamped
B1 4,450 to 4,475 kg (9.811 to 9.866 lb)
on the bearing cap of each assembly. The weights of
B2 4,475 to 4,500 kg (9.866 to 9.921 lb)
all connecting rods which have the same letter vary by
B3 4,500 to 4,525 kg (9.921 to 9.976 lb)
less than 100g (3.52 oz). The weights of all
B4 4,525 to 4,550 kg (9.976 to 10.031 lb)
connecting rods which have the same letter and
number vary by less than 25g (0.88 oz). If a C1 4,550 to 4,575 kg (10.031 to 10.086 lb)
connecting rod is to be renewed, it is important that C2 4,575 to 4,600 kg (10.086 to 10.141 lb)
the new connecting rod is of the same group as the C3 4,600 to 4,625 kg (10.141 to 10.196 lb)
original connecting rod. C4 4,625 to 4,650 kg (10.196 to 10.252 lb)
The connecting rods used in a 3008/CV8 engine must D1 4,650 to 4,675 kg (10.252 to 10.307 lb)
have the same letter and number stamped on each of D2 4,675 to 4,700 kg (10.307 to 10.362 lb)
them. D3 4,700 to 4,725 kg (10.362 to 10.417 lb)
D4 4,725 to 4,750 kg (10.417 to 10.472 lb)
Caution: Connecting rods with different letters must
NOT be used together in the same engine. E1 4,750 to 4,775 kg (10.472 to 10.527 lb)
E2 4,775 to 4,800 kg (10.527 to 10.582 lb)
E3 4,800 to 4,825 kg (10.582 to 10.637 lb)
E4 4,825 to 4,850 kg (10.637 to 10.692 lb)
13
Big end bearings To fit
Before the big end bearings are fitted, all parts should
have light application of clean lubricating oil.
1 Clean the connecting rod and the cap.
Special tools: Caution: Renew the half bearings as a set of two if
there is doubt that they are acceptable for a complete
Guide pin for connecting rods, 21825 843 period of service. If it is not necessary to renew the
half bearings, ensure that they are fitted to their
original positions.
To remove
2 Clean the upper half bearing and lubricate the
If there is enough space for the sump to be removed,
bearing surface and the crank pin with clean engine
the pistons and connecting rods can be removed by
lubricating oil.
use of the sequence that follows. If this is not
possible, the engine must be fitted to a build stand, 3 Fit the off-centre upper half bearing to the
operation 16-1, before the operations can be applied. connecting rod. Ensure that the edges of the half
bearing are aligned with the edges of the parent bore
1 Disconnect the batteries, stop the supply of the fuel of the connecting rod. When it is fitted correctly, the
and drain the engine lubricating oil from the sump. half bearing does NOT protrude over the chamfer on
2 Remove the lubricating oil sump, operation 19-4. the edge of the bore.
3 If necessary, remove the pipe of the scavenge 4 Use the guide pin, 21825 843, to pull the assembly
pump and/or the lubricating oil pump, operation 19-5. of the connecting rod and piston down the bore until
4 Remove the fuel injectors, operation 20-4, to the big end bearing is fitted on the crank pin. Remove
enable the crankshaft to be rotated more easily. the guide pin from the connecting rod.
5 Turn the crankshaft until the selected assembly of
the piston and connecting rod is at the bottom of its
stroke and remove the nuts from the bolts of the big
end. Remove the bearing cap and fit the guide pin,
21825 843, onto one of the bolts of the big end. Push
carefully the assembly up the cylinder bore just
enough to allow access to the upper half bearing.
Caution: There is a danger that the connecting rod
could fall against the cylinder liner and break it. The
use of the guide pin, 21825 843, ensures that this
damage cannot occur.
6 Remove the two half bearings from the connecting
rod and keep them together. Ensure that they can be
fitted in their original positions, if necessary.
13
5 Clean the off-centre lower half bearing and fit it to
the cap. Ensure that the edges of the half bearing are
aligned with the edges of the parent bore of the
connecting rod. When it is fitted correctly, the half
bearing does NOT protrude over the chamfer on the
edge of the bore. Lubricate the bearing surface and
the crank pin. Ensure that the letters/numbers, which
are stamped on each bearing cap, match the letters/
numbers which are stamped on the connecting rod
and fit the bearing cap onto the bolts of the big end.
Ensure that the connecting rod does not fall from the
crank pin.
Caution: It is recommended that new big end bolts
and nuts are used. A 114
If new bolts are fitted, they must be pressed fully into

the connecting rod until the head of the bolt is fully
against the machined face of the connecting rod.
If the old nuts and bolts are used, they must be
inspected for signs of distortion of the threads, for
stress, or for indications of stretch, etc. Renew all
bolts and nuts which could be defective. Check also
the small diameters of each bolt and ensure that none
of them have reduced to less than 7,75 mm (0.305 in).
During the operation to tighten the bolts, if the tension
on the torque wrench reduces suddenly, remove the
bolt and renew the bolt and its nut.
6 For connecting rods fitted with round headed bolts, B 197
early engines: fit and tighten the big end nuts, 20 Nm
(14 lbf ft) at a time, in the sequence shown (A), until
the final figure of 60 Nm (42 lbf ft) is reached. For To inspect 13-2
connecting rods fitted with 'D' headed bolts: fit and
tighten the big end nuts to 20 Nm (14 lbf ft), then to 45 Check the bearings and the crank pin for wear or
Nm (33 lbf ft) and finally to 70 Nm (52 lbf ft). other damage.
As each unit is tightened, check that the crankshaft
can rotate freely.
7 Set a dial test indicator as shown (B) and check the
end-float of each big end. The clearance for each set
of two connecting rods, between the big ends and
their relevant crankshaft webs, must be 0,2 to 0,4 mm
(0.008 to 0.016 in).
8 Ensure that the crankshaft turns freely.
9 Fit the lubricating oil pump and the pipe for the
scavenge pump, if relevant.
10 Fit the lubricating oil sump, operation 19-4.
11 Fit the fuel injectors, operation 20-4.
12 Connect the batteries.
13
Piston and connecting rod assembly
Special tools:
Height gauge, 21825 782
Guide pin for connecting rods, 21825 843
Retainers, 21825 844
Piston ring compressor, 21825 845
To remove
A 12
1 Disconnect the batteries, stop the supply of the fuel

and drain the engine lubricating oil from the sump.
2 Drain the cooling system.
3 Remove the relevant cylinder head, operation 12-
8, and hold the cylinder liners with the retainers 21825
782. If one cylinder head only is to removed the fuel
injectors of the other cylinder must be removed,
operation 20-4, to enable the crankshaft to be rotated
more easily.
4 Remove the lubricating oil sump, operation 19-4.
5 Remove the lubricating oil pump, operation 19-5.
6 Turn the crankshaft until the selected assembly of
the piston and connecting rod is at the bottom of its
B 13
stroke and remove the nuts from the bolts of the big Piston ring gaps:
end. Remove the bearing cap and fit the guide pin, A1 - Top ring
21825 843, onto one of the bolts of the big end. Push A2 - Second ring
carefully the assembly out through the top of the A3 - Third ring
cylinder. A4 - Oil control ring
Caution: There is a danger that the connecting rod B1 - Top ring
could fall against the cylinder liner and break it. The B2 - Second ring
use of the guide pin, 21825 843, ensures that this B3 - Oil control ring
To fit
1 Turn the crankshaft until the relevant crank pin is at
BDC. Check that the upper half bearing of the big end
is in its position on the connecting rod. Set the gaps of
the piston rings to the correct positions for pistons
with four rings (A) and for pistons with three rings (B).
Apply oil to the crank pin, the upper half bearing and
the piston and slide the piston ring compressor,
21825 845, over the lower end of the piston with the
tapered section against the piston rings. Fit the guide
pin, 21825 843, onto one of the bolts of the big end
bearing.
13
Caution: There is a danger that the connecting rod
could fall against the cylinder liner and break it. The
use of the guide pin, 21825 843, ensures that this
2 Fit carefully the assembly of the piston and
connecting rod into its liner. Ensure that the cutout in
the lower wall of the piston is in the correct
relationship to the piston cooling jet assembly. Use
the guide pin to pull the assembly through the piston
ring compressor and into the cylinder liner (A). Ensure
that the piston ring compressor is held, and does not
fall when it becomes free. Continue to pull the
assembly until the big end bearing is fitted on the
crank pin. Fit the lower half bearing to the relevant
bearing cap and fit the bearing cap to its connecting
rod. Ensure that the connecting rod does not fall from
the crank pin and ensure that the bearing cap is fitted
the correct way: The letters/numbers on the bearing
cap must be on the same side as the letters/numbers
on the relevant connecting rod. If the piston and the
connecting rod are assembled correctly, the chamfer
on the edge of the bore of the big end is toward the
crankshaft web. Check that there is clearance
between the piston and the cooling jet.
Caution: During this operation, do not damage the
bearing surfaces of the crank pin and the half
bearings of the big end.
A 194
Caution: If a retainer, 21825 844, is removed to give
a clearance for the piston ring compressor, it must be
fitted again for each operation before the crankshaft is
turned.
3 For engines fitted with connecting rod bolts which
have a 'D' or square-shaped head, fit and tighten the
four nuts of the connecting rod, in the sequence
shown (B), to 20 Nm (15 lbf ft) and then to 45 Nm (33
lbf ft). The final operation is to tighten them to 70 Nm
(52 lbf ft). During the operation to tighten the bolts, if
the tension on the torque wrench reduces suddenly,
remove the bolt and fit a new bolt and nut.
For early engines, those with round headed
connecting rod bolts, proceed as follows: fit and B 114
tighten the four nuts of the connecting rod, in the
sequence shown (B) to 20 Nm (14 lbf ft) and then to
40 Nm (28 lbf ft). The final operation is to tighten them
to 60 Nm (42 lbf ft). During the operation to tighten the
bolts, if the tension on the torque wrench reduces
suddenly, remove the bolt and renew the bolt and its
nut.
Caution: Round headed connecting rod bolts are
NOT interchangeable with the later types. Connecting
rods must be fitted with only the type of bolts which
were originally used.
4 Repeat the procedure for each assembly of a piston
and connecting rod.
13
5 Ensure that the crankshaft turns freely.
6 Check the end-float of the connecting rods with a
dial test indicator as shown (A). The clearance for
each set of two connecting rods, between the big
ends and their relevant crankshaft webs, must be
0,20 to 0,40 mm (0.008 to 0.016 in).
Check the clearance between the piston crown and
the top face of the cylinder bank as follows:
7 Put the setting plate of the height gauge, 21825
782, on a clean surface which is machined and put
the base of the tool over the setting plate. Align the
button of the dial gauge to make contact with the
centre of the plate. Set the dial gauge to zero and A 197
tighten the locking screw.
8 Turn the crankshaft until one of the pistons is
almost at the top of its cylinder and move the setting
plate onto the piston crown. Put the base of the tool
on the top face of the cylinder block (B).
9 Continue to turn slowly the crankshaft, to allow the
piston to pass TDC. As the piston passes TDC, make
a note of the reading on the dial gauge; the maximum
deflection of the pointer gives a minimum reading to
indicate the clearance between the piston crown and
the top face of the cylinder bank. The permissible
clearance is from 0,31 to 0,38 mm (0.012 to 0.015 in).
For engines manufactured from July 1998, fitted with
piston number CV66887, the permissible clearance is
from 0,31 to 0.75 mm (0.012 to 0.029 in).
10 Check the clearance of each piston in the
cylinders of 'A' bank, then turn the crankcase until the
cylinders of 'B' bank are vertical. Repeat the
procedure to check the clearance of each piston in the
cylinders of 'B' bank.
Caution: If not enough clearance is shown on the
dial gauge, the piston crown must be machined to
remove the minimum amount of material which is
necessary to give the correct clearance.
11 Fit the cylinder head, operation 12-8 and fit the
fuel injectors of the other cylinder head, operation 20-
4.
12 Fit the lubricating oil pump, operation 19-5. B 198
13 Fit the lubricating oil sump, operation 19-4.

14 Fill the sump to the correct level with engine
lubricating oil, see User's Handbook TSD 3250 and
connect the supply of fuel.
15 Fill the cooling system, see User's Handbook TSD
3250.
13
To dismantle
1 Remove the circlips which retain the gudgeon pin.
2 Push the gudgeon pin out by hand to release the
connecting rod. If the gudgeon pin is tight, heat the
piston in a tank of warm water. Keep together each
assembly.
To assemble
Before the connecting rod is assembled, check for dirt
and debris in the passage for the lubricating oil and
clean the passage with compressed air.
1 The gudgeon pin should be a push fit at 20°C
(68°F). If it is tight in its bore in the piston, heat the
piston in a tank of warm water. Remove the piston
from the water and use a clean and suitable rag to dry
the bore for the gudgeon pin. Fit one of the circlips
into its groove in the bore.
2 Apply some clean engine lubricating oil to the small
end bush, the gudgeon pin and the bore for the
gudgeon pin.
3 Insert the small end of the connecting rod into the
piston, and ensure that the cut-out in the lower wall of
the piston is on the opposite side to the larger chamfer
of the internally chamfered bore of the big end.
4 Slide the gudgeon pin into the piston through the
small end bush and fit the second circlip into its
groove.
Caution: When the big end bolts are to be fitted, the
flat surface, which is machined on the shoulder at the
centre of each bolt, must be away from the bore of the
big end. The half bearings will then engage correctly
in the bore of the connecting rod. The shoulders of
new bolts do not have the flat surfaces and special
instructions are not needed to fit them.
13
Piston rings Piston and rings
To remove and to fit 13-5 To inspect 13-6
Special tools: 1 Soak the components in a solvent, such as 'Maxan'

or 'Ardrox 667', to remove the carbon. Wash the
Piston ring expander, 21825 793
components in clean water and dry them with
To remove compressed air.
1 Put the top face of the piston on the bench and use 2 Inspect the piston for wear, deep scratches, cracks
the piston ring expander, 21825 793, to remove and further damage. Check that the wear in each
carefully each piston ring. Only expand the rings by piston ring groove does not exceed the permissible
enough to ensure that the ends of the rings do not limits. If necessary, check the grooves by the use of
damage the piston. Lift out the spring from the groove new piston rings.
for the oil control ring. Keep the rings with their 3 Inspect the piston rings for wear, deep scratches
relevant piston. and signs of leakage. Discard the top ring if the
surface has large holes or cavities, or if there are
To fit
signs that the surface finish has started to break.
1 Put the top face of the piston on the bench and Compare the surface with the surface of a new ring if
lubricate the grooves for the piston rings. Use the necessary.
piston ring expander, 21825 793, to fit carefully each 4 Inspect the spring which is behind the oil control
piston ring in the sequence given below. Only expand ring. If the circumference of the spring is excessively
the ring gaps enough to ensure that the ends of the decreased, the spring and the oil control ring must be
rings do not damage the piston when they are fitted. renewed as a complete unit.
2 Remove the spring from the oil control ring and fit it 5 Check the gap of each piston ring in a new cylinder
around the bottom piston ring groove, with the latch liner, or in an area of the original cylinder liner which
pin inside both ends of the spring Fit the oil control is not worn. Discard a piston ring with a gap which
ring and ensure that the piston ring gap is at the exceeds the limits given at the end of this section.
opposite side to the latch pin.
Caution: When a new cylinder liner has been fitted,
Use this sequence to assemble the rings: the piston rings must also be renewed. When a new
Top - Barrel faced molybdenum surface. piston ring is fitted into an original cylinder liner, the
bore of the cylinder liner must be honed or lapped to
Second - Chromium plated surface, break the glazed surface.
counterbore toward the top of the
piston. 6 Check for cracks in the gudgeon pin and check also
its fit in the piston. The gudgeon pin should be a push
Third - 'Ferrox' protected surface, fit at 20°C (68°F). If the gudgeon pin is loose in its
counterbore toward the top of the bore, the assembly must be renewed.
piston.
Caution: An assembly of a piston and its gudgeon
Bottom - Composite chromium plated oil pin must be renewed if the components do not
control ring. conform to the limits given at the end of this section.
If it is necessary to renew a piston, it is also necessary
Newer engines are fitted with pistons which have
to ensure that the clearance is correct between the
three piston rings, these should be fitted in this
top of the new piston and the top face of the cylinder
sequence:
bank by the use of the height gauge, 21825 782,
Top - Barrel faced molybdenum surface. operation 13-3.
Second - Chromium plated and taper faced.
The side marked 'TOP' must face
toward the top of the piston.
Bottom - Composite chromium plated oil
control ring.
Caution: For recent engines fitted with second
piston ring number CV21291, the ring MUST be fitted
with the internal chamfer toward the bottom of the
piston ring groove. This new piston ring has 'UPC'
marked on its top face.
13
Connecting rod
To inspect 13-7
1 Clean the assembly of each connecting rod in

kerosene or a degreasing solution, then check for
cracks in the rod, the big end cap and the big end
bolts.
2 The bolts and the nuts of the assemblies of the
connecting rods must be inspected for signs of
distortion of the threads, for stress or for stretch, etc.
Renew all bolts which could be defective.
3 Check the small end bush for wear, for roughness
and for deep scratches. If a bush is damaged, it must
be renewed.
4 Light damage, on the face next to the large chamfer
of the big end, may be removed. See SRS 171 for
details.
5 Inspect the half bearings of the big end for cracks,
for scratches and for contamination in the bearing
surfaces.
6 Check the alignment of the big end and the small
end of the connecting rod. Do not try to correct a
connecting rod which is bent or has signs of distortion.
13
Fits and clearances
Pistons - 4-ring type
Gudgeon pin in piston
Bore of piston (A1). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54,999 to 55,004 mm (2.1653 to 2.1655 in)
Gudgeon pin diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54,995 to 55,000 mm (2.1652 to 2.1654 in)
Gudgeon pin in piston - clearance (new). . . . . . . . . . . . . . . . . -0,001 to +0,009 mm (-0.00004 to +0.00035 in)
Gudgeon pin to be a push fit in the piston at 20°C.
Top groove in piston

(Wedge shaped for top ring CV5907)
Diameter over (0.1300 in) rollers . . . . . . . . . . . . . . . . . . . . . . . . 135,854 to 136,073 mm (5.3486 to 5.3572 in)
Piston clearance at top dead centre

Piston crown below top face of crankcase (A2). . . . . . . . . . . . . . . . . . . 0,310 to 0,380 mm (0.012 to 0.015 in)
(Machine the piston crown to obtain the correct clearance).
A 121
13
Piston rings
Refer to the illustration (A) on page 71.
Clearances of piston rings in grooves (A3)
Top ring CV 5907 (wedge shaped) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Refer to ring gap dimensions
Second ring OE 41689 (new). . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,0635 to 0,1016 mm (0.0025 to 0.0040 in)
Maximum permissible worn clearance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,152 mm (0.006 in)
Third ring OE 42641 (new). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,0635 to 0,1143 mm (0.0025 to 0.0045 in)
Oil control ring CV 5908 (new). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,049 to 0,086 mm (0.0019 to 0.0034 in)
Spring (free length) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 423,96 to 426,34 mm (16.691 to 16.785 in)
Piston ring gaps measured with ring in new liner (A4)
Top ring CV 5907 (new). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,50 to 0,70 mm (0.0197 to 0.0276 in)
Maximum permissible worn gap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,397 mm (0.055 in)
Second ring OE 41689 (new). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,432 to 0,686 mm (0.017 to 0.027 in)
Third ring OE 42641 (new). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,432 to 0,686 mm (0.017 to 0.027 in)
Oil control ring CV 5908 (new). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,43 to 0,81 mm (0.0169 to 0.0319 in)
13
Pistons - 3-ring type
Gudgeon pin in piston
Bore of piston (A1). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54,999 to 55,009 mm (2.1653 to 2.1657 in)
Gudgeon pin diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54,995 to 55,000 mm (2.1652 to 2.1654 in)
Gudgeon pin in piston - clearance (new). . . . . . . . . . . . . . . . . -0,004 to +0,019 mm (-0.00016 to +0.00055 in)
Gudgeon pin to be a push fit in the piston at 20°C.
Top groove in piston

(Wedge shaped for top ring CV 19329)
Diameter over 3,666 mm (0.1443 in) rollers . . . . . . . . . . . . . . . 135,155 to 135,405 mm (5.3211 to 5.3309 in)
Piston clearance at top dead centre

Piston crown (A2) below top face of crankcase. . . 0,310 to 0,380 mm (0.012 to 0.015 in) (Machine the piston
crown to obtain the correct clearance).
Piston rings
Clearances of piston rings in grooves (A3)
Top ring CV 19329 and CV18637 (wedge shaped). . . . . . . . . . . . . . . . . . . . . . . Refer to ring gap dimensions
Second ring CV 18638 (new) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,067 to 0,090 mm (0.0026 to 0.0035 in)
Maximum permissible worn clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,152 mm (0.006 in)
A 127
13
Clearances of piston rings in grooves continued
Refer to the illustration (A) on page 73.
Oil control ring CV 18639 (new). . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,048 to 0,085 mm (0.0019 to 0.0033 in)
Free length of coil spring (new) . . . . . . . . . . . . . . . . . . . . . . . . . . . 423,96 to 426,34 mm (16.691 to 16.785 in)
Piston ring gaps measured with the ring fitted in a new liner (A4)
Top ring CV 19329 (new). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,35 to 0,55 mm (0.0138 to 0.0217 in)
Top ring CV 18637 (new). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,35 to 0,55 mm (0.0138 to 0.0217 in)
Second ring CV 18638 (new). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,43 to 0,68 mm (0.017 to 0.027 in)
Maximum permissible worn gap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,13 mm (0.045 in)
Maximum permissible worn gap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.50 mm (0.059 in)
Oil control ring CV 18639 (new). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,40 to 0,78 mm (0.016 to 0.031 in)
13
Connecting rods
Gudgeon pin in bush (A1)
Bore of bush . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,035 to 55,050 mm (2.1667 to 2.1673 in)
(Bush pressed into position and bored to size)
Diameter of gudgeon pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,995 to 55,000 mm (2,1652 to 2.1654 in)
Permissible worn clearance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,067 mm (0.0026 in)
Bush in small end (A2)

Bore in connecting rod. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,00 to 60,03 mm (2.362 to 2.363 in)
Diameter of bush . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,072 to 60,097 mm (2.365 to 2.366 in)
Interference fit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,042 to 0,097 mm (0.0017 to 0.0038 in)
Alignment of connecting rod (A3)

Parallel alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,025 mm (0.001 in)
(Measured between big end and small end for each 25,4 mm (1.000 in) of test mandrel)
Distance between centres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 272,95 to 273,05 (10.746 to 10.750 in)
End-float of big end (A4)

End-float . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,20 to 0,40 mm (0.008 to 0.016 in)
Permissible worn end-float . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,558 mm (0.022 in)
(End-float of each set of two big ends on a common crank pin)
Clearance on diameter of big end (A5)

Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,026 to 0,086 mm (0.001 to 0.003 in)
(Check that crank pin is within the limits of ovality)
A 119
13
14
Crankshaft assembly 14
General description
The crankshaft is made from a forging of chromium Holes are drilled through the diameter of the main
molybdenum steel. It is nitrided on all surfaces except journals. The holes are connected, through the
the tapped holes, the holes for the dowels and the end reservoirs for early engines, with holes in each crank
faces at the front and rear. Correct balance is pin to supply lubricating oil to the big end bearings of
obtained when the crankshaft is machined and there the connecting rods.
is no requirement for further compensation when
The thrust washers, which are made in two halves,
assembled.
are fitted on each side of the central main bearing to
The nine bearing surfaces consist of five main control the end-float of the crankshaft.
journals and four crank pins. Each crank pin holds two
The face at the rear of the crankshaft is drilled and
connecting rods.
tapped with 16 equally spaced holes to receive the
The crankshafts of engines manufactured up to build cap screws that retain the flywheel. A dowel of the
number 940210 have an oil reservoir in each crank spring type is fitted in the end face to ensure an
pin. Access to clean each reservoir is provided by a accurate alignment of the timing mark on the flywheel.
steel plug (A1) which is retained by a spring clip. The
A helical gear is machined around the front end to
crankshafts of engines from build number 940211
provide a drive for the lubricating oil pump and the
have an arrangement of passages which removes the
main timing gears.
requirement for oil reservoirs.
A 244
14
The face at the front of the crankshaft is drilled and
tapped to receive 12 equally spaced bolts, which
retain the either the viscous damper, the balance
weight or the pulley for the drive belts.
Certain engines, those which are rated at 2100 rev/
min, have weights fitted to the crankshaft. These
weights should not normally be removed during
overhaul.
Some very early engines are fitted with a 'paired
throw' crankshaft. A number, which is stamped or cast
onto the front crank web, will indicate which type of
crankshaft is fitted. Further details about the type of
crankshaft fitted to a specific engine can be obtained
from Perkins Engines (Shrewsbury) Limited.
The 'paired throw' crankshaft is not interchangeable
with later crankshafts unless the camshafts and the
fuel injection pump are also changed.
14
Crankshaft pulley
To remove
1 Remove the radiator, operation 21-1.
2 Remove the fan, operation 21-9 and loosen the fan
belts.
3 Remove two horizontally opposite bolts (A2) from
the crankshaft pulley (A1). Make locally two suitable
guide studs and fit them into the bolt holes.
4 Remove the remainder of the 12 bolts from the
crankshaft pulley and remove the pulley.
Warning! The pulley is a heavy component and
must not be allowed to fall during its removal.
To fit
1 Ensure that the dowel is fitted to the end face at the
front of the crankshaft and fit the guide studs into
horizontally opposite bolt holes. Fit the pulley/weight
onto the guide studs and ensure that the dowel is
aligned with its dowel hole.
2 Insert ten bolts, with their spring washers, through
the bolt holes and tighten securely the assembly to
the crankshaft. Remove the guide studs and fit the A 245
two bolts and spring washers which remain.
3 Tighten each bolt to a torque of 95 Nm (70 lbf ft).
4 Adjust the fan belts to the correct tension as given
in the User's Handbook, TSD 3250.
5 Fit the fan, operation 21-9.
6 Fit the radiator, operation 21-1.
14
Front oil seal
To renew 14-2
Special tools:
Remover/replacer, 21825 905
Remove the radiator, operation 21-1.
Remove the fan, operation 21-9.
1 Remove the crankshaft pulley, operation 14-1, and

remove the balance weight if fitted.
2 Use the kit of the remover/replacer, 21825 905, to
remove and to replace the oil seal. Use the two short
setscrews in the kit to fit the top plate (A4) to the front
end of the crankshaft (A1). Ensure that the
counterbores of the holes around the edge of the top
plate are away from the engine.
3 Use the centre punch from the kit, through the holes
around the edge, to either make three holes in the oil
seal, or to mark the centres to enable three holes to
be drilled of a size which is suitable to receive the
three 32 mm (1.25 in) long self-tapping screws from
the kit.
Caution: Three holes around the edge of the top
plate are marked 'A' and three holes are marked 'B'.
A 129
Use the relevant group of holes which align centrally 9 Apply a small amount of clean engine lubricating oil
with the metal of the seal. to the guide and to the flange of the crankshaft.
4 Fit the three self-tapping screws through the holes Remove and discard the yellow inner sleeve from the
in the top plate into the holes in the seal. Do not new oil seal and slide the seal onto the parallel
overtighten. Remove the setscrews which retain the section of the guide. The lip of the seal must be
top plate and fit the three long screws from the kit. toward the crankcase.
Tighten evenly the screws against the end of the Caution: Do NOT apply oil or grease to the outer
crankshaft to pull out the seal. Remove the self- edge of the oil seal to assist the operation. There is a
tapping screws when the seal has been withdrawn. dry lubricant on the contact face of a new seal for this
5 Ensure that the crankshaft, the timing case and the purpose.
oil seal are clean. Use the kit of the remover/replacer, 10 Slide the collar (A6) onto the guide (A5) until the
21825 905, to fit the new oil seal at the front end of the face of the collar is against the outer face of the oil
crankshaft. Fit the four special studs (A2) into four seal (A7).
equally spaced bolt holes in the end face of the
crankshaft. Tighten lightly each plug and hold the Caution: This tool is used for both CV8/3008 and
guide (A5) against the end face of the crankshaft. CV12/3012 engines and the collar is marked to show
Ensure that the thin edge around the front of the guide the correct assembly for each engine. It is important
is not damaged. that the collar is fitted correctly.
6 Insert the four cap screws (A3), through the four
small holes in the guide, into the special studs (A2).
DO NOT tighten the cap screws.
7 Slide the collar (A6) over the guide and the
crankshaft to ensure the concentricity of the guide on
the crankshaft. Tighten the four cap screws and
remove the collar.
8 Before the new oil seal is fitted, check the guide and
the crankshaft for dirt or a rough surface finish which
could damage the lip of the oil seal.
14
11 Fit the top plate (A4) onto the central stud and
engage its shoulder in the collar. Lubricate lightly the
thread of the stud and also the faces of the thrust
washer. Fit the nut and the thrust washer to retain the
top plate. Use the correct spanner and tighten
carefully the nut until the seal is just in contact with the
shoulder of the housing. Remove the complete tool.
12 Fit the balance weight, where necessary, and fit
the crankshaft pulley, operation 14-1.
Rear oil seal assembly
To renew the oil seal 14-3
Special tools:
1 Drain the lubricating oil from the engine.

2 Disconnect and remove the starter motor
assembly. On engines with the starter motor fitted to
the 'A' bank side remove the dipstick assembly to
obtain access to the starter motor. A 129
3 Remove the flywheel housing and the flywheel, see
section 22 on page 211. 7 Remove the setscrews which retain the top plate
Use the special tool, 21825 810, to renew the oil seal and fit the three long screws from the kit. Tighten
as follows: evenly the screws against the end of the crankshaft to
pull out the seal. Remove the self-tapping screws
4 Use the two short setscrews from the kit to fit the when the seal has been withdrawn.
top plate (A4) to the rear end of the crankshaft (A1). 8 Ensure that the crankshaft and the oil seal housing
Ensure that the counterbores of the holes around the are clean. Use the kit of the remover/ replacer, 21825
edge of the plate are away from the engine. 810, to fit the new oil seal to the oil seal housing as
5 Use the centre punch from the kit, through the holes follows:
around the edge, to either make three holes in the oil
seal, or to mark the centres to enable three holes to
be drilled of a size which is suitable to receive the
three 32 mm (1.25 in) long self-tapping screws from
the kit.
Caution: Three holes around the edge of the top
plate (A4) are marked 'A' and three holes are marked
'B'. Use the relevant group of holes which align
centrally with the metal of the seal.
6 Fit the three self-tapping screws through the holes
in the top plate into the holes in the seal. Do not
overtighten.
14
9 Fit the dowel, which provides the location for the
46
flywheel, into its hole in the end face of the crankshaft.

Align that section of the tool (A5) which is the seal
guide and ensure that the dowel enters a hole in the
tool; the hole is a clearance fit on the dowel. Make a
temporary mark, on the flange of the crankshaft, to
show the position of the three bolt holes which align
with the guide.
10 Lift away the guide and fit the three special studs
(A2) from the kit into the three relevant bolt holes in
the crankshaft. Tighten lightly each plug, engage
correctly the dowel in the hole and hold the guide (A5)
against the end face of the crankshaft.
11 Insert the three cap screws (A3), from the kit,
through the guide into the special studs and tighten
lightly the cap screws.
12 Before the oil seal is fitted, check again the guide
and the crankshaft for dirt or for a rough surface finish
which could damage the lip of the oil seal.
13 Apply a small amount of clean engine lubricating
oil to the guide and to the flange of the crankshaft.
Remove and discard the yellow inner sleeve from the
new oil seal (A7) and fit the seal onto the guide. The
lip of the seal must be toward the crankcase.
Caution: Do NOT apply oil or grease to the outer
edge of the oil seal to assist the operation. There is a
dry lubricant on the contact face of a new seal for this A 129
purpose.
14 Slide the collar onto the guide until the face of the 19 Fill the cooling system with the approved grade of
collar is against the outer face of the oil seal. coolant. See User's Handbook TSD 3250.
Caution: This tool is used for both CV8/3008 and 20 Operate the engine and check for leakage. When
CV12/3012 engines and the collar is marked to show the engine has cooled, check the oil level on the
the correct assembly for each engine. It is important dipstick and put more oil into the sump, if necessary.
that the collar is fitted correctly.
15 Fit the top plate (A4) onto the central stud and
engage its shoulder in the collar (A6). Lubricate lightly
the thread of the stud and also the thrust washer. Fit
the nut and the thrust washer to retain the top plate.
Use the correct spanner to tighten the nut until the
larger diameter of the collar is in contact with the face
of the housing. Remove the complete tool.
16 Fit the flywheel housing and the flywheel, see
section 22 on page 211.
17 Fit the starter motor assembly, operation 23-20,
and fit the dipstick if it was removed.
18 Fill the sump to the UPPER level on the dipstick
with an approved lubricating oil, see User's Handbook
TSD 3250.
14
To remove
1 Drain the lubricating oil from the engine.
2 Disconnect and remove the starter motor
assembly. On engines with the starter motor fitted to
the 'A' bank side remove the dipstick assembly to
obtain access to the starter motor.
3 Remove the flywheel housing and the flywheel, see
4 Remove carefully the oil seal housing (A1) and
discard the joint.
Note: When the oil seal housing is removed and
fitted, it is recommended that the seal is renewed.
5 Press the oil seal (A2) out of the oil seal housing
(A1) by use of a press and a suitable round steel
plate.
To fit
Before the oil seal housing is fitted to the engine a
new oil seal should be pressed into the bore of the
housing as follows:
1 The lip of the seal is toward the crankcase when the
oil seal housing is fitted to the engine. Use a suitable
press and a round steel plate, which is machined and
has a smaller diameter by a minimum amount than A 246
the seal, to press the seal into the bore from the
outside face of the housing until the seal is just in 3 Fit the flywheel housing and the flywheel, see
contact with the shoulder in the bore. Do not use more section 22 on page 211.
force than is necessary. 4 Fit the starter motor assembly, operation 23-20,
Caution: Do not discard or damage the yellow inner and fit the dipstick if it was removed.
sleeve and do not use oil or grease to assist the 5 Fill the sump to the UPPER level on the dipstick
operation. There is a dry lubricant on the contact face with an approved lubricating oil, see User's Handbook
of a new seal for this purpose. If the sleeve does not TSD 3250.
remain in its position, ensure that it is clean and fit it 6 Operate the engine and check for leakage. When
again through the seal from the outside of the housing the engine has cooled, check the oil level on the
after the operation. Do not fit the sleeve in the reverse dipstick and put more oil into the sump, if necessary.
direction because the lip of the seal may be damaged.
Fit the oil seal housing as follows:
2 Fit the two dowels (A3) for the oil seal housing to
the crankcase and fit a new joint. Apply a line of
'Hylomar Silicone Sealant' to the corner where the
joint for the housing is in contact with the sump joint.
Fit carefully the oil seal housing to the crankcase.
Ensure that the seal fits correctly and does not
become damaged during this operation
14
Crankshaft assembly
Special tools:
Guide pin for connecting rods, 21825 843
Remover tool for main bearing caps, 21825 858
To remove
1 Fit the engine to a build stand, operation 16-1.
2 Remove the fan adaptor, operation 21-10.
3 Remove the drive belts for the alternator, the guard
for the alternator and the alternator, see section 23 on
page 215.
4 Remove the timing case, operation 15-1.
5 Disconnect and remove the starter motor, operation
23-20.
6 Remove the Flywheel and the flywheel housing,
see section 22 on page 211.
7 Remove the oil seal housing, operation 14-4.
8 Rotate the build stand until the sump is at the top
and remove the sump and the lubricating oil pump A 194
assembly, see section 19 on page 143.
Turn the build stand until the engine is at a suitable 13 Loosen all the bolts that retain the main bearing
angle for the bearing caps of the connecting rods to caps. Release and remove the ten side bolts and
be removed. washers from the walls of the crankcase.
14 Remove the bolts from each main bearing cap and
9 Turn the crankshaft until one of the pistons of 'A' remove the caps. If necessary, use the remover tool,
bank is at the bottom of its stroke and remove the four 21825 858, and the slide hammer, 21825 849.
nuts of the big end bearing. Withdraw the bearing cap Remove the lower half bearings from each cap and
with the bearing. Fit the guide pin, 21825 843, on to remove the thrust washers with the central main
one of the bolts of the big end. bearing cap.
10 Push carefully the assembly of the piston and the 15 When all of the main bearing caps have been
connecting rod into its bore (A) to the end of its stroke removed, use a suitable rope sling to lift out carefully
to prevent damage to the top of the piston and the the crankshaft. Remove the upper half bearings.
valves. Do not allow the piston to rotate.
Caution: Do not push the piston/connecting rod
assemblies far enough to make contact between the
top of the piston and the valves.
Caution: When the crankshaft is turned to allow
access to each big end bearing, ensure that the crank
pins are not against the bolts of other connecting
rods.
11 Similarly, repeat the operation for the remainder of
the assemblies. Move the guide pin as necessary.
12 Turn the crankcase in the build stand for access
to the big end bearings of 'B' bank. Repeat the
operation for the assemblies of pistons and
connecting rods, as for 'A' bank.
14
To fit
1 Check for dirt and debris in the passages for
lubricating oil in the crankcase and also in the front
and the rear main bearing caps. Clean thoroughly the
bearing housings and the bearing caps, and also the
main journals and the crank pins of the crankshaft.
2 Check also for dirt and debris in the passages of the
connecting rods and clean thoroughly the bearing
surfaces of the big ends.
3 Ensure that the half bearings and the thrust
washers for the main journals of the crankshaft are
absolutely clean and fit the upper half bearings for the
main journals of the crankshaft into their housings in
the crankcase and give a full application of clean
engine lubricating oil to all of the bearing surfaces.
Caution: During the operation to fit the crankshaft,
be extra careful if the piston/connecting rod
assemblies and timing gears have not been removed.
4 Apply clean engine lubricating oil to lubricate fully
the main journals of the crankshaft.
Use a suitable rope sling to lower the crankshaft
assembly into the crankcase. Be careful not to
damage the double idler gear (A1) and ensure that
the timing marks of the crankshaft and timing gears
are correctly aligned (A5). Ensure that the half
bearings are not moved when the crankshaft is
lowered. A 248
5 Apply engine lubricating oil to the upper halves of

the thrust washers and insert them into their recesses
on each side of the central main bearing. Ensure that
the face of lead bronze on each washer is toward the
bearing surface of the crankshaft.
6 Apply a small amount of grease to the recesses at
each side of the central main bearing cap and fit the
lower halves of the thrust washers into the recesses
and the lower half of the main bearing to the cap. Fit
the central main bearing cap (B) and tighten its bolts.
Ensure that the crankshaft is free to rotate. If it is
difficult to move, the thrust washers may not be flat:
use a file to remove metal from the edges which are
in contact.
B 202
14
7 When the central main bearing cap is secure, fit the
lower halves of the main bearings into the other four
main bearing caps and give a full application of clean
engine lubricating oil to all of the bearing surfaces. Fit
the main bearing caps and ensure that the numbers
which are stamped on each bearing cap, to give its
relationship, match the numbers which are stamped
on the crankcase as shown (A).
8 Apply clean engine lubricating oil to the threads,
and under the heads, of the main bolts which retain
the main bearing caps. Fit carefully each bolt into its
location. Do NOT allow the bolts to fall into the holes
because the threads could be damaged. Insert fully
each main bolt by hand only.
9 Apply clean engine lubricating oil to the threads,
and under the heads, of the side bolts which hold
rigidly the main bearing caps. Fit plain washers onto
the bolts and insert fully each bolt, by hand only,
through the side walls of the crankcase.
10 Check that the faces which are machined on the
sides of each main bearing cap are aligned with the
faces which are next to them in the crankcase.
Tighten lightly all of the main bolts and then all of the
side bolts.
A 203
14
11 Tighten, in the sequence shown (A), all of the
main bolts of the bearing caps to 488 Nm (360 lbf ft)
Caution: After each set of two bolts is tightened
check that the crankshaft can rotate freely.
12 Tighten all of the side bolts, in the correct
alphabetical sequence as shown (A), until a maximum
torque of 177 Nm (130 lbf ft) is reached.
13 Put a dial test indicator with a magnetic base on
the end face of the crankcase. Set the button of the
dial test indicator on the end of the crankshaft (B).
Use a lever to move the crankshaft backward and
forward against the thrust washers and check the
readings on the dial test indicator. Permissible end-
float is 0,10 to 0,30 mm (0.004 to 0.012 in).
Turn the crankcase in the build stand until the 'A' bank
cylinders are horizontal. Fit each of the connecting
rods, of the 'A' bank cylinders, to their respective
crank pins as follows:.
B 249
A 342
14
14 Fit the off-centre upper half bearing to the
connecting rod and use the guide pin, 21825 843, to
pull the connecting rod onto its crank pin (A). Ensure
that the edges of the half bearing are aligned with the
edges of the parent bore of the connecting rod. When
it is fitted correctly, the half bearing does NOT
protrude over the chamfer on the edge of the bore.
15 Fit the lower half bearing to the relevant bearing
cap and fit the bearing cap. Ensure that the
connecting rod does not fall from the crank pin and
ensure that the bearing cap is fitted the correct way:
The letters/numbers on the bearing cap must be on
the same side as the letters/numbers on the relevant
connecting rod. If the piston and the connecting rod
are assembled correctly, the chamfer on the edge of
the bore of the big end is toward the crankshaft web.
Oil lightly the threads then fit and tighten lightly the
four nuts of the connecting rod.
16 When all of the 'A' bank connecting rods have
been fitted, rotate the build stand until the 'B' bank
cylinders are horizontal and use the same procedure
to fit the connecting rods of the 'B' bank.
17 Turn the build stand until the sump face is at the
top and proceed as follows: For engines fitted with the
'D' or square-shaped connecting rod bolts, tighten the
shown (B) to 20 Nm (14 lbf ft) and then to 45 Nm (33
lbf ft). The final operation is to tighten them to 70 Nm A 194
remove the bolt and renew the bolt and its nut.
For early engines, those with round headed
connecting rod bolts, proceed as follows: tighten the
shown (B) to 20 Nm (14 lbf ft) and then to 40 Nm (28
lbf ft). The final operation is to tighten them to 60 Nm
remove the bolt and renew the bolt and its nut.
Caution: It is recommended that new big end bolts
and nuts are used.
A 114
Caution: Round headed connecting rod bolts are
NOT interchangeable with the later types. Connecting
rods must be fitted with only the type of bolts which
were originally used.
18 Repeat the procedure for each assembly of a
piston and connecting rod.
14
19 Set a dial test indicator as shown (A) and check
the end-float of each big end. The permissible end-
float is 0,2 to 0,4 mm (0.008 to 0.016 in).
20 Fit the idler gear of the lubricating oil pump and its
axle to the front main bearing cap. Tighten the bolt to
a torque of 135 Nm (100 lbf ft) and bend up the locking
washer.
21 Fit the timing case, operation 15-1.
22 Fit the oil seal housing, complete with a new oil
seal. See operation 14-4.
23 Fit the lubricating oil pump assembly and the
sump, see section 19 on page 143.
24 Fit the flywheel housing and the flywheel, see A 197
25 Fit the starter motor assembly, operation 23-20.
26 Remove the engine from the build stand,
operation 16-1.
Special tools:
Remover/replacer, 27610005
B 01
To dismantle
Press down each plug (B1) of the reservoirs, if fitted,
and release the circlips. Fit the remover/ replacer,
27610005 (B2), to the spigot of the plug and withdraw
the plug. Early engines are fitted with a different type
of plug which has a threaded hole, for these engines
use remove/replacer, 21825 859, together with the
slide hammer, 21825 849. Clean all the components
with a degreasing solution.
To assemble
If relevant, fit new 'O' ring seals to the blanking plugs
of the reservoirs. In sequence, apply a small amount
of 'Stantyte' lubricant or 'Morris's liner lubricant'
around the complete circumference of each housing
in the crankshaft. Press fully each plug into its
housing and fit the circlip into its recess in the
housing. Use the relevant remover/replacer to pull
backward the plug against the circlip.
14
To clean and inspect 14-7 Main bearings and thrust washers
To clean
Wash thoroughly the oil holes and reservoirs of the To inspect 14-8
crankshaft with kerosene and dry with compressed
air. Ensure that all surfaces of the crankshaft are Main bearings
cleaned thoroughly. Check for wear, cracks and contamination in the
To inspect surfaces of the bearings. Renew bearings as a set if it
is possible that a bearing will not complete a further
1 Check for cracks in the crankshaft, by the use of the full period of service.
electro-magnetic method if possible.
Thrust washers
2 Check for damage and small marks on the main
journals, crank pins and thrust faces; check for ovality Check the thickness of the thrust washers. Nominal
of the journals and the crank pins. dimensions for new thrust washers are: 2,93 to 3,00
3 Measure the diameters of the journals and crank mm (0.116 to 0.118 in).
pins. They can be reground in four phases, each of New thrust washers must be fitted if there is wear on
0,25 mm (0.010 in) on the diameter. the thrust faces and also if the end-float of the
Caution: The crankshaft MUST be nitrided again if it crankshaft is excessive.
is reground by more than 0,25 mm (0.010 in).
If the crankshaft is reground several times, it must be
nitrided again at these sizes:
0,51 mm (0.020 in) undersize and
1,02 mm (0.040 in) undersize.
4 Hold the shaft on 'V' blocks under the front and rear
main journals and check the amount of deflection at
the central main journal. The permissible amount of
deflection, which is given at the end of this section,
must be gradual along the length of the crankshaft.
5 Check for damage on the front and rear faces at the
ends of the crankshaft. Also check for small marks on
the circumference which are locations for the flywheel
and the pulley or balance weight.
6 If the crankshaft is usable, small marks can be
removed from the journals, the crank pins, the thrust
faces and the locations at the ends by use of a very
fine grade of oilstone. Grooves, in the flat areas of the
crank pins, are only acceptable if they are smooth and
do NOT exceed a depth of 0,25 mm (0.010 in).
14
Fits and clearances
Crankshaft journals
Diameter (A1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145,975 to 146,000 mm (5.748 to 5.749 in)
Permissible worn dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145,910 mm (5.7445 in)
Ovality - permissible worn dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,076 mm (0.003 in)
Journals in main bearings – clearance . . . . . . . . . . . . . . . . . . . . . . . . 0,076 to 0,145 mm (0.003 to 0.0057 in)
Crank pins
Diameter (A2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97,978 to 98,000 mm (3.8583 to 3.8591 in)
Diameter - permissible worn dimensions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97,914 mm (3.8548 in)
Ovality - permissible worn dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,076 mm (0.003 in)
Deflection of crankshaft
Deflection of crankshaft when it is held in
'V' blocks under numbers 1 and 5 journals (A3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,100 mm (0.0039 in)
(The deflection must be gradual from the outer main journals to the central main journal)
End-float of crankshaft
Width between crankshaft webs of central journal (A4) . . . . . . . . . . 46,50 to 46,55 mm (1.8307 to 1.8327 in)
Width of centre bearing and thrust washers . . . . . . . . . . . . . . . . . . . 46,25 to 46,40 mm (1.8209 to 1.8268 in)
Clearance (new) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,10 to 0,30 mm (0.004 to 0.012 in)
Permissible worn clearance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,483 mm (0.019 in)
Flywheel on crankshaft
Bore of flywheel (A5) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160,000 to 160,025 mm (6.3007 to 6.3016 in)
Diameter of crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159,961 to 159,986 mm (6.2991 to 6.3001 in)
Clearance (new) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,014 to 0,064 mm (0.0006 to 0.0025)
A 353
14
15
Timing gears and timing case 15
General description
The timing gears of the engine are contained in a
timing case at the front of the engine.
The timing case is made of cast aluminium and is
fitted at the front end of the crankcase. It has
mountings for the coolant pump, the fan adaptor, the
tensioner for the fan belts and the mounting bracket
for the alternator.
The correct location of the timing case is ensured by
two dowels.
The arrangement of the timing gears consists of: the
drive gear on the crankshaft, a double idler gear for
the drive to the coolant pump and to the auxiliary drive
shaft, and a double gear on the auxiliary drive shaft to
drive the two camshaft gears.
The axles of the idler gears are fitted to the front end
of the crankcase and the end-float of each gear is
limited by the thrust washers.
There are timing marks on the drive gear of the
crankshaft, the double idler gear, the double gear of
the auxiliary drive assembly and the two camshaft
gears. The teeth of the timing gears are engaged
correctly when the mark on the side of one tooth of a
gear is between the marks on the sides of two teeth of
another gear as shown (A).
A 247
15
Timing case
Special tools:
Lift adaptor, 21825 822
To remove
1 Disconnect the batteries, stop the supply of the fuel
and drain the cooling system.
A 355
3 Remove the fan, operation 21-9.

4 Loosen the fan drive belts and the alternator belt,
remove the belts and remove the tensioner.
5 Remove the thermostat housing and its relevant
pipes.
6 Remove the breather assembly, the breather pipe
and its support bracket.
7 Remove the mounting bracket (A1) for the
alternator, together with the alternator, operation 23-
4. Remove the pipe (A2) for the oil by-pass filter, if
fitted.
8 Use a hoist and the engine lift adaptor, 21825 822,
to support the engine and remove the front (A3) and
rear engine mountings. Lower the engine on to its
sump. Engines that do not have a full length sump
must have suitable pieces of wood fitted under the
front end of the sump.
9 Remove the fan adaptor (B2), operation 21-10 and
remove the crankshaft pulley/balance weight,
operation 14-1.
10 Disconnect and remove the leak-off pipe (B1) from
the top of the timing case.
11 Remove the coolant pump (B3), operation 21-3.
12 Remove carefully the timing case and discard the
joint. Ensure that the sump joint is not damaged.
13 It is recommended that the crankshaft seal is B 345
renewed when the timing case is removed and fitted.
The seal can be removed and a new seal fitted with
the timing case fitted to the engine, operation 14-2,
but it is more easily pressed out while the timing case
is removed.
15
To fit
1 Fit suitable guide studs and fit new dowels and a
new joint to the crankcase. Apply a line of 'Hylomar
Silicone Sealant' to the corner where the timing case
joint is in contact with the sump joint. Fit carefully the
timing case. If the crankshaft oil seal is fitted ensure
that the seal fits correctly and does not become
damaged during this operation. Remove the guide
studs, fit the bolts of the timing case and tighten to a
torque of 95 Nm (70 lbf ft).
2 Fit the fan adaptor, complete with a new joint.
3 Check and, if necessary, adjust the end-float of the
auxiliary drive shaft, operation 15-3.
4 Fit the coolant pump, operation 21-3.
5 Fit the breather assembly, the breather pipe and its
support bracket.
6 Fit the thermostat housing and connect the relevant
pipes. Fit the pipe between the coolant pump and the
thermostat housing.
7 Fit the tensioner assembly.
8 Fit the front and rear engine supports.
9 Fit the mounting bracket for the alternator, together
with the alternator and fit the alternator belt.
10 Fit the fan drive belts and set all of the belts to the
correct tension, see User's Handbook TSD 3250.
11 Fit the leak-off pipe and, if relevant, the pipe for the
by-pass filter.
12 Fit the crankshaft pulley/balance weight,
operation 14-1.
15 Connect the fuel supply and connect the batteries.
To clean and to inspect 15-2
Clean the timing case in a degreasing solution which

is not caustic.
Check for damage all of the joint faces and the bore
for the oil seal.
15
Auxiliary drive assembly
1
Special tools:
Alignment tool, VT18395
Special torque wrench, 21825 881
Adaptor for torque wrench, 21825 882
2
To remove
A 88
2 Rotate carefully the crankshaft until the timing
marks are all aligned correctly (A) and the 'T' on the
flange (A1) of the auxiliary drive coupling is toward the
top.
3 Remove the fuel injection pump, operation 20-13.
4 Loosen the long bolts of the auxiliary drive coupling
and remove the forging of the coupling.
5 Hold the auxiliary drive shaft, remove the nut and
the flange of the auxiliary drive coupling, use a
suitable puller if necessary. Lift out the woodruff key
and withdraw the auxiliary drive shaft.
Caution: Ensure that the crankshaft and camshafts
are not rotated.
6 Remove the housing for the oil seal, complete with
the oil seal, and withdraw the bearing housing. Some
engines are fitted with an integral oil seal and oil seal
housing. Remove all deposits of the joint and jointing
compound from the housings, the shims and the
backplate.
To fit
1 Remove the rocker boxes, operation 12-4. For
engines with pedestal rockers, remove the rocker
cover, operation 12-1, and also the assembly of the
pedestal rockers, operation 12-2. Withdraw the push
rods. This will allow the camshafts to be free to enable
the backlash of the gears to be checked.
2 If studs have been removed from the bearing
housing, apply 'Loctite 270' to the threads and fit the
studs to the bearing housing.
15
3 Fit the bearing housing to the backplate complete
with a new joint, fit the housing (A2) of the alignment
tool, VT18395, and fit, temporarily, the used nuts to
retain the housing.
New engines have 'Durlok' bolts instead of the studs
and nuts. On these engines fit only four of the bolts
and fit two guide studs into bolt holes which are at
opposite sides of the centre. The studs must have a
thread of M8 x 1.25P and should be 50 mm long.
4 Fit the inner taper roller bearing to the auxiliary
drive shaft and fit the auxiliary drive shaft, complete
with the idler for the camshaft gears, through the
backplate (A3). Ensure that the timing marks on the
gear are aligned with the timing marks of the main
idler gear. Fit the sleeve (A1) of the alignment tool,
VT18395, to hold the assembly, tighten the sleeve
finger-tight only.
Caution: Ensure that all of the timing marks are
aligned correctly. Refer to the illustration (A) on page
93.
5 Set a DTI, with a magnetic base, with its indicator
lever on one of the teeth of the auxiliary drive gear.
Hold the double idler gear stationary and rotate
carefully the auxiliary drive gear backwards and
forwards without moving the double idler gear. Make
a note of the readings on the DTI. The correct
tolerances for backlash are shown in the illustration A 349
(B).
6 Hold stationary the auxiliary drive gear and use the
same method to check the backlash of each of the
camshaft gears.
7 Ensure that the outer taper roller bearing is fitted to
the auxiliary drive shaft.
8 Fit suitable guide studs and fit new dowels and a
new timing case joint to the crankcase. Apply a line of “A” bank Auxiliary drive “B” bank
'Hylomar Silicone Sealant' to the corner where the camshaft camshaft
timing case joint is in contact with the sump joint. Fit
carefully the timing case. Ensure that the seal fits
correctly and does not become damaged during this
operation. Remove the guide studs, fit the bolts of the
timing case and tighten the bolts to a torque of 95 Nm Double idler
(70 lbf ft).
Crankshaft
Idler
Oil pump
B 348
15
9 Remove the alignment tool and fit the oil seal
housing, complete with the original pack of shims, Fit
the used lock nuts and tighten lightly.
10 For engines which are fitted with 'Durlok' bolts: Do
not remove the temporary guide studs. Remove only
the four bolts to release the alignment tool. Remove
the 'O' ring from the integral oil seal/housing, fit the oil
seal/housing, complete with the original pack of
shims, fit the four bolts and tighten lightly.
lever on the end of the auxiliary drive shaft. Move
radially the crankshaft backwards and forwards and
make a note of the readings on the DTI. The correct
end-float for the auxiliary drive shaft is 0,08 to 0,12
mm (0.003 to 0.005 in). Remove or add shims, as
necessary.
When the correct reading is obtained, proceed as
follows: Early engines with studs and self-locking
nuts:
Apply 'Hylogrip 2000' or 'Loctite 518' to both sides
of the shim pack (A3): these products must be
applied as a bead between and around the six
holes. Fit the oil seal housing (A1), complete with
a new oil seal (A2). Use new self-locking nuts,
apply 'Loctite 542' to the threads of the nuts and fit
the nuts and special sealing washers. Tighten the
nuts to a torque of 23 Nm (17 lbf ft). A 350
Note: The new integral oil seal/oil seal housing can
be fitted to the early engines (which have studs and
self-locking nuts) instead of the existent oil seal and
oil seal housing.
New engines with 'Durlok' bolts and integral oil
seal/oil seal housing: Fit the shim pack (B1). Do
NOT apply sealants or adhesives. Fit the 'O' ring
(B4) to the oil seal/housing (B3). Apply some clean
engine lubricating oil to the bore in the backplate.
Fit the oil seal/housing. Fit four of the 'Durlok' bolts
(B2) then remove the guide studs. Fit the other two
'Durlok' bolts and tighten all of the bolts to a torque
of 50 Nm.
12 Ensure that the piston in cylinder number B1 is still
at TDC on its compression stroke - its valves should
be fully closed. In this position the keyway for the
woodruff key will be at the top.
A 351
15
13 Assemble the coupling flange (A1) with one pack
of eight spring steel plates (A2), two bolts, two long
nuts and four washers, as shown (A). Tighten the nuts
to a torque of 120 Nm (88 lbf ft); a torque wrench,
21825 881, and adaptor, 21825 882, are available for
this purpose.
14 Fit the woodruff key and fit the assembly of the
coupling flange onto the auxiliary drive shaft. Ensure
that the 'T', on the top edge of the flange (A1), is at the
top. If the flange does not have a 'T', use paint to mark
the top edge of the flange -which MUST be on the
same side as the keyway. Fit the large nut and
washer, tighten the nut to a torque of 300 Nm (221 lbf
ft). A 354
15 Fit the push rods into their original cam followers

and fit the rocker boxes, operation 12-4, or the
pedestal rocker assemblies, operation 12-2, as
necessary.
To dismantle
16 Fit the fuel injection pump, operation 20-13.
17 Fit the other engine components as given in 1 Wash the gears in kerosene, remove all deposits of
operation 15-1, paragraphs 3 to 13. thread locking compound and inspect the teeth for
wear.
Wear on the teeth is acceptable if there is no sign of
To dismantle and to assemble 15-4 erosion and if the backlash is within the permissible
limits.
To dismantle
2 Test the gears for cracks. Use the electromagnetic
1 Remove the six screws and washers from the method, if it is possible.
assembly and separate the two gears.
On new engines the gears are held together by cap
screws with no washers.
To assemble
1 Fit the small gear to the large gear, with the dowel
fitted to its correct location.
2 Engines fitted with screws and washers: Apply
'Loctite 542' to the threads of the six screws and insert
the screws, complete with plain washers, through the
small gear. Tighten the screws to a torque of 40 Nm
(30 lbf ft).
On new engines, fitted with cap screws: Apply 'Loctite
542' to the threads of the six cap screws and insert the
screws through the large gear. Tighten the screws to
a torque of 40 Nm (30 lbf ft).
15
Double idler gear
To remove
1 Remove the auxiliary drive gear, operation 15-3.
2 Remove the two screws which secure the axle of
the double idler gear and withdraw the assembly.
To fit
1 Fit the assembly onto its axle, complete with thrust
washers at each side of the gear assembly. Fit, A 356
carefully, the axle to the crankcase, ensure that the
timing marks are aligned with the timing mark on the
crankshaft. Tighten the axle screws to a torque of 135
Nm (100 lbf ft) and bend up the lock plate, if fitted.
lever on one of the teeth of the double idler gear as
shown (A). Ensure that the crankshaft is held
stationary and rotate carefully the double idler gear
backward and forward. Make a note of the readings
on the DTI. The correct tolerances for backlash is
0,100 to 0,239 mm (0.004 to 0.009 in).
3 Fit the auxiliary drive gear, operation 15-3.
15
To dismantle
1 Remove the 12 screws and washers from the
double idler gear and separate the gears.
To assemble
1 Fit the small idler to the large idler and fit the dowel.
Ensure that the timing marks are on the same side of
the assembly.
2 Apply 'Loctite 542' to the threads of the 12
setscrews and insert the screws, complete with plain
washers, through the small gear. Tighten the
setscrews to a torque of 40 Nm (30 lbf ft).
1 Wash the gears in kerosene, remove all deposits of

thread locking compound and inspect the teeth for
wear.
erosion and if the backlash is within the permissible
limits.
2 Test the gears for cracks. Use the electromagnetic
method, if it is possible.
3 Check the bush and the axle of the double idler
gear for wear.
4 Inspect the thrust washers, they must be renewed
if there is a reduction in the size of the grooves in the
thrust faces.
15
Idler gear for the lubricating oil pump
To remove
2 Remove the bolt which retains the axle of the idler
gear and withdraw the assembly.
To fit
1 Fit the assembly onto its axle. Fit, carefully, the axle
to the crankcase. Tighten the axle screw to a torque
of 135 Nm (100 lbf ft) and bend up the lock plate, if
fitted.
2 Fit the timing case, operation 15-1.
1 Wash the gear in kerosene and inspect the teeth for

wear.
erosion and if the backlash is within the permissible
limits.
2 Test the gear for cracks. Use the electromagnetic
method, if it is possible.
3 Check the bush and the axle of the gear for wear.
15
Fits and clearances
Backlash between gears
Auxiliary drive – camshafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,10 to 0,233 mm (0.004 to 0.009 in)
Auxiliary drive - main idler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,10 to 0,252 mm (0.004 to 0.010 in)
Coolant pump - main idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,10 to 0,277 mm (0.004 to 0.011 in)
Raw water pump idler - main idler (marine only) . . . . . . . . . . . . . . . . . . . 0,10 to 0,252 mm (0.004 to 0.010 in)
Main idler – crankshaft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,10 to 0,239 mm (0.004 to 0.009 in)
Oil pump idler – crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,10 to 0,235 mm (0.004 to 0.009 in)
Oil pump idler - oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.10 to 0,381 mm (0.004 to 0.015 in)
Idler gears on axles

Main idler
Gear bore (A1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50,000 to 50,023 mm (1.9690 to 1.9698 in)
Bush diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50,059 to 50,127 mm (1.9713 to 1.9740 in)
Bush bore (A2). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44,983 to 45,034 mm (1.7714 to 1.7340 in)
Axle diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44,934 to 44,950 mm (1.7695 to 1.7701 in)
Clearance (new). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,033 to 0,100 mm (0.0013 to 0.0039 in)
Permissible worn clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,199 mm (0.0078 in)
Oil pump idler
Gear bore (B1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34,0 to 34,025 mm (1.338 to 1.339 in)
Bush diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34,087 to 34,125 mm (1.342 to 1.343 in)
Bush bore (B2). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29,985 to 30,112 mm (1.1805 to 1.1855 in)
Axle diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29,947 to 29,960 mm (1.1793 to 1.1798 in)
Clearance (new). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,025 to 0,065 mm (0.001 to 0.0026 in)
Permissible worn clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,151 mm (0.0059 in)
Idler gear end float

Main idler axle
Shaft length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56.15 to 56.20 mm (2.2111 to 2.2131 in)
Gear hub width (A3). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50,875 to 51,0 mm (2.0034 to 2.0083 in)
Thrust washer thickness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,45 to 2,5 mm (0.0965 to 0.0984 in)
Clearance (new). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . *0,10 to 0,425 mm (0.004 to 0.017 in)
Nominal depth of oil grooves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,18 to 0,38 mm (0.007 to 0.015 in)
Oil pump idler axle
Shaft length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35,20 to 35,30 mm (1.386 to 1.390 in)
Gear hub width (B3). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35,00 to 35,05 mm (1.378 to 1.380 in)
Clearance (new). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,15 to 0,30 mm (0.006 to 0.012 in)
* these dimensions allow for the thrust washers to be not completely flat.
15
A 358
B 357
16
Cylinder block assembly 16
General description
The crankcase is a monobloc casting made from high The eight pre-finished cylinder liners are a fine
quality cast iron. The casting is dipped in a special clearance fit in the crankcase. They have flanges on
sealing compound to seal all surfaces which are not the upper ends and are retained in their respective
machined and to prevent contamination. cylinder bores by the two cylinder heads.
The crankcase has housings for five main bearings. Each cylinder liner is made of cast iron by use of a
Each main bearing assembly is held in place by a centrifugal process. The internal diameter is
bearing cap made from a steel forging. The bearing machined by special processes to obtain a surface
caps are assembled with two bolts. To ensure that the finish which will reduce wear and consumption of oil.
assembly is rigid, side bolts are fitted through the side
Engines manufactured since 1997 (build line number
walls of the crankcase into location pads on each side
965375) are fitted with new camshafts which are
of the bearing caps.
designed to run in plain bearings machined in the
The crankcase has two banks of four cylinders which crankcase. The camshafts of early engines run in
make a 'V' arrangement at an included angle of 90 shell bearings. These bearings are split type, rolled
degrees. The cylinder banks are not symmetrical on bushes and are pre-finished. They are drilled and
the crankcase and 'B' bank is nearer to the front of the have grooves to receive the lubricating oil which is
engine. The cylinder bores are machined to receive supplied from an auxiliary oil gallery in each cylinder
dry cylinder liners. bank. Normally, the bearings do not need attention
except to ensure that they are cleaned thoroughly
The upper face of each bank of cylinders has bores
during the overhaul and inspected for wear or
for 16 tappets.
damage.
All oil galleries are drilled to ensure that the bores are
accurate and clean.
16
Crankcase To remove from a build stand
1 Fit the lift adaptor, 21825 822, to the engine and
use a suitable hoist to remove the engine from the
To fit to and to remove from build stand.
a build stand 16-1 2 Remove the four mounting brackets from the
crankcase and fit the coolant gallery to the 'A' bank
Special tools: side, complete with a new joint.
Lift adaptor for engine, 21825 822 3 Fit the oil cooler, operation 21-14 or operation 21-
Strap wrench, 21825 825 17.
Build stand - engine, VP 5908 4 Fit the fan, operation 21-9.
Mounting brackets, VP 5641 (2) and VP 5642 (2) 5 Connect the exhaust pipes.
7 Fit the air cleaners, operation 18-1.
Note: The weight of the crankcase is up to 368 kg
(167 lb). 8 Fill the lubrication system to the correct level with
clean engine lubricating oil, see User's Handbook
To fit to a build stand TSD 3250.
To obtain access to the crankcase and further main 9 Fill the coolant system to the correct level, see
components, the engine must be disconnected from User's Handbook TSD 3250.
its driven unit and fitted in a build stand. Instructions 10 Connect the fuel supply.
to disconnect the driven unit are to be found in the
Warning! Fuel and oil pipes MUST be inspected for
publication of the relevant manufacturer. To fit the
cracks or damage before they are fitted to the engine.
engine to a build stand proceed as follows:
1 Disconnect the batteries.
12 Eliminate air from the fuel system, operation 20-
2 Close the valves and disconnect the pipes for the
22.
fuel supply and the fuel return.
3 Drain the coolant system (refer to the User's
Handbook TSD 3250) and remove the radiator,
operation 21-1, and the relevant coolant pipes and air
ducts.
Warning! Remove carefully the radiator filler cap as
the system may be under pressure.
4 Drain the lubricating oil from the engine by the
removal of the drain plugs from the base of the sump.
5 Lubricating oil which remains in the oil cooler can
be drained by the removal of the filter canisters.
Remove and discard the filter canisters, use the strap
wrench, 21825 825, then remove the oil cooler,
operation 21-14 or operation 21-17.
6 Disconnect and remove the exhaust pipes.
7 Disconnect and remove the air cleaners, operation
18-1.
9 Before the engine is fitted to the build stand and
subsequently dismantled, clean it thoroughly and
ensure that the cooling system and lubrication system
are drained completely.
10 Remove the coolant gallery from the 'A' bank side
of the engine. Fit the four mounting brackets, VP 5641
and VP 5642, to the sides of the crankcase and fit the
engine assembly to the build stand VP 5908.
16
To dismantle and to assemble 16-2 12 Remove the assembly of the coolant thermostat
housing, complete with the coolant thermostat.
Special tools: 13 Disconnect and remove the engine stop solenoid.
Strap wrench, 21825 825 Retainers, 21825 844 14 Remove the air balance pipe from between the
induction manifolds and remove the support bracket
Remover tool for cylinder liners, 21825 790
from between the induction manifolds.
Check plate for cylinder liners, 21825 787
15 Disconnect and remove the low pressure fuel
Dial gauge and holder, 21825 786 pipes.
16 Remove the fuel filter canister; use the strap
To dismantle wrench 21825 825. Remove the filter head.
17 Remove the fuel lift pump, operation 20-9.
1 Fit the assembly of the engine to a build stand,
operation 16-1. 18 Disconnect the coolant connections and remove
the induction manifolds, operation 18-2 or operation
It is recommended that the smaller items, (for
18-3. Remove the coolant bobbins; four from each
example: low-pressure fuel pipes, clips, brackets,
manifold.
etc.) have labels added to indicate their location and
their purpose, and are put in containers with the 19 For engines with a single turbocharger: remove
relevant engine parts. the turbocharger mounting.
20 Remove the exhaust manifolds, operation 18-4 or
2 Remove the fan drive belts, operation 21-13.
operation 18-11.
3 Remove the alternator, operation 23-4, and its drive
21 Remove the assembly of the fuel injection pump,
belt.
operation 20-13.
4 Remove the rear lift bracket and remove the
22 Remove the auxiliary drive coupling.
coolant crossover pipe.
23 Remove the crankshaft pulley, operation 14-1.
5 Remove the turbocharger/s, operation 18-6 or
operation 18-13. Remove the oil supply pipes and 24 Remove the fan adaptor, operation 21-10.
drain pipes for the turbocharger/s. 25 Remove the coolant pump, operation 21-3.
6 Remove the starter motor, operation 23-20.
7 Remove the oil filler tube and the dipstick tube.
8 Remove the engine breather pipe and remove the
front engine mounting.
9 Disconnect and remove the high pressure fuel
pipes and the leak-off pipes.
10 Remove, if fitted, the by-pass filter assembly for
lubricating oil, operation 19-3, and remove its supply
pipe.
11 Remove the hourmeter - if fitted.
16
27 Remove the flywheel and the flywheel housing,
operation 22-1 and operation 22-4.
28 Remove the cylinder heads, operation 12-8, and
use cylinder head bolts to fit eight retainers, 21825
844, to retain the cylinder liners.
29 Remove the auxiliary drive assembly, operation
15-3.
30 Remove the assembly of the double idler gear,
operation 15-6, and the idler gear for the lubricating oil
pump, operation 15-9.
31 Remove the camshafts, operation 17-1.
32 Remove the timing case backplate, complete with
the shim on its rear face. Make a note of the position
from which the shim was removed.
33 Remove the sump, operation 19-4, and oil pump,
operation 19-5.
34 Remove the coolant gallery from the 'B' bank side
of the crankcase, complete with the heat shield if
fitted.
35 Remove the rear oil seal assembly, operation 14-
4.
36 Remove the pistons and connecting rods,
operation 13-3.
37 Remove the cylinder liner retainers and withdraw
the cylinder liners. If necessary, a special tool, 21825
790, is available to assist with this operation.
38 Remove the crankshaft assembly, operation 14-5.
39 Remove the piston cooling jet assemblies.
40 If relevant, remove the two studs which are fitted
to the front face of the crankcase near to the 'B' bank
camshaft bore.
41 If relevant, remove the stud which is fitted to the
rear face of the crankcase, just above the crankshaft
bore.
42 Remove the crankcase from the build stand and
remove the mounting brackets.
16
To assemble
1 If the crankcase has been tested under pressure
and is acceptable, fit the mounting brackets, VP 5641
and VP 5642, to the sides of the crankcase and fit the
crankcase to the build stand, VP 5908, with the rear
end toward the head of the build stand.
Note: The mounting brackets, VP 5641, must be
fitted to the crankcase at the front end of the 'A' bank
and the rear of the 'B' bank. The mounting brackets,
VP 5642, must be fitted at the front end of the 'B' bank
and the rear of the 'A' bank.
2 If they have been removed, fit the two studs to the
front face of the crankcase near to the 'B' bank
camshaft bore. Apply 'Loctite 542' to the threads
before the studs are fitted.
3 If it has been removed, fit the stud to the rear face
of the crankcase, just above the crankshaft bore.
Apply 'Loctite 542' to the threads before the stud is
fitted.
4 Rotate the build stand until the sump joint face is at
the top. Fit the four piston cooling jet assemblies (A1),
retain each one with two screws and spring washers.
For certain engines, the piston cooling jet assemblies
have a dowel; for these engines ensure that the dowel
is inserted before each assembly is fitted.
Caution: If a nozzle of a piston cooling jet assembly
is bent or damaged, do not try to correct it; fit a new A 364
piston cooling jet assembly.

5 Fit the crankshaft assembly, operation 14-5.
Caution: Ensure that the flame faces of the cylinder
blocks and all of the cylinder liners are clean. The
number of its respective cylinder must be etched on
each cylinder liner, and the numbers should be
toward the centre of the engine when the cylinder
liners are inserted.
6 Insert each cylinder liner into its respective cylinder
bore for one bank only. Rotate the crankcase until the
bank to be checked is horizontal.
7 Use the check plate for cylinder liners, 21825 787,
and the dial gauge and holder, 21825 786, to check B 257
the protrusion of the cylinder liners above the flame
face of the cylinder block. Ensure that the check plate
and the holder for the dial gauge are clean. Put the
check plate over the first cylinder liner and put the
holder of the dial gauge on to the check plate. Put the
button of the dial gauge onto the flame face of the
cylinder block and set the dial gauge to zero (B).
16
8 Carefully put the button of the dial gauge onto the z The maximum difference in the protrusions under
top face of the flange of the first cylinder liner, at four one cylinder head must not exceed 0.051 mm
different locations. Each correct location for the (0.005 in).
button is shown (A). Make a note of the deflection, z The banks shown (A1) will be acceptable. The
from zero, for each location. banks shown (A2) are not acceptable.
9 Move the check plate to the other cylinder liners in 10 Renew a cylinder liner if its protrusion is not
rotation and check their protrusions. Compare the correct. Inspect the flange seat of the new cylinder
readings which have been obtained with the liner, operation 16-5. Check also its protrusion.
protrusions shown (A).
11 When their protrusions have been checked, make
Caution: temporary marks to indicate the exact position of each
z The protrusion for each cylinder liner must be flange in the crankcase and remove the cylinder
between 0,076 mm and 0,127 mm (0.003 in and liners.
0.005 in). Repeat paragraphs 6 to 11 for the other bank of
z The variation of protrusion around the cylinders. Immediately before the work proceeds,
circumference of a cylinder liner must not exceed clean the top of each bank of cylinders, degrease and
0,025 mm (0.001 in). dry the cylinder liners and the recesses for the
cylinder liner flanges.
z The variation of protrusion between the nearest
points of two cylinder liners which are next to each
other must not exceed 0,025 mm (0.001 in).
A 228
16
12 Apply a bead of 'Hylomar PL 32/M' (medium 20 Fit the assembly of the double idler gear,
grade) to the whole area of the seat under the flange operation 15-6, and the idler gear for the lubricating oil
of each cylinder liner. Remove the surplus from the pump, operation 15-10.
faces on the side. Allow the compound to partially dry, Caution: Ensure that the timing marks are correctly
align the temporary marks and insert, without rotation, aligned.
each cylinder liner into its bore in the crankcase. Do
not subsequently allow the 'Hylomar' seal to be 21 Fit the assembly of the auxiliary drive gear,
broken. operation 15-3, and fit the timing case, operation 15-
1.
13 Use the bolts of the cylinder heads to fit eight
retainers, 21825 844, to ensure that the cylinder liners 22 Fit the auxiliary drive coupling and fit the fuel
remain in their positions when the assemblies of the injection pump, operation 20-13.
pistons and the connecting rods are fitted. 23 Remove the cylinder liner retainers, ensure that
Caution: Ensure that oil, which may contaminate the the push rods are fitted to their correct bores and fit
compound, is not subsequently applied to the flame the cylinder heads, operation 12-8.
faces of the cylinder blocks before the cylinder heads 24 Fit the flywheel housing, operation 22-4, and the
are fitted. Ensure also that the seal, which is made by flywheel, operation 22-1.
the compound, is not subsequently broken. 25 Fit the fan adaptor, operation 21-10, and the
14 Fit the pistons and the connecting rods, operation coolant pump, operation 21-3.
13-3. 26 Fit the crankshaft pulley, operation 14-1.
15 Fit the rear oil seal assembly, operation 14-4. 27 Fit the exhaust manifolds, operation 18-4 or
16 Fit the 'B' bank coolant gallery, complete with a operation 18-11. For engines fitted with a single
new joint. Certain engines have a heat shield retained turbocharger, fit the turbocharger mounting between
by the screws of the coolant gallery. For these the two exhaust manifolds.
engines, the heat shield MUST be fitted at this time. 28 Fit the induction manifolds, operation 18-2 or
Fit also the hose and clip to the rear end of the gallery. operation 18-3.
17 Fit the oil pump, operation 19-5, and fit the sump, 29 Fit the fuel lift pump, operation 20-9.
operation 19-4. 30 Fit the filter head of the primary fuel filter. Fit a new
18 Fit the timing case backplate, complete with the filter canister as given in the User's Handbook, TSD
shim on its rear face. Use a small application of 3250.
grease to retain the shim during the operation and, 31 Fit the low pressure fuel pipes between the fuel lift
before the back plate is fitted, use the axle of the pump, the primary fuel filter and the fuel injection
double idler gear to align the shim correctly against pump.
the backplate.
19 Fit the camshafts, operation 17-1.
16
32 Fit the air balance pipe and the support bracket
between the induction manifolds.
33 Fit the engine stop solenoid. Set correctly the
position of the linkage, operation 23-28.
34 Fit the thermostat housing and fit the relevant
coolant pipes. Use new joints.
35 If relevant, fit the hourmeter.
36 Fit, if relevant, the by-pass filter assembly for
lubricating oil, operation 19-3, and fit its supply pipe.
37 Fit the high pressure fuel pipes and fit the leak-off
pipes. Ensure that the high pressure fuel pipes are
tightened to the correct torque, see operation 20-4.
38 Fit the engine breather pipe and fit the front engine
mounting.
39 Fit the oil filler tube and the dipstick tube.
40 Fit the starter motor, operation 23-20.
41 Fit the turbocharger/s, operation 18-6 or operation
18-13, and fit the supply pipes and the drain pipes for
lubricating oil to the turbocharger.
42 Fit the coolant crossover pipe and fit the rear lift
bracket.
43 Fit the alternator, operation 23-4, fit the alternator
belt and set the belt to the correct tension, operation
23-3.
44 Fit and adjust the fan drive belts, operation 21-11.
45 Remove the engine from the build stand,
operation 16-1.
16
To clean, to inspect and to correct 16-3 To test under pressure 16-4
Special tools: Special tools:

Remover tool for cup plugs, 21825 855 A suitable lift adaptor for the crankcase
Replacer kit for cup plugs, 21825 866 Note: The weight of the crankcase is up to 368 kg
Drive handle, 21825 861 (167 lb).
1 Make, locally, enough seals to close all of the
1 After the engine has been dismantled and only the openings for coolant and fit them to the crankcase.
bare crankcase remains, check carefully each cup 2 Fit a suitable union to the threaded hole from which
plug. Remove from the crankcase all cup plugs which the coolant drain plug has been removed on one side
have signs of leakage, by use of the correct kit of of the crankcase. Fit the drain plug to the hole on the
tools, 21825 855, and the slide hammer, 21825 849. opposite side. Connect a supply of air, controlled by a
Clean the crankcase bores for the plugs and remove regulator, to the union.
all particles of sealing compound. 3 Use suitable lift equipment to lower the crankcase
2 Remove all of the plugs from the oil galleries and into a tank of water at a temperature of 40/45°C (104/
remove all particles of sealing compound from the 113°F). Apply air at a pressure of 207 kN/m² (30 lbf/
threads of the crankcase. Clean, by the use of a ft²) to the crankcase and check for signs of leakage.
degreasing solution, all of the oil galleries, oil holes, If there is a fault in the casting, refer to the Service
passages for coolant, and the piston cooling jet Department of Perkins Engines (Shrewsbury)
assemblies. Limited.
3 When the crankcase is clean, check all machined
4 Disconnect the air supply, remove the union and
faces for signs of wear or damage. Especially, check
the blanking plug from the crankcase drain holes and
the seats for the cylinder liner flanges, and the bore
remove the seals.
and thrust faces of the main bearings.
If the bores and thrust faces of the main bearings are
damaged, they can be corrected, refer to Perkins
Engines (Shrewsbury) Limited for the instructions
which are given in SRS 131.
4 Use the correct kit of tools, 21825 866, and the
drive handle, 21825 861, to fit new cup plugs. Apply a
small amount of 'Loctite 575' to each cup plug before
it is fitted. Apply, also, a small amount of 'Loctite 575'
to the threads of all the blanking plugs for the oil
galleries and fit securely each blanking plug into its
location.
5 Check the camshaft bushes for excessive wear or
damage. The bushes can be renewed if suitable
workshop facilities are available. If any bush is
renewed, ensure that the oil hole in the bush is
correctly aligned with the oil hole in the crankcase
after the bush has been pressed in.
16
Cylinder liners
Special tools:
Lapping tool, 21825 902
1 Soak the cylinder liners in 'Ardrox 667' solvent to

remove carbon deposits. Inspect the flanges for signs
of wear. If necessary, damaged seats of the flanges
can be corrected. Refer to Perkins Engines
(Shrewsbury) Limited for the instructions which are
given in SRS 131.
2 Check for cracks in each cylinder liner by use of the
electromagnetic method if possible. Unserviceable
cylinder liners must be renewed.
3 Check the seat under the flange of each cylinder
liner as follows: Apply engineer's blue to the seat face,
fit the cylinder liner to its respective bore. Use light
pressure and rotate partially, in both directions, the
cylinder liner in the crankcase.
4 Check the mark of contact on the shoulder of the
crankcase. The contact must be continuous around
the circumference and have a minimum contact of
50% across the width of the seat. If the area of contact
does not conform to these requirements, the flange of
the cylinder liner must be lapped to the shoulder in the
crankcase by the use of a lapping compound. A
lapping tool, 21825 902, is available for this operation.
Caution: Do NOT lap a cylinder liner more than it is
necessary to repair the face of the seat, because this
operation may have an adverse effect on the
protrusion of the cylinder liner. The cylinder liner and
the bore of the crankcase must be cleaned thoroughly
after the operation to ensure that the compound does
not contaminate the lubrication system of the engine.
5 If a cylinder liner is renewed, the cylinder number
must be etched onto the lowest section of the new
cylinder liner.
16
Fits and clearances
Cylinder liners in the cylinder block
Bore of cylinder block (A1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140,488 to 140,513 mm (5.5310 to 5.5320 in)
Outside diameter of cylinder liner . . . . . . . . . . . . . . . . . . . . . . . 140,449 to 140,475 mm (5.5295 to 5.5305 in)
Clearance (new) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,013 to 0,064 mm (00005 to 0.0025 in)
Depth of counterbore in the cylinder block (nominal) (A2) . . . . . . 11,900 to 11,930 mm (0.4685 to 0.4696 in)
Depth of the flange of the cylinder liner (nominal) . . . . . . . . . . . . . 12,000 to 12,025 mm (0.4724 to 0.4734 in)
Protrusion of the cylinder liner above the flame face of the crankcase . 0,076 to 0,127 mm (0.003 to 0.005 in)
Caution: Cylinder liners must be selected carefully to obtain the correct protrusion dimensions.
Cylinder liners when not fitted to the cylinder block
Bore of cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135,000 to 135,025 mm (5.3150 to 5.3159 in)
Permissible worn dimension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135,306 mm (5.3270 in)
Tappets in the cylinder block

Bore in cylinder block (A4). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36,000 to 36,025 mm (1.4173 to 1.4183 in)
Diameter of tappet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35,959 to 35,975 mm (1.4157 to 1.4163 in)
Camshaft bearings in the cylinder block

Bore in cylinder block (A5). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71,500 to 71,530 mm (2.8150 to 2.8161 in)
Diameter of camshaft bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71,590 to 71,640 mm (2.8185 to 2.8205 in)
Interference (new) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,060 to 0,140 mm (0.0023 to 0.0055 in)
A 359
16
Main bearing housing in crankcase
Bore of bearing housing (A6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .152,000 to 152,025 (5.9842 to 5.9852 in)
Bearing caps in crankcase

Width in crankcase for bearing cap (A7) . . . . . . . . . . . . . . . . . . 236,000 to 236,025 mm (9.2913 to 9.2923 in)
Width of bearing cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 236,000 to 236,013 mm (9.2913 to 9.2918 in)
Interference (new) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 to 0,013 mm (0 to 0.0005 in)
17
The new and early camshafts are not
interchangeable.
Each camshaft is driven at half the engine speed by
the timing gears.
Camshafts and engine timing 17
The drive gears of the camshafts are marked to
ensure correct timing, and are retained by six bolts to
General description a flange at the front end of each camshaft.
The two camshafts (B1 and B2) are not the same. Each shaft operates four sets of two exhaust valves
They are made from a heavy duty alloy of cast iron and four sets of two inlet valves by cam followers,
and the contact faces are machined to fine push rods and rocker levers.
tolerances. The camshafts of engines manufactured The bores for the camshafts at the rear end of the
before 1997 (build line number 965375), as shown crankcase are sealed with large cup plugs or, for early
(B), run in bushes with bearing surfaces of lead engines, large plugs with 'O' ring seals.
bronze. The bearings are rolled, split type, bushes.
They are drilled and have grooves to receive the
lubricating oil which is supplied from an auxiliary oil
gallery in each cylinder bank. End-float is controlled
by thrust plates which are retained by bolts on the
front face of the crankcase. The axial position is
controlled by a collar which is machined around each
shaft.
Engines manufactured since 1997 (build line number
965375) are fitted with new camshafts which are
designed to run in plain bearings machined in the
crankcase. End-float is controlled by flat thrust plates
(A1) which are retained by bolts on the front face of
the crankcase. The axial position is controlled by a
recess machined around each shaft. A 365
B 361
17
Camshafts
To remove
1 Remove the timing case, see operation 15-1.
2 Remove the auxiliary drive assembly, see
operation 15-3.
If only one camshaft is to be removed, the paragraphs
which follow should apply only to the relevant bank of
the engine.
A 362
3 Remove the cylinder head assemblies, operation
7 Apply clean engine lubricating oil to the bores for
12-8.
the cam followers and fit the cam followers to their
4 Withdraw the cam followers. The cam followers correct positions.
must be put in storage in the correct sequence to
8 Fit the cylinder heads, operation 12-8.
ensure that they are fitted to the correct bores when
the engine is assembled.
5 Remove the camshaft gears from the camshafts, To clean and to inspect 17-2
remove the camshaft thrust plates and withdraw,
carefully, the camshafts. During the removal of the 1 After the camshafts have been removed from the
camshafts, they should be rotated to assist with the crankcase, clean them thoroughly and check each
operation. one for cracks. The electro-magnetic method is
To fit recommended. If this method is not available, use the
dye penetrant process.
1 Apply clean engine lubricating oil to the camshaft 2 Check the cams and journals for wear or damage.
bearings and fit, carefully, the camshafts. They will be Small marks can be removed by the use of a smooth
more easily fitted if they are rotated during this oilstone. Ensure that the shape of each cam is not
operation. affected.
2 Before each of the camshafts is fully into its final 3 Check the collars that control the axial position for
location, apply 'Rocol anti-scuffing paste' to that part wear or damage. If a collar is worn, the camshaft must
of the thrust plate (A2) which engages with the be renewed.
camshaft groove. For early engines: apply 'Rocol anti-
scuffing paste' to the groove in the thrust plate. 4 Check the thrust plates for wear or damage and
Engage the thrust plate with the groove in the renew them if necessary.
camshaft or, for early engines, with the collar on the 5 If fitted, check the camshaft bushes for excessive
camshaft. wear or damage. The bushes can be renewed if
3 Apply 'Rocol anti-seize compound J166' under the suitable workshop facilities are available. If any bush
heads of the thrust plate screws (A3). Fit the screws, is renewed, ensure that the oil hole in the bush is
two for each thrust plate, and tighten the screws to a correctly aligned with the oil hole in the crankcase
torque of 70 Nm (52 lbf ft). after the bush has been pressed in.
4 Check that the camshafts can be rotated freely and 6 Fit the camshafts into the crankcase, operation 17-1,
measure the end float of each camshaft. The end float and check the end float. If the end float exceeds 0,55
must be between 0,100 and 0,550 mm (0.004 and mm (0,022 in), the thrust plates must be renewed.
0.021 in). 7 Fit the auxiliary drive assembly and check the
5 Fit the drive gear to each camshaft, complete with backlash of the camshaft gears as given in operation
the dowels. Apply 'Loctite 241' to the threads of the 15-3. The backlash, measured between each
setscrews. Fit the setscrews and tighten them to a camshaft gear and the auxiliary drive gear, must be
torque of 40 Nm (30 lbf ft). between 0,100 and 0,233 mm (0.004 and 0.009 in).
6 Fit the auxiliary drive assembly, operation 15-3.
17
Engine timing To check the timing for the 'B' bank for cylinders
1 Rotate the crankshaft until the TDC mark is again
aligned with the pointer and the A2 cylinder is on its
To check the valve timing 17-3 compression stroke. At this position the inlet valve of
B2 cylinder will have just opened and its exhaust
As the camshafts are driven by gears from the valve will have almost closed.
crankshaft, it is not possible for the valve timing to 2 Adjust the clearance of the INLET valves for the A2
change. If the setting must be checked, after an cylinder to 1 mm and tighten the lock nut. The
engine has been dismantled and assembled, the clearance should be measured between the valve
method which follows must be used. bridge and the rocker arm.
Caution: During this operation, the crankshaft must 3 Rotate, slowly, the crankshaft in the normal
ONLY be rotated in the normal direction of rotation direction of rotation and, at the same time, rotate the
which is clockwise when the engine is looked at from push rod of the A2 inlet valves. Stop when it becomes
the front (the fan end). difficult to move the push rod.
To check the timing for the 'A' bank for cylinders 4 Check the timing marks on the flywheel. The
pointer should be at 1° BTDC for B1 cylinder.
1 Remove the high pressure fuel pipes, remove the
5 If the timing is correct, rotate the crankshaft fully
rocker covers and remove the cover for the flywheel
through one turn (360°) and reset the clearance of the
timing pointer.
inlet valves for A2 cylinder to the correct clearance as
2 Turn the crankshaft in the normal direction of given in section 10.
rotation until the mark for the top dead centre (TDC)
Warning! Fuel pipes MUST be inspected for cracks
of piston B1 is aligned with the pointer and the B1
or damage before they are fitted to the engine.
cylinder is on its compression stroke (both sets of
valves closed fully). At this position the inlet valve of 6 Fit the cover for the flywheel timing pointer. Fit the
A2 cylinder will have just opened and its exhaust rocker covers and fit the high pressure fuel pipes.
valve will have almost closed. Eliminate air from the fuel system, operation 20-22.
3 Adjust the clearance of the INLET valves of B1
cylinder to 1 mm and tighten the lock nut. The
clearance should be measured between the valve
bridge and the rocker arm.
4 Rotate, slowly, the crankshaft in the normal
direction of rotation and, at the same time, rotate the
push rod of the B1 inlet valves. Stop when it becomes
difficult to move the push rod.
5 Check the timing marks on the flywheel. The
pointer should be at 1° BTDC for B1 cylinder.
6 If the timing is correct, rotate the crankshaft fully
through one turn (360°) and reset the clearance of the
inlet valves for B1 cylinder to the correct clearance as
given in section 10.
17
To check/adjust the timing of
the fuel injection pump 17-4
If it becomes necessary to check and adjust the timing

of the fuel injection pump, the procedure which
follows is recommended:
1 Fasten the stop lever in the "STOP" position.
Remove the high pressure fuel pipes and the rocker
cover from the cylinder head of 'B' bank and remove
the timing pointer cover from the flywheel housing (A).
Turn the engine by hand, in the normal direction of
rotation, until the relevant number for injection timing
aligns with the pointer (see the engine data plate) with A 87
the valves on 'B1' cylinder closed ('B1' piston at TDC
on its compression stroke).
Check that the timing mark on the fuel injection pump
1
hub aligns with the pointer (B1).
2 If the timing mark on the hub does not align with the
pointer, check that the drive shaft of the fuel injection
pump and the couplings are secure and are not
damaged, then proceed as follows:
a Set the flywheel timing as stamped on the
engine data plate and loosen the bolts (B2)
which fasten the drive coupling to the hub of the 2
injection pump. Turn the hub in the normal
direction of rotation, by hand, to just past the
timing position, then carefully turn the hub back A 88
until the timing mark and the pointer align;
tighten the bolts.
b Turn the engine in reverse direction for a
quarter of a revolution and then forward, in the
normal direction of rotation, until the flywheel
timing pointer is again aligned with the correct
timing point (stamped on the engine data plate).
Check that the timing marks of the fuel injection
pump are correctly aligned.
17
Fits and clearances
Camshafts in shell bearings

End-float of camshaft
Clearance (new) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,10 to 0,55 mm (0.004 to 0.022 in)
(End-float must be kept within these limits. See also A1)
Camshaft in bearings (A2)

Bore of bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67,577 to 67,602 mm (2.6605 to 2.6615 in)
Diameter of journals of camshaft. . . . . . . . . . . . . . . . . . . . . . . . . . 67,481 to 67,500 mm (2.6567 to 2.6575 in)
Permissible worn clearance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,250 mm (0.0098 in)
Cam lift (A3)

Cams lift for inlet valves. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,247 to 8,497 mm (0.3247 to 0.3345 in)
Cam lift for exhaust valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,340 to 8,590 mm (0.3283 to 0.3382 in)
Cam for fuel lift pump (A4)

Widths of cam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29,0 and 33,0 mm (1.142 and 1.299 in)
Thrust plates
Width between thrust faces (A1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,050 to 8,250 mm (0.3169 to 0.3248 in)
A 366
17
Camshafts in plain bearings
End-float of camshaft
Clearance (new). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,10 to 0,55 mm (0.004 to 0.022 in)
Permissible worn clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,55 mm (0.022 in)
(End-float must be kept within these limits. See also A1)
Camshaft in bearings (A2)

Bearing diameter in crankcase . . . . . . . . . . . . . . . . . . . . . . . . . . . 71,500 to 71,530 mm (2.8149 to 2.8161 in)
Diameter of journals of camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71,35 to 71,37 mm (2.8090 to 2.8098 in)
Clearance (new). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,13 to 0,18 mm (0.00512 to 0.00708 in)
Permissible worn clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,229 mm (0.009 in)
Cam lift (A3)

Cams lift for inlet valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,247 to 8,497 mm (0.3247 to 0.3345 in)
Cam lift for exhaust valves. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,340 to 8,590 mm (0.3283 to 0.3382 in)
Cam for fuel lift pump (A4)

Widths of cam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29,0 and 33,0 mm (1.142 and 1.299 in)
Thrust plates
Width of thrust plate (A1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9,65 to 9,75 mm (0.3799 to 0.3838 in)
Permissible worn dimension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9,75 mm (0.3838 in)
A 367
18
Induction and exhaust system 18
Engines fitted with a single turbocharger
General description
The induction system of the engine is supplied with air
under pressure by a turbocharger which is driven by
the energy of the exhaust gas.
The exhaust gas passes through the exhaust
manifolds and enters the turbine housing of the
turbocharger/s. The pressure of the exhaust gas
causes the turbine rotor to rotate, then the gas leaves
the engine through the exhaust pipes.
Exhaust pipes and exhaust silencers are fitted in
accordance with the requirements of the installation.
An impeller at the other end of the turbine shaft A 37
supplies clean air to the engine at more than
atmospheric pressure. The air passes through air
cleaners of the dry element type before it enters the
compressor housing which contains the impeller.
From the compressor housing the air is circulated
through the intercooler which is integral with the
radiator. The air is cooled as it flows through the
intercooler, it is then passed to the induction
manifolds and enters the cylinders of the engine.
A single turbocharger, CV17019, is fitted to 3008
TAG1/2/3 engines and two turbochargers, CV18504
are fitted to each 3008 TAG4 engine, one for each
bank of cylinders. These are also fitted to new
versions of the 3008 TAG3A. Older engines were
fitted with a single turbocharger, CV6404, and a some
engines had a turbocharger made by Garrett
AiResearch. For information about the Garrett
AiResearch turbocharger, contact Perkins Engines
Company Limited, Shrewsbury.
A one-piece induction manifold is fitted to each bank
of the 3008 series engine. Early engines were fitted
with two-piece units.
There is a restriction indicator (A) fitted to the casing
of each air filter to give a visual indication when the
filter element is dirty. The two air filters need no
special maintenance, except for the procedures given
in the User's Handbook TSD 3250.
18
Air cleaners
For information about maintenance for the air
cleaners, refer to the User's Handbook, TSD 3250.
To remove
1 Disconnect and remove the duct (A2) from between
the air cleaners and the turbocharger/s.
2 Remove the four bolts (A3) which retain each air
cleaner to its induction manifold and remove the air A 368
cleaner (A1).
For early engines it will also be necessary to remove
two nuts.
To fit
1 Fit each air cleaner to its respective induction
manifold. Retain each air cleaner with four bolts with
plain and spring washers
18
Induction manifolds - two-piece type
To remove
1 Drain the coolant system to a level below that of the
cylinder heads.
2 Remove the relevant air cleaner assembly,
operation 18-1.
3 Disconnect and remove the air duct from between
the upper induction manifold (A3) and the intercooler
which is integral with the radiator.
4 Remove the assembly of the air balance pipe (A1).
If only one induction manifold is to be removed,
disconnect the air balance pipe at its centre and
remove only the relevant half of the pipe.
5 If the 'B' bank induction manifold is to be removed,
remove the stop solenoid and disconnect the bracket
(A6) for the low pressure fuel pipes. If the 'A' bank
induction manifold is to be removed, disconnect the
bracket for the speed control rod.
6 Remove the high pressure fuel pipes (A2) from the
relevant bank.
7 Disconnect the coolant connection (A4) from the
lower induction manifold (A5). A 369
8 Remove the upper induction manifold, remove the
lower induction manifold and lift out the four bobbins. 7 'A' bank only: fit the bracket for the speed control
rod.
If necessary, repeat the procedure for the other
induction manifold assembly. 8 Fit the air balance pipe. If the flange of the pipe was
removed from the induction manifold, a new gasket
To fit must be fitted.
1 Renew the 'O' rings on the coolant bobbins and fit 9 Fit the air duct between the turbocharger and the
them to the cylinder head of the relevant bank. Fit the radiator.
lower induction manifold, complete with a new joint. 10 Fit the air cleaner, operation 18-1.
2 Fit the upper induction manifold, complete with a If necessary, repeat the procedure for the other
new gasket. If either of the blanking plates have been induction manifold assembly.
removed, they must be fitted, complete with new
gaskets. 11 Fill the coolant system to the correct level with the
approved coolant mixture.
3 Fit the coolant connection to the lower induction
manifold. If the elbow was removed from the manifold,
a new joint must be fitted.
4 Fit the air duct between the upper induction
manifold and the intercooler.
5 Fit the high pressure fuel pipes, operation 20-13,
paragraph 12.
6 'B' bank only: fit the stop solenoid and fit the bracket
for the low pressure fuel pipes. To set the linkage of
the stop solenoid, see operation 23-28.
18
Induction manifolds - one-piece type If the 'B' bank manifold is to be removed: Disconnect
the bracket (A5) for the low pressure fuel pipes.
Disconnect and remove the stop solenoid.
To remove and to fit 18-3 8 Remove the bolts and remove carefully the relevant
induction manifold (A6). Remove the coolant bobbins:
To remove four from each induction manifold.
1 Drain the coolant system to a level below that of the To fit
cylinder heads.
1 Renew the 'O' rings on the coolant bobbins and fit
2 Remove the relevant air cleaner assembly (A1), them to the cylinder head of the relevant bank. Fit the
operation 18-1. induction manifold, complete with a new joint and
3 Remove the air duct from between the relevant retain with ten bolts complete with plain and spring
turbocharger and the intercooler which is integral with washers.
the radiator. 2 If the blanking plates have been removed, they
4 Remove the assembly of the air balance pipe and must be fitted, complete with new gaskets. Fit the
remove the support bracket from between the two coolant connection to the induction manifold, use a
induction manifolds. new joint.
5 Remove the high pressure fuel pipes (A3). 3 Fit the air duct between the induction manifold and
6 Disconnect the coolant connection (A4) from the the intercooler.
front of the induction manifold and remove the joint. 4 Fit the high pressure fuel pipes, operation 20-13,
7 If the 'A' bank manifold is to be removed: remove paragraph 12.
the bolts which retain the bracket for the speed control 5 'B' bank only: fit the stop solenoid and fit the bracket
rod. Remove the fuel filter assembly (A6). for the low pressure fuel pipes. To set the linkage of
the stop solenoid, see operation 23-28.
A 370
18
6 'A' bank only: fit the bracket for the speed control
rod. Fit the fuel filter assembly.
7 Fit the assembly of the air balance pipe and fit the
support bracket between the two induction manifolds.
8 Fit the air duct between the turbocharger and the
radiator.
9 Fit the air cleaner assembly, operation 18-1.
10 If necessary, repeat the procedure for the other
induction manifold assembly.
11 Fill the coolant system to the correct level with the
approved coolant mixture.
18
Exhaust manifolds
To remove
1 Remove the 'V' band clamp (A2) and loosen the
nuts and lock plates on the manifold (A1) and the
elbow (A5).
2 Remove the 16 bolts which retain the assembly of
the exhaust manifold (A1).
3 Separate the sections of the exhaust manifold and
A 371
withdraw the pipe (A4) from the turbocharger
mounting (A3).
Repeat this procedure for the other exhaust manifold.
To fit
1 Fit the front section of the exhaust manifold,
complete with its sleeve and retain it with eight bolts
and plain washers. Fit the lock plate into the groove of
the sleeve and retain the lock plate with a nut and
plain washer.
2 Assemble loosely the pipe and the elbow (A5) and
engage the pipe with the turbocharger mounting. Fit
the rear section of the exhaust manifold over the
sleeve and use a 'V' band clamp to connect the
manifold and the elbow.
Note: A lubricant which operates at high
temperatures such as 'Copaslip' should be applied to
the threads of the 'V' band clamps and the exhaust
manifold bolts to assist future removal operations.
3 Retain the manifold with eight bolts and plain
washers. Tighten the bolts to a torque of 46 Nm (34
lbf ft), then tighten the 'V' band clamp.
4 Fit the lock plate, the nut and the washer which
retain the pipe at the turbocharger mounting.
Repeat the procedure for the other exhaust manifold.
1 Before the exhaust manifolds are cleaned, inspect

each section for cracks and signs of leakage. Inspect
thoroughly the joint faces on each exhaust manifold,
the cylinder head and, if relevant, the turbocharger.
2 Soak the manifolds in a cleaning fluid which has
been approved and remove all loosened deposits of
carbon.
18
Turbocharger
To remove
1 Remove the air duct (A3) from between the
turbocharger and the air cleaner.
2 Disconnect the air duct (A2) from between the
compressor housing of the turbocharger and the
intercooler.
3 Release the 'V' band clamp and remove the
exhaust flange from the turbine housing (A1) of the
turbocharger.
4 Disconnect and remove the oil supply pipe from the
turbocharger.
5 Disconnect the oil drain pipe from the turbocharger.
6 Remove the four nuts (A4) and washers and lift off
the turbocharger.
To fit
1 Ensure that the location faces of the turbocharger
and the mounting for the turbocharger are clean and
not damaged. Fit the turbocharger to its mounting, fit
four nuts and plain washers and tighten the nuts
securely. A 372
Note: A high temperature lubricant such as
'Copaslip' should be applied to the threads of the
studs to which the turbocharger is retained, and also
to the threads of the 'V' band clamps, to assist future
removal operations.
2 Connect the oil drain pipe to the turbocharger,
complete with a new joint.
3 Connect the pipe for the oil supply, complete with a
new joint.
4 Fit the exhaust flange to the turbine housing of the
turbocharger and tighten the 'V' band clamp to a
torque of 17 Nm (13 lbf ft).
5 Fit the air duct between the intercooler and the
compressor housing of the turbocharger.
6 Fit the air duct between the air cleaner and the
turbocharger.
Caution: When a turbocharger has been removed
and fitted, or when a new or reconditioned unit is
fitted, it must be primed with clean engine oil of the
correct grade before the engine is first started.
18
Turbocharger: CV6404 Fit the hub of the turbine rotor (A21) into the socket
spanner and use a tee handle and socket spanner to
remove the lock nut (A16) of the compressor impeller.
To dismantle and to assemble 18-7 5 Remove the compressor impeller (A3) from the
shaft of the turbine rotor and remove carefully the
To dismantle large circlip (A4).
The relevant kit of service parts must be used when a 6 Use two screwdrivers to remove the insert (A15)
turbocharger is dismantled and assembled. from the bearing housing and remove the 'O' ring (A5)
and the oil slinger (A7).
1 Clean the outside of the unit. Use a vice with soft
7 Remove the assembly from the vice; withdraw the
covers to hold the turbocharger on the inlet flange of
shaft of the turbine rotor (A21) and remove the steel
the turbine housing (A20). Mark the relative positions
sealing ring (A19) from the shaft.
of the turbine housing, the bearing housing (A26), the
compressor housing (A1) and the 'V' band clamp 8 Remove the oil deflector (A14), the outer thrust ring
(A22). (A13), the thrust bearing (A9) and the spacer (A8).
2 Remove the screws and washers (A2) which retain 9 Remove the inner thrust ring (A10) and remove the
the compressor housing and remove the housing. outer circlip from the compressor end of the bearing
housing.
3 Release the lock nut of the 'V' band clamp (A22)
and move the 'V' band clamp onto the bearing
housing. Remove the bearing housing assembly and
remove the 'V' band clamp.
4 Mark the relative positions of the compressor
impeller (A3) and the shaft of the turbine rotor (A21)
to ensure that the parts are in the correct alignment
when they are assembled. Hold a suitable socket
spanner in a vice: the axis of the socket spanner must
be vertical.
A 374
18
10 Remove carefully the bearing (A11) and the inner 7 Fit the oil deflector (A14).
circlip (A12). 8 Fit new steel sealing rings (A6) to the oil slinger (A7)
11 Invert the bearing housing and remove the circlip and fit the oil slinger into the insert (A15).
(A18) and the heat shield (A23). Remove the outer 9 Fit a new 'O' ring (A5) to the insert and fit the insert
circlip (A17), the oil control ring (A24), the bearing into the bearing housing. Apply moderate pressure to
(A25) and the inner circlip (A17). the insert to ensure that it is fitted to its seat correctly.
To assemble If necessary, use a small soft faced hammer.
10 Fit carefully the large circlip (A4); the side which
1 Fit a new steel sealing ring (A19) to the shaft of the
has a chamfer must be at the top.
turbine rotor (A21).
11 Fit the compressor impeller (A3) to the shaft and
2 Fit the inner circlip (A17), the bearing, the oil control
ensure that the marks for alignment, on the shaft and
ring (A24) and the outer circlip (A17) to the bearing
on the compressor wheel, are aligned. Fit the lock nut
housing (A26) on the side for the turbine rotor.
(A16) and tighten to a torque of 40,7 Nm (30 lbf ft).
3 Fit the heat shield (A23) and the circlip (A18) to
12 Put the 'V' band clamp (A22) around the bearing
retain it.
housing and fit the bearing housing assembly to the
4 Invert the bearing housing (A26) and fit the inner turbine housing, align the marks which were made
circlip (A12), the bearing (A11) and the outer circlip before the turbocharger was dismantled. Fit the 'V'
(A12). band clamp to its correct position and tighten it to a
5 Slide carefully the shaft of the turbine rotor into the torque of 17 Nm (13 lbf ft).
bearing housing. Apply moderate pressure and rotate
a small amount to allow the steel sealing ring (A19) to
enter the chamfered bore of the bearing housing. Do
NOT apply a large force.
6 Fit the inner thrust ring (A10), the thrust bearing
(A9), the spacer (A8) and the outer thrust ring (A13).
A 374
18
13 Use a DTI, as shown (A), to check the end-float of
the shaft of the turbine rotor. The end-float must be
0,025 to 0,102 mm (0.001 to 0.004 in).
14 Use a DTI, as shown (B), to check the radial
clearance of the shaft of the turbine rotor. The
clearance must be 0,20 to 0,56 mm (0.008 to 0.022
in).
15 Fit the compressor housing to the bearing
housing, align the marks which were made before the
turbocharger was dismantled. Fit the screws and
washers and tighten the screws to a torque of 8,5 Nm
(75 lbf in).
A 182
B 373
18
To clean and to inspect 18-8 7 Check the balance of the shaft for the turbine rotor.
It must be within 1,44 g mm (0.002 oz in) at each end.
1 Aluminium and cast iron parts should be soaked in A mark must be made on each part to ensure that
a solvent, which is not caustic, until all of the deposits they are in the correct alignment when they are
have been loosened. Use a brush or a soft scraper to assembled.
clean the surfaces. Use a jet of compressed air to 8 Inspect the bearings, if there are signs of wear, or
clean all of the oil passages. damage, the bearings must be renewed.
2 The shaft of the turbine rotor should be immersed 9 Inspect the compressor cover for damage.
in a degreasing solution. 10 Inspect the turbine housing and the backplate for
3 Check, for wear or damage, the bore of the bearing damage and signs of excessive temperatures such as
housing and the bore for the seal at the turbine end of cracks, distortion and erosion.
the bearing housing. 11 Check the groove of the oil slinger, the width must
4 Inspect the blades of the compressor impeller for not exceed 1,8 mm (0.070 in). Discard the oil slinger
damage or erosion. Do NOT try to straighten a bent if the groove is worn or damaged.
blade. 12 The thrust rings and the thrust bearings must be
5 Inspect the blades of the turbine rotor for damage renewed if the surfaces show signs of wear or
or erosion. Do NOT try to straighten a bent blade. damage.
6 Check the bearing journals of the shaft of the
turbine rotor for wear or damage; small scratches are
acceptable if they can be removed by the use of a fine
abrasive material.
Check the width of the groove for the steel sealing
ring: maximum width 2,00 mm (0.078 in).
18
To dismantle
The relevant kit of service parts must be used when a
turbocharger is dismantled and assembled.
1 Clean the outside of the unit. Use a vice with soft
covers to hold the turbocharger on the inlet flange of
the turbine housing. Mark the relative positions of the
turbine housing, the bearing housing, the compressor
housing and the 'V' band clamps.
2 Remove the 'V' band clamp which retains the
compressor housing and remove the housing.
3 Remove the 'V' band clamp which retains the
turbine housing and withdraw the assembly of the
bearing housing.
housing and the shaft of the turbine rotor to ensure
that the parts are in the correct alignment when they
are assembled. Hold a suitable socket spanner in a
vice: the axis of the socket spanner must be vertical.
Fit the hub of the turbine rotor (A2) into the socket
spanner and use a tee handle and socket spanner
(A1) to remove the lock nut from the shaft. A 376
5 Remove the compressor impeller from the shaft of
the turbine rotor. Some models have shims fitted
between the compressor impeller and the oil slinger.
Make a note of the position and thickness of the
shims, if fitted. Remove the assembly from the socket
spanner.
6 Remove carefully the shaft of the turbine rotor, if
necessary, use a soft faced hammer to hit lightly the
compressor end of the shaft. Do NOT bend or
damage the shaft. Remove the backplate and the
steel sealing ring from the shaft.
18
7 Put the assembly of the bearing housing on a work
bench with the compressor end at the top and remove
the circlip (A1).
8 Remove the insert (A2), complete with oil slinger.
9 Remove the oil slinger and steel sealing ring from
the insert.
10 Remove the two screws which retain the oil
deflector (A7) and remove the oil deflector, the thrust
bearing (A6), the thrust washers (A3) and the spacer
(A5) from the bearing housing (A4). The two screws
are not fitted to some turbochargers, which have a
different type of insert.
11 Use circlip pliers to remove the outer circlips from
both ends of the bearing housing, remove the journal
bearings and the inner circlips.
To assemble
1 Fit new inner circlips to the bore of the bearing
housing. Lubricate lightly the bore and fit new journal
bearings and new outer circlips.
2 Fit a new steel sealing ring to the groove in the shaft
of the turbine rotor.
3 Fit the backplate for the turbine rotor over the shaft
section and against the back of the turbine rotor.
4 Apply lubricating oil to the shaft of the turbine rotor
and to the steel sealing ring. Fit the assembly of the
shaft into the bearing housing. Use caution to prevent A 377
damage to the steel sealing ring as it enters the bore.
5 Fit a thrust washer and the spacer onto the shaft.
6 Fit a new thrust bearing into the bearing housing
and lubricate the bearing surfaces. The side of the
thrust bearing which has a chamfer on the arms must
be toward the outside of the bearing housing.
7 Fit the second thrust washer and the oil deflector.
Fit the two screws, if relevant, and tighten to a torque
of 5.1 to 5.6 Nm (45 to 50 lbf in).
8 Fit a new steel sealing ring to the oil slinger.
9 Fit carefully the oil slinger into the insert, do not
damage the steel sealing ring.
10 Fit a new 'O' ring to the insert, lubricate the 'O' ring
and fit the insert assembly into the bearing housing.
Fit the circlip, the edge of the circlip which has a
chamfer must NOT be toward the bearing housing.
18
11 Fit the compressor impeller and the lock nut. 5 Check, for wear, the shaft of the turbine rotor. The
Ensure that the marks for alignment, on the shaft and minimum diameter is 15,99 mm or 17,43 mm (0.630
on the compressor wheel, are aligned. On models in or 0.686 in), according to the model. Check the
which have shims under the compressor impeller, width of the seal groove, the width must not exceed
ensure that all of the shims are fitted. If a new 1,58 mm (0.062 in).
compressor impeller is to be fitted, adjust the amount Inspect the blades of the turbine rotor for damage or
of shims to obtain a minimum clearance of 0,23 mm erosion. Do NOT try to straighten a bent blade.
between the compressor impeller and the cover.
6 Check the balance of the shaft for the turbine rotor.
12 Fit the relevant socket spanner to a vice with the
The balance in both axes must be within 0,36 g mm
axis of the socket vertical. Fit the hub of the turbine
(0.0005 oz inch). Renew the shaft if it is outside the
rotor into the socket spanner, apply two drops of
limit.
'Loctite 601' to the thread of the lock nut, fit the lock
nut and use a tee handle tool to tighten it as follows: 7 Inspect the compressor cover for damage.
For nuts with a 3/8 in UNF thread: 8 Inspect the turbine housing and also the backplate
Tighten the lock nut to a torque of 3.4 Nm (30 lbf in), for damage and signs of excessive temperatures
then rotate the nut an extra 87 to 92°. such as cracks, distortion and erosion.
9 Check the groove of the oil slinger, the width must
For nuts with a 7/16 in UNF thread:
not exceed 1,58 mm (0.062 in). Discard the oil slinger
Tighten the lock nut to a torque of 13.5 Nm (120 lbf in), if the groove is worn or damaged.
then rotate the nut an extra 90 to 95°. 10 Renew the thrust washers if worn. If necessary the
13 Fit new lock nuts to the 'V' band clamps. washers can be fitted in reverse to enable the side,
which is not worn, to be in contact with the thrust
14 Fit the assembly of the bearing housing into the
bearing.
compressor housing, complete with the 'V' band
clamp, align the marks which were made before the The spacer sleeve must show no sign of damage or
turbocharger was dismantled and tighten the 'V' band wear.
clamp to a torque of 10.8 Nm (8 lbf ft).
15 Fit the turbine housing and 'V' band clamp to the
assembly. Align the marks which were made before
the turbocharger was dismantled and tighten the 'V'
band clamp to a torque of 10.8 Nm (8 lbf ft).
1 Aluminium and cast iron parts should be soaked in

a solvent, which is not caustic, until all of the deposits
have been loosened. Use a brush or a soft scraper to
clean the surfaces. Use a jet of compressed air to
clean all of the oil passages.
2 The shaft of the turbine rotor should be immersed
in a degreasing solution.
3 Check, for wear or damage, the bore of the bearing
housing and the bore for the seal at the turbine end of
the bearing housing.
4 Inspect the blades of the compressor impeller for
damage or erosion and check for scratches on the
rear face. A small amount of damage is acceptable.
Renew the impeller if the damage is enough to affect
the balance of the impeller. Do NOT try to straighten
bent blades.
18
Engines fitted with twin turbochargers
General description
The induction system of the engine is supplied with air
under pressure by turbochargers which are driven by
the energy of the exhaust gas.
3008 TAG4 engines, and the later 3008 TAG3A
engines, are fitted with two turbochargers; one for
each bank of cylinders.
The exhaust gas passes through the exhaust
manifolds and enters the turbine housings of the
turbochargers. The pressure of the exhaust gas
causes the turbine to rotate, then the gas leaves the
engine through the exhaust pipes.
Exhaust pipes and exhaust silencers are fitted in
accordance with the requirements of the installation.
In each turbocharger, an impeller at the other end of
the turbine shaft supplies clean air to the engine at
more than atmospheric pressure. The air passes
through air cleaners of the dry element type before it
enters the compressor housings which contain the
impellers. From each compressor housing the air is
circulated through the intercooler which is integral
with the radiator. The air is cooled as it flows through
the intercooler, it is then passed to the induction
manifolds and enters the cylinders of the engine.
There is a restriction indicator fitted to the casing of
each air filter to give a visual indication when the filter
element is dirty. The two air filters need no special
maintenance, except for the procedures given in the
User's Handbook TSD 3250.
18
Air cleaners and induction manifolds
For information about the air cleaners and the
induction manifolds refer to operation 18-1 to 18-3.
Exhaust manifolds
To remove
1 Remove the turbocharger (A1), operation 18-11.
A 379
2 Remove the bolts and spacers and remove the nuts
and washers from the support bracket. Lift off the
exhaust manifold (A2). Repeat this procedure for the
other exhaust manifold.
To fit
1 Fit the exhaust manifold to the cylinder head and fit
the bolts and relevant spacers. Tighten the bolts to a
torque of 46 Nm (34 lbf ft). Fit the nuts and plain
washers to the studs at the support bracket and
tighten.
2 Fit the turbocharger, operation 18-11.
Repeat the procedure for the other exhaust manifold.
1 Before the exhaust manifolds are cleaned, inspect

each section for cracks and signs of leakage. Inspect
thoroughly the joint faces on each exhaust manifold,
the cylinder head and the turbocharger.
2 Soak the manifolds in a solvent, which is not
caustic, until all of the deposits of carbon have been
loosened. Use a brush or a soft scraper to clean the
surfaces.
18
Turbocharger
To remove
1 Remove the air duct (A6) from between the relevant
turbocharger and the air cleaner.
2 Disconnect the air duct (A1) which fits between the
compressor housing of the turbocharger and the
intercooler.
3 Release the 'V' band clamp and remove the
A 380
exhaust flange (A3) from the turbine housing of the
turbocharger.
4 Disconnect and remove the relevant oil supply pipe
(A2) from the turbocharger; if necessary, remove the
rear lift bracket for access to the 'T' piece of the pipe.
5 Disconnect the oil drain pipe (A5) from the
turbocharger.
6 Remove the four nuts (A4) and washers and lift off
the turbocharger.
7 If necessary, repeat the procedure for the other
turbocharger.
To fit
1 Fit the turbocharger to the flange of the exhaust
manifold, use only plain washers with the four nuts
and apply a high temperature lubricant, such as
'Copaslip', to the threads of the studs.
2 Connect the oil drain pipe to the turbocharger, use
a new joint.
3 Fit the oil supply pipe, use a new joint.
4 Fit the exhaust flange to the turbine housing of the
turbocharger. Apply 'Copaslip' to the threads of the 'V'
band clamp and tighten it to a torque of 17 Nm (13 lbf
ft).
5 Fit the air duct between the intercooler and the
compressor housing of the turbocharger.
6 Fit the air duct between the air cleaner and the
turbocharger.
7 If necessary, repeat the procedure to fit the other
turbocharger.
8 If necessary, fit the rear lift bracket.
Caution: When a turbocharger has been removed
and fitted, or when a new or reconditioned unit is
fitted, it must be primed with clean engine oil of the
correct grade before the engine is first started.
18
Turbocharger: CV18504 5 Remove the compressor impeller from the shaft of
the turbine rotor and remove the assembly from the
vice; withdraw the shaft complete with a heat shield
To dismantle and to assemble 18-14 (A19) and a steel sealing ring (A18). Remove the heat
shield and the steel sealing ring from the shaft.
To dismantle 6 Remove the screws (A23) and the diffuser (A5)
from the bearing housing.
The relevant kit of service parts must be used when a
7 Remove the oil deflector (A9), the 'O' ring (A6) and
turbocharger is dismantled and assembled.
the oil slinger (A8) from the diffuser.
1 Clean the outside of the unit. Use a vice with soft 8 Remove the steel sealing ring (A7) from the oil
covers to hold the turbocharger on the inlet flange of slinger.
the turbine housing (A15). Mark the relative positions
9 Remove the three 'Torx' screws and lift out the
of the turbine housing, the bearing housing (A24), the
thrust bearing (A10) and the thrust collar (A11).
compressor housing (A1) and the 'V' band clamp
(A2). 10 Use circlip pliers to remove the outer circlip (A12)
from the bearing housing, then remove the bearing
2 Remove the 'V' band clamp and remove the
(A13) and the inner circlip (A14).
compressor housing.
11 Invert the bearing housing and remove the outer
3 Bend up the tabs of the lock plates and remove the
circlip (A20), the bearing (A21) and the inner circlip
screws and the lock plates, lift out carefully the
(A22).
assembly of the bearing housing and rotors.
impeller (A4) and the shaft of the turbine rotor (A17)
to ensure that the parts are in the correct alignment
when they are assembled. Hold a suitable socket
spanner in a vice: the axis of the socket spanner must
be vertical. Fit the hub of the turbine rotor into the
socket spanner and use a tee handle and socket
spanner to remove the lock nut from the shaft.
A 381
18
To assemble
1 Fit a new steel sealing ring to the shaft of the turbine
rotor.
2 Fit the circlips and the bearing into the turbine rotor
end of the bearing housing.
3 Fit the circlips and the bearing into the compressor
end of the bearing housing.
4 Slide the heat shield onto the shaft of the turbine
rotor and slide carefully the shaft into the bearing
housing. Use moderate pressure and rotate a small
amount to enable the steel sealing ring to enter the
chamfered bore of the bearing housing. Do NOT
apply a large force.
5 Use a vice to hold the assembly on the hub of the
turbine rotor and fit the thrust collar.
6 Fit the thrust bearing and the 'Torx' screws, tighten
the 'Torx' screws to a torque of 4,5 Nm (40 lbf in) and
fit the oil deflector.
7 Fit a new steel sealing ring to the groove of the oil
slinger and fit the oil slinger into the diffuser.
8 Fit a new 'O' ring to the diffuser and fit the diffuser
assembly into the shaft of the turbine rotor.
9 Fit the compressor impeller to the shaft and fit the
lock nut. Ensure that the marks for alignment, on the
shaft and on the compressor wheel, are aligned and
tighten the lock nut to a torque of 18,1 Nm (160 lbf in/ A 182
13.5 lbf ft).
10 Fit the screws which retain the diffuser. Use the
compressor housing as a temporary support, to hold
the assembly of the bearing housing, while the
screws for the diffuser are tightened to a torque of
8,5 Nm (75 lbf in/6.3 lbf ft).
11 Assemble the turbine housing to the bearing
turbocharger was dismantled. Fit the screws and the
clamp plates, tighten the screws to a torque of 20.3
Nm (180 lbf in/15 lbf ft).
12 Use a DTI, as shown (A), to check the end-float of
the shaft of the turbine rotor. The end-float must be
0,10 to 0,15 mm (0.004 to 0.006 in).
13 Use a DTI, as shown (B), to check the radial
clearance of the shaft of the turbine rotor. The
clearance must be 0,030 to 0,046 mm (0.012 to 0.018
in).
14 Assemble the compressor housing to the bearing
turbocharger was dismantled. Fit the 'V' band clamp
and tighten to a torque of 17 Nm (13 lbf ft).
B 373
18
7 Check the balance of the shaft for the turbine rotor.
To clean and to inspect 18-15 It must be within 1,44 g mm (0.002 oz in) at each end.
A mark must be made on each part to ensure that
they are in the correct alignment when they are
1 Aluminium and cast iron parts should be soaked in
assembled.
a solvent, which is not caustic, until all of the deposits
have been loosened. Use a brush or a soft scraper to 8 Inspect the bearings, if there are signs of wear, or
clean the surfaces. Use a jet of compressed air to damage, the bearings must be renewed.
clean all of the oil passages. 9 Inspect the compressor cover for damage.
2 The shaft of the turbine rotor should be immersed 10 Inspect the turbine housing and also the backplate
in a degreasing solution. for damage and signs of excessive temperatures
3 Check, for wear or damage, the bore of the bearing such as cracks, distortion and erosion.
housing and the bore for the seal at the turbine end of 11 Check the width of the groove in the oil slinger; the
the bearing housing. width must be between 1,638 and 1,664 mm (0.0645
4 Inspect the blades of the compressor impeller for and 0.0655 in). Discard the oil slinger if the groove is
damage or erosion. Do NOT try to straighten a bent worn or damaged.
blade. 12 The thrust rings and the thrust bearings must be
5 Inspect the blades of the turbine rotor for damage renewed if the surfaces show signs of wear or
or erosion. Do NOT try to straighten a bent blade. damage.
6 Check the bearing journals of the shaft of the
turbine rotor for wear or damage; small scratches are
acceptable if they can be removed by the use of a fine
abrasive material.
The width of the groove for the steel sealing ring must be
between 1,638 and 1,689 mm (0.0645 and 0.0665 in).
19
Lubrication system 19
General description
(Refer to the illustration on page 144.) Oil holes in the auxiliary oil galleries supply oil to the
camshafts and to the outer walls of the cylinder liners.
Pressure lubrication is supplied by a spur gear type of
pump (A5) which is driven by an idler gear from the Extra oil holes in the auxiliary oil galleries supply oil,
crankshaft gear. through oil holes in the cylinder heads, to the hollow
rocker shafts and to the bushes of the rocker levers.
Lubricating oil from the sump passes through a
strainer (A6) and pipe before it enters the pump. An oil pipe (A12) from the vee of the crankcase
supplies oil to the turbocharger/s. The lubricating oil
From the lubricating oil pump, the oil flows through the
drains from the turbochargers through pipes (A10)
oil cooler (A8) and into the two oil filter canisters (A7).
into the sides of the crankcase. On early engines the
The filter canisters are mounted at the bottom of the
lubricating oil drains, through pipes, into the sump.
oil cooler casing.
The axles of the idler gears are supplied with oil,
A pressure relief valve (A9) is integral with the oil
through oil holes, from the front main bearing housing.
cooler. It has an arrangement of a plunger and spring,
and allows excessive oil to return to the sump when Lubricating oil is supplied to the fuel injection pump
the pressure exceeds 455 kN/m2 (66 lbf/in2). On early through a pipe from the auxiliary oil gallery. The oil
engines, and certain new engines, the pressure relief lubricates the fuel injection pump and then passes to
valve is integral with the lubricating oil pump. the governor, it returns to the crankcase through a
pipe (A11) into the rear end of the main oil gallery.
After the oil filter canisters, the lubricating oil passes
into an oil gallery (A1) which goes through the Certain engines are fitted with an oil by-pass filter
complete length of the crankcase. The oil gallery is (A4). The by-pass filter uses centrifugal force to
parallel to the main oil gallery (A2) which also goes remove particles from the oil. After the oil has passed
through the complete length of the crankcase. For through the filter it is returned to the sump. The by-
early engines a housing, as shown (A), fitted to the pass filter is fitted in addition to the main oil filter
rear face of the crankcase passes the flow of oil into canisters NOT instead of them.
the main oil gallery. On new engines the flow is
directed from the oil gallery (A1) into the main oil
gallery (A2) through an internal passageway at the
rear end of the crankcase.
At the front end of the main oil gallery the oil passes,
through oil holes, to the two auxiliary oil galleries (A3)
which are parallel to the bores for the camshafts.
Small oil holes in the main oil gallery supply oil to each
main bearing housing.
19
High pressure system
Restricted flow system

Suction spill and splash
Rear of engine
Timing gear oilways
Crankcase oilways
19
Filter canisters
To renew 19-1
Special tools:
Strap wrench 21825 825
1 Put a tray under the canisters and use a strap

wrench, 21825 825, to remove each canister.
2 Check that the sealing rings (A1) are correctly fitted
to the new canisters and clean the contact faces of A 383
the filter head.
3 Lubricate the top of each canister seal with clean
engine lubricating oil and fill each canister with the
approved grade of lubricating oil.
4 To install the new canisters use this procedure:
Tighten the canisters, on their adaptors, until the
sealing rings are in contact with the face of the filter
head, then turn the canisters a further 11/4 turns. Do
NOT overtighten.
19
By-pass filter assembly
To renew the rotor 19-2
Some engines are fitted with an extra filter for

lubricating oil: a by-pass filter. The rotor of the bypass
filter must be renewed at the periods given in the
relevant schedule.
1 Clean the area around the by-pass filter. Remove
the filter bowl (A2), remove and discard the rotor (A3).
2 Remove the seal (A4) from the filter bowl, clean the
seal recess in the filter bowl and the contact face for
the seal on the housing.
3 Fit a new seal to the recess in the filter bowl and
lubricate the face of the seal with clean engine
lubricating oil.
4 Fit a new rotor to the axle and ensure that it can
rotate freely. Fit the filter bowl and tighten the nut (A1)
to a torque of 20 Nm (15 lbf ft).
5 Operate the engine and check for leakage from the
by-pass filter.
To remove A 07
1 Operate the engine until it is warm.

2 Stop the engine, remove the sump drain plug and
drain the lubricating oil from the sump. Fit the drain
plug, complete with a new sealing washer, and tighten
the plug to a torque of 47 Nm (35 lbf ft). If the plug is
fitted to a steel insert, tighten the plug to a torque of
115 Nm (85 lbf ft).
3 Disconnect the pipe from the assembly of the by-
pass filter (B1).
4 Remove the four screws which retain the assembly
of the by-pass filter on the mounting adaptor. Remove
the assembly and the 'O' ring.
To fit B 384
1 Fit a new 'O' ring to the counterbore of the mounting 4 Clean the area around the oil filler cap and remove
adaptor and fit the assembly of the bypass filter. the cap. Fill the sump to the 'H' mark on the dipstick
2 Fit the four setscrews, complete with spring with clean new lubricating oil of an approved grade as
washers. given in the User's Handbook TSD 3250. Do NOT add
too much.
3 Connect the pipe to the assembly of the bypass
filter. 5 Operate the engine and check for leakage from the
by-pass filter. When the engine has cooled, check the
Warning! Before it is fitted, inspect the pipe for
oil level on the dipstick and, if necessary, put more oil
cracks or damage and renew it if necessary.
into the sump.
19
Sump
To remove
1 Operate the engine until it is warm. Stop the engine
and drain the lubricating oil into a suitable container.
2 Drain the coolant from the engine (refer to User's
Handbook, TSD 3250).
3 Fit the legs used for transport, or other suitable
engine supports.
A 385
4 If the drain pipes of the turbochargers are the type
which connect to the sump, they must now be 5 Fit the bolts which hold the flywheel housing to the
disconnected and removed. sump and fit the bolts which retain the front mounting
of the engine.
5 Remove the filler tube for oil (A2) and remove the
dipstick and its tube (A1). 6 Fit new sealing washers to all sump drain plugs
which have been removed, fit the plugs and tighten to
6 Remove the oil cooler (A3), operation 21-14 or
a torque of 47 Nm (35 lbf ft). If the plugs are fitted to
operation 21-17.
steel inserts, tighten the plugs to a torque of 115 Nm
7 If fitted, disconnect and remove the by-pass filter for (85 lbf ft).
oil, operation 19-3.
7 Connect the drain pipes of the turbochargers, use
8 Remove the screws which hold the flywheel a new joint on the joint face.
housing to the sump.
8 Fit the oil cooler, operation 21-14 or operation 21-17.
9 Remove, from the sump, the screws which pass
9 If relevant, fit the oil filler tube, the dipstick tube and
through the front mounting of the engine.
the dipstick. Use a new joint for the oil filler tube and
10 Remove the screws which retain the sump, lower a new joint washer for the dipstick tube.
the sump and remove the joint.
10 If relevant, fit the by-pass filter for oil, operation
To fit 19-3.
1 Clean the joint face of the sump.
2 Apply a line of 'Hylomar Silicone Sealant' along the
positions where the sump joint is in contact with the
joint of the timing case and the joint of the housing for
the rear oil seal.
3 Fit a new joint to the sump. If necessary, use
'Wellseal jointing compound' to hold the joint at the
correct position.
4 Fit the sump and fit the bolts and washers which
retain the sump. Tighten the bolts to 55 Nm (40 lbf ft),
start with the bolts at the centre and proceed toward
the ends
19
To remove
1 Remove the sump, operation 19-4.
2 Remove the suction pipe (A1) and remove the three
bolts which retain the lubricating oil pump.
3 Remove the lubricating oil pump (A2) and the two
dowels from the crankcase.
To fit A 387
1 Ensure that the bolts, which retain the lubricating oil

pump, and their bolt holes are clean and free from
grease. Fit the two dowels to the crankcase and fit the
lubricating oil pump.
Apply some 'Loctite 575' to the threads of the bolts
and fit the bolts complete with spring washers.
2 Fit the suction pipe, complete with a new joint.
3 Fit the sump, operation 19-4.
19
To assemble
To dismantle and to assemble 19-6 1 Press the drive shaft and rotor (A7) into the casing
until it is in contact with the shoulder.
To dismantle 2 Fit the driven shaft and rotor (A1).
1 Remove the nut which retains the drive gear and 3 Fit the casing (A2) to the pump, ensure that the
use a suitable puller to remove the gear. dowel (A5) is fitted correctly. Tighten evenly the
2 Remove the six bolts and remove the casing (A2). screws of the casing to 23 Nm (17 lbf ft).
3 Withdraw the driven shaft and the rotor (A1). 4 For lubricating oil pumps with integral pressure
relief valves:
4 Press the drive shaft and rotor (A7) from the casing
(A6). Lubricate lightly the plunger and ensure that it
slides freely in the bore of the casing.
5 If fitted, remove the components of the pressure
relief valve as follows: apply pressure to the spring, Fit the plunger, the spring and the seat of the
withdraw the split pin (A3) and remove the plunger spring and secure them with the split pin.
(A4).
5 Check the end-float of the drive shaft (A7), it should
be approximately 0,15 mm (0.006 in).
6 Fit the drive gear to the shaft. If a tab washer was
fitted, fit a new one. Tighten the nut to 120 Nm (89 lbf
ft). Bend up the tab washer.
Note: Tab washers are only fitted to early engines.
19
To inspect 19-7 To inspect 19-9
1 Wash all of the components in clean kerosene. Check the plunger and the bore for wear. Inspect the
2 Inspect carefully the casings, the rotors and the spring for wear or distortion. A new spring conforms to
bearing surfaces for wear and damage. Shallow the dimensions which follow:
scratches and roughness may be removed by use of Free length: 120,4 mm (4.88 in).
an oilstone. Parts which are worn must be renewed.
Length with a load
3 For lubricating oil pumps with integral pressure
of 220 N (49.5 lbf): 69.94 mm (2.75 in).
relief valves, check the plunger and the bore for wear.
Inspect the spring for wear or distortion. A new spring It is recommended that a new spring is fitted to ensure
conforms to the dimensions which follow: that the opening pressure is correct.
Free length: 108,75 mm (4.28 in).
Length with a load
of 197,38 N (44.38 lbf): 68,64 mm (2.70 in).
It is recommended that a new spring is fitted to ensure
that the opening pressure is correct.
Relief valve - integral with oil cooler
This relief valve is an integral part of the oil cooler. For

access to the relief valve, the oil cooler must first be
removed.
The relief valve has an opening pressure of 415 kN/
m2 (60 lbf/in2) and the pressure setting is not
adjustable.
To remove
1 Remove the oil cooler, operation 21-14.
2 Remove the cap of the pressure relief valve and
withdraw the spring and plunger.
To fit
1 Lubricate lightly the plunger and ensure that it
slides freely in the bore of the casing. Fit the plunger,
the spring and the cap, and fit a new sealing washer.
Tighten the cap to a torque of 61 Nm (45 lbf ft).
2 Fit the oil cooler, operation 21-14.
20
Fuel system 20
20
High pressure fuel

Low pressure fuel
Spill fuel to tank
Lubricating oil
General description Schematic diagram:
A mechanical fuel lift pump is fitted to the 3008 1 Fuel injector

engine. Fuel flows from the fuel tank, through a 2 Relief valve
suction pipe and a primary filter and passes through a 3 Spill fuel - fuel injection pump
filter canister before it enters the gallery of the fuel 4 Fuel injection pump
injection pump.
5 Supply pipe for Lubricating oil
Pressure in the gallery is maintained at 140 to 210 kN/ 6 Spill fuel to supply tank
m2 (20 to 30 lbf/in2) by a relief valve.
7 Fuel from supply tank
Fuel passes from the gallery to each of the eight 8 Mechanical fuel lift pump
pump elements and then, under pressure, to the fuel
injectors. 9 Priming pump
10 Main fuel filter canisters
Surplus fuel from the fuel injectors and the spill fuel
from the fuel injection pump is returned to the fuel 11 Leak-off fuel - fuel injectors
tank. Caution: It is very important that dirt does not enter
the fuel system. Before a connection is disconnected,
One of two types of fuel injection pump is fitted to the clean thoroughly the area around the connection.
3008 series engines. Early engines are fitted with a After a component has been disconnected, fit a
Bosch S3000 fuel injection pump and later engines suitable cover to all open connections.
with a Bosch S7100 fuel injection pump.
The details to dismantle and assemble the Bosch
S3000 fuel injection pump are included in this section.
When the information is available for the Bosch
S7100 fuel injection pump, it will be issued as a
supplement.
20
Primary fuel filter
To clean 20-1
1 Remove the three bolts (A1) and remove the filter

bowl (A2).
2 Clean all of the components with kerosene and dry
them with a compressed air jet.
3 Fit the bowl to the filter head, together with a new
sealing ring. Align the clamp ring (A3) and fasten it
with the three bolts.
4 Early engines can be fitted with filters that have
elements which can be cleaned. These elements
should be removed, cleaned with fuel oil and dried
with a compressed air jet.
Fuel filter canister
To renew 20-2
Special tools:
Strap wrench, 21825 825
A 65
The main fuel filter is at the front of the engine on the
'A' bank side.
1 Clean the area around the filter and remove the fuel
filter canister. If necessary, use a strap wrench.
Discard the canister.
2 Check that the sealing ring (B1) is fitted correctly to
the new canister and clean the contact face of the
filter head.
3 Lubricate the top of the canister seal (B1) with clean
fuel oil and renew the sealing ring (B2) on the adaptor.
4 To install the new canister use this procedure:
Tighten the canister on its adaptor, until the sealing
ring is in contact with the face of the filter head, then
turn the canister a further 11/4 turns, by hand. Do NOT
overtighten.
After the fuel filter canister has been renewed, turn on
the fuel supply. Eliminate air from the low pressure
fuel system, see operation 20-22.
B 187
20
Fuel injectors
Fuel injector fault 20-3
A fuel injector fault can cause an engine misfire.

To find which injector is defective, operate the engine
at a fast idle speed. Loosen and tighten the union nut
of the high-pressure fuel pipe at each injector. When
the union nut of the defective injector is loosened, it
has little or no effect on the engine speed.
Warning! Ensure that the fuel does not spray onto
your skin.
Special tools:
Adaptor, 21825 854 (for M18 threads)
Adaptor, 21825 860 (for M14 threads)
Cleaning kit for nozzles, KRP 1089 or CVK 508
Wires for the cleaning kit are available in sets of five
and can be supplied separately.
A 93
To remove To fit
1 Use the Disconnect and remove the high pressure 1 Check the condition of the seat faces of the fuel
pipe from the relevant fuel injectors. injector sleeves. If necessary, correct the sleeves as
2 Remove the leak-off connections from the relevant given in operation 20-22.
fuel injectors and remove the rocker cover. 2 Check that the new fuel injector is fitted with a new
3 Remove the clamp from the relevant fuel injector 'O' ring seal in the machined groove near to the top of
and withdraw the fuel injector. Seal temporarily the the stem
top of the fuel injector sleeve.
4 To remove a tight fuel injector, use the Slide
Hammer, 21825 849 (A1), and the relevant Adaptor
(A2): 21825 854 for M18 threads or 21825 860 for
M14 threads. Use the slide hammer carefully to
prevent movement of the copper fuel injector sleeve.
Note: The reamer/facer tool is assembled from these
tools: 21825 765, 21825 767 and 21825 768
20
3 Fit the fuel injector. DO NOT use a sealing washer
between the fuel injector and the seat of the fuel
injector sleeve. Fit the leak-off fuel connection, use a
new copper sealing washer and new outer rubber
seal. Tighten the leak-off fuel connection to a torque
load of 27 Nm (20 lbf ft). Fit the injector clamp and
tighten the socket cap screw to 60 Nm (44 lbf ft).
4 Clean the joint faces of the rocker cover and fit the
cover, complete with a new gasket. Tighten the cover
bolts evenly and gradually to 21 Nm (15 lbf ft).
Warning! Before they are fitted, all fuel pipes must
be inspected for cracks or damage and renewed if
necessary.
5 Fit the high pressure fuel pipes. Tighten the nuts to
a torque of 25 Nm (18 lbf ft) for engines which are
fitted with the Bosch S3000 fuel injection pump and to
a torque of 45 Nm (33 lbf ft) for engines which are
fitted with the Bosch S7100 fuel injection pump.
6 Fit the leak-off pipes, complete with new copper
sealing washers, and eliminate air from the high
pressure system, see operation 20-22.
7 Run the engine and check for leaks.
To dismantle A 389
1 Lightly hold the body of the fuel injector (A1) in a
vice and release the cap nut (A2) of the nozzle. Fit the assembly on the adaptor plate and fit the cap
Withdraw the assembly of the nozzle (A3), together nut of the nozzle. Tighten the cap nut to 80 Nm (60 lbf
with the adaptor plate (A4), the seat for the spring, the ft).
valve spring and the shims for adjustment. Keep Caution: Test oil MUST conform to ISO 4113.
together, in their own tray, all the components of each
injector. 3 Fit and lightly tighten the connection for surplus fuel
into the body of the fuel injector. Do not tighten fully
Caution: Each nozzle needle is ground to the body the connection during this operation.
of its own nozzle and it is not interchangeable with
another nozzle.
To assemble
1 Lightly hold the body of the injector in a vice and
insert the correct shims, followed by the valve spring
and the seat for the spring. Fit the adaptor plate
around the seat.
2 If the nozzle and the valve are not assembled, dip
the components in clean test oil and slide the valve
fully into its location in the nozzle.
20
1 Wash the components of each injector in diesel fuel

or kerosene, and dry with compressed air. Soak the
assembly of the nozzle in a solvent for carbon. Use
the cleaning kit CVK 508 as shown in the illustrations
(A to E) to remove, from the nozzle and the valve, all
the carbon which remains.
It is important that all carbon is removed from the
spray holes and that the correct size of wire from the
cleaning kit is used. The cross-section of each wire
has a 'D' shape and its size is measured across the
B 391
full diameter.
2 Fit the wire into its holder and ensure that the
protrusion is not more than 1,5 mm (0.0625 in). If the
protrusion is longer, there is a danger that the wire
may break and it is very difficult to remove a broken
wire from the holes. Insert the wire into each hole and
turn it to use it as a scraper, until the hole is clean.
Caution: Use only the tools supplied with the
cleaning kit to clean the assemblies of the nozzles. Do
NOT use other devices.
3 When all the holes are clean, soak again each
nozzle in a solvent for carbon, wash in clean water
and dry with compressed air. If a device to flush the
nozzles in a reverse direction is available, flush C 392
through each nozzle to remove all particles that may
still remain.
D 393
A 390 E 394
20
4 Use a magnifying lens to check the seats of each 4 When the correct setting is obtained, dry the tip of
valve for roughness, distortion, or other damage. the nozzle and operate the pump to raise slowly the
Check for worn holes in the nozzle and check also the pressure until the pointer of the pressure gauge
seat of each nozzle for damage. If the faces of the indicates 223 bar (220 atmospheres). Keep this
valve or the nozzle show signs that they have been pressure for 10 seconds and then inspect the tip of
affected by excessive temperature, both components the nozzle; a damp tip is acceptable but there should
must be renewed. Do NOT try to lap a nozzle needle be no drops of oil.
to its seat as they do not have the same angles. Dip Caution: Do not overtighten the cap of the nozzle to
the nozzle needle into clean test oil and insert it into try to correct leakage.
the bore of its nozzle. Slide the valve fully into its
location. Hold vertical the nozzle and withdraw 5 To test for leakage with a back pressure, operate
approximately one third of the length of the valve from the pump and raise slowly the pressure until the
the nozzle. When it is released, the weight of the pointer of the pressure gauge indicates 233 bar (230
valve should cause it to slide down onto its seat. atmospheres). Release the lever and make a note of
the time which elapses for the pressure to reduce
5 Inspect the faces between the body of the injector,
naturally to 152 bar (150 atmospheres). If the time is
the adaptor plate and the nozzle for signs of scratches
less than six seconds the assembly of the nozzle
or of damage which could cause leakage under
must be discarded. Continue to refer to the pressure
pressure.
gauge and make a note of the time which elapses for
6 Check the shims for damage and inspect the spring the pressure gauge to indicate 101 bar (100
for distortion, damage or corrosion. atmospheres). The time must not be less than 45
seconds.
To set and to test 20-7 Before a nozzle assembly is discarded, ensure that
the leakage is not caused by carbon or dirt on the
Warning! When an injector is tested, the nozzle faces and, if there are a high number of failures,
must be away from the operator because the oil which check that the fault is not within the test rig. At regular
is sprayed has enough force to pass through skin. intervals, according to the amount of use, the filter
element of the test rig must be renewed and, if
1 Use a test rig, such as a 'Hartridge Injecta-centre', necessary, fill the container of the test rig with new
to set the fuel injectors. Ensure that the container of test oil. It is recommended that the equipment is
the test rig is filled with clean test oil which conforms checked for accuracy at intervals of not more than two
to ISO 4113. Loosen the vent screw and operate the years.
manual lever until the flow of oil is free from bubbles.
Tighten the vent screw and continue to operate the 6 To check the atomisation, close the valve of the
manual lever until the oil which flows from the pressure gauge and operate the lever at a rate of
connection of the discharge side is also free from approximately two strokes during each second.
bubbles. Check that there is complete atomisation of the oil
which sprays from each hole in the nozzle and that
2 Fit the connection of the discharge side of the test
the quantities of the oil from each of the holes are
rig to the inlet of the injector and tighten securely.
equal. The nozzle tip should be dry after the oil has
Close the valve of the pressure gauge to prevent
been sprayed.
damage to the pressure gauge and operate rapidly
the manual pump to expel the air from the fuel
injector. Open the valve of the pressure gauge one Storage of fuel injectors 20-8
quarter of a turn (90°), operate slowly the lever and
make a note of the pressure at which the pointer of When the tests are finished and the fuel injectors are
the pressure gauge moves suddenly to indicate that acceptable, dry the fuel injectors and fit caps to
the nozzle needle has opened. Unless other protect the nozzles, the inlets and the connections for
information is given, the pressure should be 243 bar the surplus fuel. Put the fuel injectors in a dry, warm
(240 atmospheres) ±5 bar. place until they are needed.
3 If the pressure of the injection is incorrect, the fuel
injector must be dismantled and the shims must be
suitably adjusted. To increase the pressure, fit extra
shims; to reduce the pressure, remove some shims.
20
Fuel lift pump
To remove
1 If the fuel lift pump is to be dismantled, release the
blanking plugs over the three valves. Release also the
bolt which retains the priming pump (A2) and the large
plug (A1) over the plunger.
2 Disconnect the fuel pipes and remove the bolts
which retain the fuel lift pump. Lift away the pump.
To fit
1 Turn the crankshaft, in its normal direction of
rotation, until the back of the cam lobe, for the fuel lift
pump, is toward the mounting adaptor for the fuel lift
pump.
2 Fit the fuel lift pump, complete with a new joint, to
the adaptor. Retain securely with three screws and
spring washers.
3 Eliminate air from the low pressure system, see
operation 20-22.
A 395
20
To dismantle and to assemble 20-10 To inspect 20-11
Note: To ensure that the fuel lift pump is assembled 1 Check all of the components for wear and damage,
correctly: make a note of the position of the priming and check the condition of each spring.
pump and also the angle at which it has been fitted, 2 The spring and the plunger of the pump are
before the pump is dismantled. supplied as a matched set of two. The identification of
1 Remove the priming pump, the plugs, the valve the components is given by a colour code and, if
springs, the valves and the plunger of the pump. necessary, they must be renewed as a set of two.
2 Remove the circlip (A3) from the body of the pump 3 Dismantle the assembly of the roller/tappet and
and withdraw the cam follower (A4). inspect the components for wear and damage.
Renew a component if there is doubt about its
3 Apply a small amount of clean engine lubricating oil
condition.
to all of the components, and assemble the pump. Fit
new sealing washers and tighten securely the plugs 4 Check the action of the manual priming pump and
and the priming pump. renew as a unit if it is unserviceable.
5 Clean the inside of the body of the pump and
inspect the bores for marks of damage or scratches.
Check the condition of the valve seats.
A 396
20
To test 20-12
1 To test for leakage, close the connection for the

delivery pipe and connect a supply of air at a pressure
of 193 kN/m2 (28 lbf/in2) to the connection for the
suction pipe. Check for bubbles of air by the
immersion of the pump in a quantity of diesel fuel and,
at the same time, operate the plunger of the pump to
ensure that there is no leakage from the bore of the
tappet.
Further details of tests, which use special equipment,
are available from the manufacturer of the pump, if
necessary.
20
Fuel injection pump and governor
1
Special tools:
Lift bracket, 21825 876
Special torque wrench, 21825 881
Adaptor for torque wrench, 21825 882
2
To remove
A 88
1 Disconnect the batteries and stop the supply of fuel.
2 Remove the air cleaners, operation 18-1.
3 Remove the pipes from between the turbochargers
and the air charge cooler of the radiator.
4 Remove the air balance pipe from between the
induction manifolds.
5 Remove the high pressure fuel pipes.
6 Disconnect the speed control rod at the lever on the
fuel injection pump.
7 Disconnect and remove the stop solenoid.
8 Rotate the engine until the 'T' mark (A1), on the
flange of the auxiliary drive coupling, is at the top and
the piston of cylinder number B1 is at top dead centre
with the valves fully closed. Make a temporary mark,
with paint, at the top of the hub of the fuel injection
pump and on the top of the flange of the coupling
which is fitted to the hub and is in alignment with the
'T' mark of the flange. Ensure that the crankshaft is
not rotated after this.
9 Remove the fuel pipes from between the fuel lift
pump and the connections bracket and from between
the fuel injection pump and the fuel filter assembly.
10 Remove the oil pipe which supplies lubricating oil
to the fuel injection pump.
11 Remove the drain pipe for lubricating oil from
between the governor and the crankcase.
12 Remove the nuts from the two long bolts of the
auxiliary drive coupling.
Caution: Ensure that the crankshaft is not rotated
after the auxiliary drive coupling has been
disconnected.
20
13 Remove the bolts which retain the fuel injection 3 Fit the two long bolts of the auxiliary drive coupling
pump, withdraw the fuel injection pump from the through the spring steel plates (A1) and through the
auxiliary drive coupling, fit the lift bracket, 21825 876, forging (A4) of the coupling. Slide the fuel injection
and remove the fuel injection pump. pump forward until the long bolts pass through the
14 If necessary, remove the clamp plate and the other pack of spring steel plates (A5). Washers MUST
adjustable coupling plate from the fuel injection pump. be fitted at both sides of the pack of spring steel
plates. Ensure that the components of the auxiliary
To fit drive coupling are aligned correctly and that the
1 Lift the fuel injection pump into the 'V' of the coupling is fitted correctly to the hub of the fuel
crankcase, if necessary use the lift bracket: 21825 injection pump, refer to the marks that were made
876. during removal. Fit the nuts for the long bolts and
tighten lightly.
2 If necessary, fit the adjustable coupling plate (A2),
the spring steel plates (A1) and the clamp plate (A3) 4 Fit the bolts, complete with plain and spring
to the hub of the fuel injection pump as shown, tighten washers, which retain the fuel injection pump. Do not
the screws to a torque of 46 Nm (34 lbf ft). Washers tighten fully yet.
MUST be fitted at both sides of the pack of spring 5 Fit the drain pipe for lubricating oil between the
steel plates. Refer to the marks for alignment that governor and the crankcase. Use a new gasket at the
were made during removal. crankcase end and washers at both sides of the pipe
connections, do not tighten fully the banjo bolts and
screws during this operation.
6 Fit the pipe for the supply of lubricating oil between
the fuel injection pump and the auxiliary oil gallery of
the crankcase. Do not tighten fully the connections
during this operation.
A 353
20
7 Fit the fuel pipes between the fuel lift pump and the
connections bracket, and between the fuel injection
pump and the fuel filter. But do not tighten fully the
connections.
8 Tighten the bolts which retain the fuel injection
pump to 46 Nm (34 lbf ft). Tighten fully the
connections of the pipes which were fitted in
paragraph numbers 4, 5 and 6.
9 Tighten the nuts and the long bolts of the auxiliary
drive coupling to a torque of 120 Nm (88 lbf ft), a
special torque wrench, 21825 881, and an adaptor,
21825 882, is available for this purpose.
10 Fit the stop solenoid, connect the control rod and
the electrical connections.
11 Connect the speed control rod.
Warning! Before they are fitted, all fuel pipes must
be inspected for cracks or damage and renewed if
necessary.
12 Fit the high pressure fuel pipes, complete with
rubber dampers and shrouds, between the fuel
injection pump and the fuel injectors. Tighten the pipe
connections at the fuel injectors and at the fuel
injection pump to the relevant torque: Engines fitted
with the Bosch S7100 fuel injection pump, tighten to a
torque of 45 Nm (33 lbf ft). Engines fitted with the
Bosch S3000 fuel injection pump, tighten to a torque
of 25 Nm (15 lbf ft).
Ensure that there is no distortion of the high pressure
pipes during this operation.
13 Fit the air balance pipe.
14 Fit the pipes between the turbochargers and the
air charge cooler which is integral with the radiator.
15 Fit the air cleaners, operation 18-1.
16 Connect the supply of fuel and connect the
batteries.
17 Check and, if necessary, adjust the timing of the
fuel injection pump, operation 17-4.
Caution: Ensure that the fuel injection pump is
primed with clean engine oil, of the correct
specification, before the engine is first started.
20
Fuel injection pump - Bosch S3000 To do this proceed as follows: Fit the guide of the
tappet holder and tighten lightly. Fit the cap screw and
turn, by hand, until the tappet holder reaches the
To dismantle and to assemble 20-14 tappet, then use an allen key to tighten it a further half
of a turn. Do NOT exceed this or the element may
make contact with the cam.
Special tools:
5 Invert the pump and remove the centre bearing for
Refer to the list at the end of this section.
the camshaft which is retained by two socket screws.
To dismantle
Caution: Ensure that the components of each pump
element remain together.
1 Clean thoroughly the assembly of the fuel injection
pump and the governor. Remove the governor
access cap and drain the lubricating oil from the
assembly.
2 Fit the pump to a suitable device to hold it (for
example: special clamp 0 681 240 048). Remove the
rear cover and dismantle the governor, operation 20-16.
3 Invert the pump and remove the bottom plate. 1
4 Remove, from the pump casing, the access screws
for the 8 tappets. Rotate the camshaft until each
tappet is moved to TDC. As each tappet reaches TDC
fit a holder (B1), 1 681 115 12F, to lift and retain the
tappet away from the cam lobe.
B 419
A 418
20
6 Turn the pump upright and remove the screws
which secure the bearing plate (A3) at the drive end.
Fit the support bracket (A1), 1 682 329 011, and
withdraw the bearing plate by the use of an extractor
(A2) engaged in the recesses which are provided.
The support bracket is necessary to prevent the
movement of the load to the bearing at the opposite
end of the camshaft. Remove the 'O' ring seal and
shims from the end plate recess.
7 Withdraw the camshaft.
8 Remove the governor housing and the adjustment
plate from the opposite end.
9 Invert the pump, fit the compressor tool (B1) for the A 420
plunger springs, 1 688 110 027, together with the
pivot pin 1 683 001 003 and, on each tappet, push the
roller down, remove the tappet holder (B2) and
release the plunger spring.
10 Withdraw the roller tappets, use a wire hook to lift
out the spring plate and the pump plungers and
remove the plunger springs. Put each assembly in the
relevant compartment of a storage tray.
B 421
20
11 Set the control rack to the central point of its
movement and remove the control sleeves and the
upper spring plates.
12 Remove from the drive end the fuel stop
assembly, which includes the excess fuel device,
together with its adaptor.
13 Use the pin spanner (A1), 1 687 950 075, to
remove the threaded bush and withdraw the control
rack and its dowel pin. Remove the guide for the
control rack at the drive end by use of a wire hook and
then use a long drift to remove the guide at the
governor end of the unit.
14 Rotate the pump until it is upright and remove the A 422
top cover. Remove the nuts which retain the delivery
valves and remove their washers. Use the special
extraction tool, 1 688 110 026, to remove the delivery
valves; ensure that the components of each pump
element remain together. Remove any 'O' rings which
may have remained in the housing.
15 Remove the circlip, the special sleeve and the 'O'
ring from the pump barrel. Remove the 'O' ring, the
nylon ring and the phasing shims from the flanged
bush of the delivery valve. Fit the special mounting, 1
682 310 031, to a vice and use the ring spanner, 1 687
950 525, to remove the delivery valve holder from the
flanged bush. Then remove the spring, the delivery
valve and washers.
20
To assemble
1 Check the protrusion of the camshaft as follows:
a Remove the outer race of the bearing at the
governor end. Press it in again until its
protrusion is 3 mm (0.118 in) at the position
shown (A1).
b Put the adjustment plate on the outer race, fit
the joint washer and the governor housing and
tighten lightly the screws. Then use a press to
press the assembly fully into its location and
tighten fully the screws which retain it.
c Insert the camshaft, complete with front and
rear bearings but without the centre bearing. Fit A 423
the bearing plate for the drive end with the
original pack of shims, but do not include the 'O'
ring at this time. Tighten the screws fully. Press
the measurement bar (B1), 1 682 310 018, onto
the taper of the camshaft and measure the
clearance between the bar and the pump
housing. The clearance should be between 13
and 14 mm (0.512 to 0.551 in). If the clearance
is below the limit, fit the relevant thicker
adjustment plate at the governor end and press
the outer race further in as given in (b). If it is
above the limit, repeat (a) and (b) and use the
relevant thinner adjustment plate.
d When the protrusion is correct, remove the B 424
governor housing, the adjustment plate and the
camshaft.
2 Assemble the barrel/delivery valve assemblies as
follows:
a Fit the special mounting, 1 682 310 031, to a
vice, fit the flanged bush (C1); then insert the
pump barrel (C2) until the notch on its collar
engages with the peg which is inside the flanged
bush (the barrel must be allowed to fall into
position by only its own weight). Assemble the
delivery valve (C3), the joint (C4), the spring
(C5) and the washer (C6). Fit the 'O' ring (C7) to
the delivery valve holder (C8) and fit the delivery
valve holder into the flanged bush (C1). Use the
special socket, 1 687 950 062, to tighten the
C 426
delivery valve holder to a torque of 69 to 70 Nm

(51 to 58 lbf ft).
20
b Slide the washer (A4) onto the pump barrel (A8)
until it is in contact with the flanged bush (A9).
Fit the special sleeve (A3), with its off-centre
radial holes away from the flanged bush (A9),
and fit the circlip (A2). Fit the 'Viton' ring (A1) to
the lower groove of the pump barrel.
Caution: The 'Viton' ring and the rubber 'O' ring of
the same size, which is fitted to the bore of the pump
casing, are not interchangeable. Ensure that they are
used in their correct positions. The 'Viton' ring is grey
in colour and is more rigid than the rubber 'O' ring. The
illustration (B) shows the rubber 'O' ring (B1) and the
'Viton' ring (B2) with equal pressure applied to them.
The 'O' ring (A5), the nylon ring (A6) and the phasing
shim (A7) should not be fitted until the barrel/delivery
valve unit is fitted to the pump housing (paragraphs 4
and 5).
3 Use the special tool (C1), 1 688 110 028, to fit a
rubber 'O' ring (C2) to each bore (see Caution above):
Apply a small amount of grease to the 'O' ring, press
the tool plunger and fit the ring, enter the tool fully into
the bore and release the plunger.
4 Apply a small amount of grease to an 'O' ring (A5)
and fit the 'O' ring, together with a nylon ring (A6) and
phasing shim (A7) to a port. Repeat this procedure for
the other ports. Early fuel injection pumps have a
single shim instead of the two shown (A7).
On pumps which have a number which starts 626 and
higher, the nylon ring is superseded by a steel ring
which is pressed, permanently, onto the flanged bush
(A9), the recesses of the ports are deeper, and
phasing shims are fitted which protrude and are made
in two pieces.
5 Insert the barrel/delivery valve assemblies, Ensure
that the holes (B1) for the pins of the flange bushes
are toward the pump rack.
20
Fit carefully the barrel/delivery valve assemblies by
the use of light downward pressure and radial
movement; use the ring spanner, 1 687 950 525. Fit
the plain washers, the spring washers and the nuts
finger-tight only. Each assembly must be fitted with its
studs at the central point of the adjustment slots in the
flanged bushes. Tighten the nuts evenly to between
39 and 44 Nm (29 and 32 lbf ft).
6 Invert the pump, dip the plungers in clean fuel oil
and use the pliers, 0 681 340 003, to fit them to their
respective barrels. Fit pins, made to the dimensions
shown (A), into the tappet holder bores to retain the
plungers. Remove the pump from the device which
holds it, connect a supply of compressed air to the
inlet gallery for fuel and seal the spill connection.
Lower the pump, upside down, into fuel oil and apply
air, at a pressure of 242 kN/m2 (35 lbf in2), to the inlet
gallery. There must be no leakage from the casting or
from the pump barrels; this is very important, because
a leak can cause fuel oil to enter the engine
lubrication system through the fuel injection pump.
Small white bubbles at the plungers and at the
delivery pipe connections are acceptable.
7 Remove the pump from the test tank and fit it to the
special clamp. Invert the pump and remove the pins
and plungers which were fitted for the pressure test.
8 Fit the control rack, complete with the guide block
and pin, into its opening at the governor end of the
fuel injection pump. Ensure that the vertical guide is
aligned with the pump housing as shown (B).
9 Use a suitable tube to press the guide block fully
into its correct location, ensure that it does not tilt. Fit
the threaded bush to retain it at the governor end. Use
the spanner, 1 687 950 075, to tighten the threaded
bush to a torque of 30 to 39 Nm (22 to 29 lbf ft).
10 Assemble the guide block at the drive end of the
control rack (no pressure is necessary). Fit the excess
fuel device to retain the assembly.
20
11 Set the control rack to the central point of its
movement, at this point the notches of the control
sleeves will be in line with the tappet guides. Fit the
control sleeves (A1) and ensure that, for each unit,
the drive ball is engaged with the notch in the rack.
Check that the rack is free to move fully.
12 Turn the fuel injection pump until it is horizontal
and insert the upper spring plates and the plunger
springs.
13 Fit the spring compressor tool (B2), 1 688 110
027, and the pivot bar (B3), 1 683 001 003, to the
housing of the fuel injection pump. For each element
in sequence proceed as follows:
Fit the lower spring plate to its plunger and insert the
assembly into its barrel with the line on the plunger
toward the rack, as indicated (B1).
Assemble the tappet, compress its spring and use the
holder, 1 681 115 12F, to retain it until the camshaft
has been fitted. Fit the element and the guide sleeve,
without the cap screw, fully into the threaded access
hole. Then fit the cap screw and tighten it until the
roller of the tappet is 64,2 mm (2.527 in) from the
lower joint face of the pump casing.
14 Fit the governor housing and the joint washer,
together with the relevant adjustment plate as found
in paragraph 1. Enter the camshaft from the drive end
and fit the centre bearing; tighten its two socket
screws to a torque of 8 to 10 Nm (5 to 6.5 lbf ft).
Assemble the bearing plate for the drive end with
shims, but do not include the 'O' ring at this stage.
15 Measure the end-float of the camshaft as shown
(C). Use the tool (C1), 0 681 440 013, fitted to the
thread of the drive nut and the dial gauge (C2), 1 687
233 011. The limits are 0,02 to 0,06 mm (0.008 to
0.024 in). If the end-float is not within the limits, vary
the shims under the bearing plate (C3) by the relevant
amount. When the correct end-float is obtained, fit the
bearing plate, complete with its 'O' ring.
16 Fit the cover plate to the base, complete with a
new joint.
20
17 Turn the pump until it is upright. Rotate the
camshaft to lift each tappet to TDC and remove the
tappet holders (A1), 1 681 115 12F. When all of the
tappet holders have been removed, fit the blanking
plugs to the access holes.
18 Assemble the governor as given in operation 20-
16, add clean engine oil to the assembly (see section 1
3, User's Handbook TSD 3250) and use the test
procedure, as given in operation 20-18, to set the fuel
injection pump.
To clean and to Inspect 20-15

B 419
Remove and discard all seals and 'O' rings. Clean all
parts in gasoline or kerosene, use a soft brush, and
dry them with compressed air. Do NOT use rag for
Special tools - Bosch S3000
this purpose. Ensure that components which consist Bosch part no. Description
of a set of two, and the components of each pump
element remain together. 0 681 240 048 Special clamp
1 681 115 12F Tappet holder (one for each
The element plungers and their barrels must not have element)
deep scratches, and the plunger helices should have 1 682 329 011 Support bracket
clean sharp edges. If a plunger or a barrel are 1 688 110 027 Compression tool for element
unserviceable, both of the components must be springs
renewed by matched components. Similarly, the 1 683 001 003 Pivot bar, to adapt 1 688 110 027
collar of the delivery valve should not have deep for 8-element pumps
grooves and its face and seat must not be worn; these 1 687 950 075 Special spanner for threaded bush
components must also be renewed as an assembly 1 688 110 026 Extractor, element
even if only one is unserviceable. When a pump is to 1 682 310 031 Special mounting adaptor
be reconditioned after prolonged service, it is 1 687 950 525 Spanner, open ring, for delivery
recommended that all of the pump elements and valve holders
delivery valve assemblies are renewed. This will 1 682 310 018 Measurement bar for position of
make adjustments, while on the test rig, more easily camshaft
applied and will ensure reliability for a long time. 1 687 950 062 Socket spanner for delivery valve
Inspect all of the other components for wear and holders
damage, especially the cam lobes, the tappet rollers, 1 688 110 028 Tool to insert 'O' rings into bores of
the bearings and the ball notches in the control rack. fuel injection pump
Renew components if necessary. 0 681 340 003 Pliers to insert plungers
0 681 440 013 Measurement tool to check the end-
float of the camshaft - without dial
gauge
1 687 233 011 #Dial gauge for 1 688 130 019
1 687 950 064 *Spanner for governor nut
1 680 363 001 *Extractor for governor weights
* also listed for Bosch RQV governor.
# also listed for Test procedure.
20
Governor - Bosch RQV
Special tools:
Refer to the list at the end of this section.
To dismantle
Ensure that a suitable number of storage trays are
available for components which have been removed
from the governor (A).
1 Clean thoroughly the assembly of the fuel injection
pump and the governor. Remove the governor
access cap and drain the lubricating oil from the
assembly.
2 Fit the fuel injection pump to a suitable device to
hold it (for example: special clamp 0 681 240 048).
3 Remove the guide pin (B1) from the rear cover. This
pin is assembled with sealing compound therefore a
screwdriver which is a good fit must be used.
20
Remove the six setscrews and tap carefully the rear
cover (A1) with a soft faced hammer to separate the
components. Set the control arm to a vertical position,
raise the cover to disengage the sliding block (A2)
from the lever, then withdraw the cover.
4 Remove the link pin (B1) and use a piece of wire to
hold the link fork away from the assembly. Withdraw
the slider (B4) with the lever (B6), turn the lever (B6)
away from the rack extension, turn it back 90° and lift
it away, together with the slider.
Remove the nuts (B2) from the bolt. The adjustment
pin (B5) can then be withdrawn from the hub of the
governor. Remove the two bolts (B3) and remove the
guide bush.
5 Hold securely the drive end of the camshaft and
use the spanner, 1 687 950 064, to remove the nut
which retains the governor weight assembly and, if
fitted, the adjustment washer for end-float.
Use the extractor, 1 680 363 001, to withdraw the
governor weight assembly from the taper of the
camshaft.
20
To assemble
1 Ensure that the tapers of the camshaft and of the
governor hub are clean and not damaged. A keyway
may be machined in the camshaft taper but no key is
fitted. Fit the governor weight assembly to the
camshaft and fit the adjustment washer and the nut.
Hold the drive end of the camshaft and use the
spanner, 1 687 950 064, to tighten the nut to a torque
of 40 Nm (36 lbf ft). After the nut has been tightened,
move the governor weight assembly on the camshaft
to ensure that the cushion drive is free to operate.
2 Fit the guide bush to the front of the governor
weight assembly, tighten its bolts and bend up the
tabs.
20
3 Check that the internal spring (A3) of the
adjustment pin has no end-float and is not
compressed.
If it is necessary to adjust the assembly, rotate the
adjustment pin (A5) in relationship to the bearing bolt
(A2) at the opposite end. Then set the bearing bolt 2
mm below the end face of the adjustment bush, as
shown (A1), and assemble the adjustment pin to the
bore of the guide bush. To retain the assembly, fit
temporarily the coupling bolt (B1) which passes
through the eye of the bearing bolt.
4 Pull the adjustment pin away from the fuel injection
pump enough to cause the governor weights to move
toward their axle, but not enough to apply an
excessive load to the internal spring of the pin. At this
position the gauge 1 682 329 038 (C1) should just fit
into the recess (A4) for the slider in the adjustment
pin. Adjust, if necessary, by the use of the bearing bolt
(A2) in the adjustment pin (A5).
20
5 Assemble the coupling bolt and ensure that it has
an end-float of 1 to 2 mm (0.040 to 0.080 in), tighten
its two nuts together and bend the locking washer
over one flat of each. Fit the slider and lever and
connect the top of the lever to the rack by use of the
link pin and split pin.
6 Invert the rear cover of the governor and set the
control lever to the MAX.FUEL position until the pilot
pin is at the bottom of the 'S' curve plate (A3). Fit a
new gasket (A1) to the joint face and measure the
distance between the gasket and the pilot pin (A4).
This should be 24,5 mm (0.965 in). Use a depth
gauge as shown (A), reduce the figure obtained by
the thickness of the measurement bar and add 3 mm
(0.118 in), which is half of the diameter of the pilot pin.
If necessary, adjust the shims under the 'S' curve
plate (A2) to obtain the correct dimension.
20
7 To provide lubrication for the test run, add
lubricating oil to the assembly of the fuel injection
pump and governor as follows: remove the access
cap from the governor and use a clean container to
add at least 0,5 litre (1 pint) of clean engine lubricating
oil.
8 The rear cover of the governor will be fitted during
Stage B of the test procedure, refer to operation 20-
18. When the rear cover is fitted, follow these
instructions:
a Apply a sealing compound, which will not
become hard, to both sides of the joint.
b Ensure that the sliding block (A2) is set with its
long section vertical and at the top when it
enters the slotted recess in the lever (B6).
c Apply 'Loctite 241' to the thread of the guide pin
to seal it.
20
Wash all of the parts in kerosene and dry with

compressed air. Discard all used joints, split pins and
tab washers.
Inspect each component for wear and damage,
renew components if necessary. If it is necessary, the
manufacturer can supply the instructions needed to
recondition certain components, for example
governor weights.
If there is excessive damage or wear it is
recommended that the complete governor weight
assembly is renewed.
In addition to the parts which rotate, inspect carefully
the linkages, the pins and the guide slots for
excessive clearance or damage. Renew damaged or
worn components unless the damage is small and
can be removed by the use of an oilstone.
How to renew the governor weight assembly
If a new governor weight assembly is to be fitted, its
end-float when fitted on the camshaft, must be
checked and, if necessary, adjusted. For this purpose
there must be no rubber blocks in the hub coupling.
Hold securely the drive end of the camshaft, fit the
assembly of the governor weight to its taper, fit the
adjustment nut and tighten the nut to a torque of
49 Nm (36 lbf ft). With the camshaft held stationary,
check that the governor weight assembly can be
rotated between the rubber stops and that the end-
float of the assembly is between 0,05 and 0,1 mm
(0.002 and 0.004 in). If necessary, change the
adjustment washer to obtain the correct end-float,
then remove the governor weight assembly and fit the
rubber blocks to the hub as follows:
To remove the four rubber blocks of the cushion drive:
use levers to remove the coupling (A1) from the
assembly (A2).
Apply a small amount of lubricating oil to the new
rubber blocks. Fit the coupling, together with the new
rubber blocks. Ensure that the rubber blocks are not
cut or damaged during this operation.
Hit lightly or press the coupling fully into the assembly.
20
How to renew the governor springs
Use the spanner, 1 687 950 000, to release the nuts
of the springs. Make a note of shims which may be
existent.
If the springs are to be renewed, refer to the relevant
parts book to ensure that springs of the correct type
are used.
If the springs are renewed, set the nut which retains
the springs to the dimension shown (A1). Ensure that
this is the same on both spring assemblies.
The springs may be changed on a governor while the
unit is still assembled and fitted to an engine. The
springs can be removed from the governor through
the oil filler position (B1). A special tool, 1 683 455
000, which engages with the thread of the filler cap
(B2), is available for this purpose.
The adjustment pin (C) connects the coupling bolt of
the governor weight to the slider in the governor hub.
Check that its spring (C3) and bearing surfaces are
acceptable. If possible, do not alter the position at
which the adjustment pin has been set. If adjustment
is necessary, use the method given in operation 20-
16, page 175, and also in operation 20-18, Stage B.
Special tools - Bosch RQV Governor

Bosch part no. Description
1 687 950 064 *Spanner for governor nut
1 680 363 001 *Extractor for governor weights
1 682 329 038 Measurement device, for the
position of the adjustment pin
1 683 455 000 Compression tool, governor springs
1 687 950 000 Spanner, to adjust the governor
springs
* Also included in Special tools - Bosch S3000 FIP.
20
Test procedures for the fuel injection pump and the governor
(Bosch S3000 and Bosch RQV) 20-18
Equipment
To do the test procedures for the Bosch S3000 fuel injection pump and Bosch RQV governor, the equipment
which follows will be needed.
Bosch part number Description
- Test bench, Bosch 385
1681 443 022 * Test fuel injector, 175 atmospheres, 12 and 13 mm bore pumps (1 for each
element)
1680 750 060 * High pressure pipe, 12 and 13 mm bore pumps (1 for each element)
1680 430 007 * Drive coupling
1417 413 025 * Special valve
1688 130 085 Device to measure plunger lift (without the dial gauge)
1687 233 011 Dial gauge for 1688 130 085
1688 130 030 Device to measure rack movement (without the dial gauge)
1687 233 015 Dial gauge for 1688 130 030
1687 950 525 Open ring spanner for delivery valves
0681 440 006 Device to set the position of the control lever
1688 130 095 Device to measure the movement of the adjustment pin
* If a Hartridge 1100 test bench is used, these items are not used. The items below are used instead.
The Bosch FP/KD lift pump, together with its pressure relief valve on the fuel injection pump, are included in
the circuit.
Perkins part CAV/Hartridge
Quantity Description
number part number
- 7244-108 8 Test fuel injectors, 175 atmospheres, 12 and 13 mm bore
pumps
OD 18514 - 8 High pressure pipe, 8 x 3 x 760 mm, 12 and 13 mm bore
pumps
OD 18526 AFB 27 4 Special bolt
OD 18527 FP 164 4 Banjo union
OD 18528 AT 16/24/8 3 Banjo bolt, 14 x 1,5 mm
OD 18529 ALP 104 4 Flexible pipe
OD 18530 FP 383 1 Drive coupling
OD 17531 - 8 Copper washer, 14 mm
Test oils
Bosch: 01 61 v 11
Esso: Calibration Fluid iL 1838
Shell (Overseas): Calibration fluid B
Shell (UK): Calibration fluid C
20
Test sequence
To test a fuel injection pump (FIP), it should be
mounted on the test bench and the equipment
recommended should be used.
Use the relevant test schedule, given at the end of this
section, and proceed by the use of this sequence of
three stages:
A To set the pre-stroke, to phase and to calibrate.
B To set the governor.
C To do the final set for the FIP/governor assembly.
Stage A
Note: The operations in this stage are done with the
rear cover of the governor removed.
1 To set the pre-stroke
The pre-stroke of the number one element must be
set to enable the port to close at the correct amount of
rotation of the camshaft.
Proceed as follows:
i) Remove the assembly of the low pressure relief
valve and fit a blanking plug similar to the one which
is at the other end of the inlet gallery.
ii) Remove the access plug for the No 1 tappet (A1)
and rotate the camshaft until the number 1 tappet is
approximately at BDC.
iii) Fit the special tool, 1 688 130 085, to the access
plug hole as shown (B). Ensure that the probe is in
contact with the upper edge of the number 1 tappet
(B1). Fit the dial gauge, 1 687 233 011, to the special
tool and set it to zero.
iv) Start the lift pump of the test bench. Open the vent
screw on the number 1 test fuel injector and increase
the supply pressure until oil flows from it.
v) Rotate, manually, the camshaft of the fuel
injection pump in the correct direction of rotation
(clockwise as seen from the drive end) until the flow
of oil from the vent screw just stops. The reading on
the dial gauge at this point should be within the limits
which are given in Stage A of the test schedule.
20
Adjust the distance, if necessary, by the use of
phasing shims under the barrel/delivery valve
assembly: reduce the shim thickness if the port closes
too late and increase the shim thickness if it closes
too soon. Fuel injection pumps with serial numbers
which begin '626' and later have phasing shims which
consist of two pieces and can be changed without the
removal of the barrel/delivery valve assembly. When
the dial reading is correct, leave the camshaft at the
closed position for the number 1 port. Set the pointer,
of the disc with graduations on the fuel injection pump
drive, to a suitable number and make a note of this for
reference when the other plunger heights are set.
vi) Remove the special tool, 1 688 130 085, together
with its gauge and fit the blanking plug (A1).
2 To phase the other elements
Rotate the camshaft in the normal direction of rotation
and check, in the sequence of operation, the point at
which the ports close for each element. Do this in
multiples of 45° with number 1 as the datum for each
position. Elements which are not within the limits (±1/
2°) must be corrected by adjustment of the phasing
shims as given in paragraph 1(v).
Note: If the barrel/delivery valve assemblies are
moved they should be reset to the central point of
their movement. This will provide adjustment for
calibration in both directions.
3 Calibration
i) Remove the blanking plug fitted to the tapped hole iii) Refer to Stage A of the relevant test schedule, run
used for the low pressure relief valve and fit the the fuel injection pump at 700 rev/min and measure
special valve, 1 417 413 025. Connect the outlet pipe the rack movement and the quantity of oil from each
of the special valve to the oil return system of the test element. These should conform to the figures at the
bench and set the supply pressure of the test oil to top of columns 2 and 3 of the table under 'To
152 kN/in2. calibrate'. The variation should not exceed the
quantity given in column 4. Correct errors on each
ii) Remove the excess fuel device and fit the device element, as necessary, by the rotation of their flanged
to measure rack movement, 1 688 130 030, together bushes within the limits of the adjustment slots; use
with its dial gauge, 1 687 233 015, as shown (B). With the ring spanner 1 687 950 525. When finished,
the control rack in the STOP position, set the dial tighten the nuts of the flanged bush to between 39
gauge to zero and tighten the clamp screws. Ensure and 43 Nm (29 to 32 lbf ft). Do the tests which remain
that the rack can move along its full range of in the table at Stage A. In each test the quantity from
approximately 21 mm. every element should conform to the limits given.
Elements which do not conform to the limits should be
renewed.
20
Stage B
1 To set the movement of the slider and
adjustment pin
i) For protection during this operation, a rear cover
should be fitted, with a section removed as shown (A).
Fit the assembly of the fuel injection pump and
governor to the special tool, 1 688 130 095, fit the
magnetic base of the dial gauge to the base of the
tool. With the fuel injection pump stationary, load the
gauge by approximately 20 mm; at the same time set
the gauge, as shown (A1), to eliminate play in the
governor device.
ii) Refer to Stage B of the relevant test schedule.
Run the assembly of the fuel injection pump and
governor on the test rig: try, if possible, to obtain
results close to the upper limit. Make corrections by
equal adjustment of the nuts of the governor springs;
a difference of one notch is permissible. If the nuts are
rotated clockwise the slider movement is reduced; if
they are rotated anti-clockwise the slider movement is
increased.
iii) Remove the altered rear cover and fit the
permanent cover as given in this section, operation
20-16, page 177.
2 To check the operation of the governor
i) Remove the speed control lever, reverse it and fit
it in the same axial position.
ii) Fit the special tool, 0 681 440 006, as shown (B2).
The tool which measures the movement of the rack
for Stage A should still be fitted (B1).
iii) Refer to Stage B of the relevant test schedule, run
the fuel injection pump at the speed given at the top
of the first column, measure the rack movement and
compare it with the limits at the top of column 2. If it is
not within the limits, use the three methods which
follow, in sequence, until it is correct:
a Vary the basic settings of the control lever within
the limits of ±3°.
b Alter the setting of the adjustment pin. For
example: if the bearing bolt is rotated one half
turn clockwise, the rack movement is reduced
by approximately 2,25 mm.
c Vary the thickness of the shims under the 'S'
curve plate (page 176, B3). For example: if the
shim thickness is reduced by 0,15 mm, the rack
movement is reduced by approximately 1 mm.
iv) With the control lever set as it was at the end of
operation (iii), repeat the tests in columns 1 and 2.
20
Stage C
1 To set the MAX.FUEL stop
i) Remove the special tool 1 688 130 095, together
with its dial gauge, and fit the excess fuel device.
ii) Refer to Stage C of the relevant test schedule, run
the fuel injection pump at the speed given in the first
column of the table and measure the quantity of fuel
from each element. Compare the results with the
number shown on the data plate which is fitted to the
side of the governor.
If necessary, alter the setting of the rack stop to adjust
the quantity. Release the lock nut B (A2) and turn the
stop clockwise to reduce fuel, or anticlockwise to
increase fuel.
iii) When the correct amount of fuel has been
obtained, tighten the lock nut.
2 To check the governor cut-in speed
i) Remove the speed control lever and fit it in its
normal position.
ii) Remove, from the rear face of the governor (B2),
the access plate for the rack and fit a dial gauge with
its button in contact with the rack extension.
20
iii) Move the control lever to the MAX.FUEL stop
(C2). Refer to the table in Stage C of the relevant test
schedule; run the fuel injection pump and make a note
of the speed at which the rack starts to move, as
shown by the dial gauge. This speed should be
between the two given in column 3. If the speed is
incorrect, remove the lead seal (C3), remove the
cover screw below it and adjust the MAX. SPEED
stop 'B' as necessary. Turn the stop clockwise to
increase the speed and anti-clockwise to reduce the
speed.
When the speed is correct, tighten the lock nut for the
stop, fit its cover and fit the access plate for the rack.
3 Excess fuel
Refer to Stage C of the relevant test schedule, press
the EXCESS FUEL lever, run the fuel injection pump
at the speed given in the table and ensure that the
rack movement is within the limits given.
4 Idle setting
Adjust the stop (C1) to give a fuel quantity of 2 cc for
each 100 strokes at 325 rev/min. The final adjustment
is made on the engine when it is installed.
20
Test schedule
Engine specification: CV8-300G
Fuel injection pump: PE8P 130A 120RS 3072
Fuel injection pressure: 178 bar (175 atmospheres)
Governor: RQ 750 PA 533 R
Test oil temperature: 40°C (104°F)
Fuel supply pressure: 152 kN/m2 (22 lb/in2)
A To set the pre-stroke, to phase and to calibrate the fuel injection pump
To set the pre-stroke: Set no. 1 tappet at the drive end to 3,45 - 3,65 mm, from the bottom of its stroke,
to close the port of the inlet.
Set the rack movement to 10,5 mm.
To phase: Set the remainder of the elements in multiples of 45°; use number 1 as the datum.
Sequence: 1, 4, 3, 5, 8, 7, 6, 2. Limits ±1/2°.
To calibrate: See the table below. *Basic settings.
Pump speed Control rack movement Quantity supplied Maximum variation

(rev/min) (mm) (cc/100 strokes) (cc/100 strokes)
700 *12.6 *32,1 to 32,5 0,5 (0,9)
300 4,9 to 5,1 4,0 to 4,6 0,8 (1,2)
B Governor settings
Pump speed Control rack movement

(rev/min) (mm))
750 to 755 11,6
755 to 785 3,5
900 0 to 1.0
C Final settings of the fuel injection pump/governor assembly

Full load setting on control rack stop
(rev/min) (cc/100 strokes)
700 31.8 to 32.8
Cut-in speed (control lever at its stop):750 to 755 rev/min
Excess fuel:
(rev/min) Rack movement (mm)
100 19,5 to 21,0
20
Test schedule
Engine specification: CV8TCA-250kW
Fuel injection pump: PE8P 120A 120RS 3059
Fuel injection pressure: 178 bar (175 atmospheres)
Governor: RQ 750 PA 416 R
Test oil temperature: 40°C (104°F)
Fuel supply pressure: 152 kN/m2 (22 lb/in2)
A To set the pre-stroke, to phase and to calibrate the fuel injection pump
To set the pre-stroke: Set no. 1 tappet at the drive end to 3,45 - 3,65 mm, from the bottom of its stroke,
to close the port of the inlet.
Set the rack movement to 10,5 mm.
To phase: Set the remainder of the elements in multiples of 45°; use number 1 as the datum.
Sequence: 1, 4, 3, 5, 8, 7, 6, 2. Limits ±1/2°.
To calibrate: See table below. *Basic settings.
Pump speed Control rack movement Quantity supplied Maximum variation

(rev/min) (mm) (cc/100 strokes) (cc/100 strokes)
700 *14.4 to 14,5 *24,9 to 25,3 0,5 (0,9)
300 6,1 to 6,3 4,0 to 4,6 0,8 (1,2)
B Governor settings
Pump speed Control rack movement

(rev/min) (mm))
750 to 755 13,4
755 to 785 4,0
900 0 to 1.0
C Final settings of the fuel injection pump/governor assembly

Full load setting on control rack stop
(rev/min) (cc/100 strokes)
700 24,9 to 25,3
Cut-in speed (control lever at its stop):750 to 755 rev/min
Excess fuel:
(rev/min) Rack movement (mm)
100 19,5 to 21,0
20
Governor - AMBAC
Description
The Ambac governor was supplied as an option on all
CV8 engines.
The system consists of a magnetic sensor, an
electronic control unit, a frequency control and an
electro-magnetic actuator. The actuator and magnetic
sensor are fitted to the engine and the other parts are
fitted to a suitable position.
The action of the system is fast and can be obtained
across a wide range. The elements of the system can
be easily renewed if necessary.
To fit 20-19
To fit (A and B)
To fit the unit to the fuel injection pump, use the
sequence which follows:
1 Use the clamp (A3) to retain the bellows (A5) on the
outside ring at the rack of the fuel injection pump.
2 Use the screws (A4) and lock washers to retain the
connection link (A14) of the rack.
3 Fit the other side of the bellows (A5) to the
connection link (A14 and B3) of the rack and retain it
with the clamp (A3).
4 Remove the loose cover (A11) and the gasket
(A10).
5 Fit the 'O' ring (A6) to the housing.
6 Loosen the adjustment spacer (A7).
7 Fit the gasket (A1) to its position and fit the
governor unit to the fuel injection pump; use the
screws (A9 and A15), complete with locking washers
(A8 and A2). The screws with hexagonal heads must
be only finger-tight at this time.
8 Remove one screw (A9) and move the adjustment
spacer (A7) against the surface of the fuel injection
pump cover. Fit the screw and tighten it to a torque of
9 to 11 Nm (80 to 90 lbf in). Repeat this procedure
with the other screw.
9 Check that all four screws are tightened to a torque The bracket must be free on the retainer pin (B2).
of 9 to 11 Nm (80 to 90 lbf in). 12 Hold the stop lever against the stop in the housing
10 Set the rod and bearing (A12) to allow the with the rack at the extreme position toward the fuel
armature to move by 1 to 4 mm when the rack is fully injection pump. Turn the adjustment screw until it is in
in toward the fuel injection pump. contact with the lever and then release the screw by
11 Fit the spring (B1) and the bracket, and use the approximately one full turn.
screw (B4) and the lock nut (B5) to fasten them to the 13 Fit the cover (A11) and the gasket (A10) to the
connection link (B3) of the rack and to the bearing at housing.
the end of the rod (A12). 14 A locking wire can be fitted to the two screws at
the top, which retain the cover.
20
Electrical fault diagnosis 20-20
If the governor does not operate, measure the

voltage, in the correct sequence, between the various
terminals of the control unit and the ground
(Terminals F, G, H and T are ground). This will
indicate what the possible fault is. If all 5 voltage tests
indicate normal values, the fault must be in the
actuator or in the wires to the actuator.
Terminals Normal value Possible cause of incorrect reading

S 1.0 volt AC - RMS minimum during 1 The magnetic sensor is defective.
rotation 2 The gap between the sensor and the teeth is
too large.
3 The wires to the sensor are defective or are
incorrectly connected.
K 10.1 ± 0.20 volts DC while energised 1 DC power is not connected or the voltage of
(internal controlled DC supply) the battery is low.
2 The switch for frequency adjustment is
unserviceable or is incorrectly connected.
3 The wires are incorrectly connected.
4 The control unit is defective.
L Above 5.1 volts DC during rotation. At the 1 The frequency adjustment is set too low.
correct speed the reading will be a Rotate the switch clockwise.
constant 5.1 volts.
Above 5.1 volts is under the correct 2 The control unit is defective.
speed and below 5.1 volts is over the
correct speed.
N 8.5 to 9.5 volts DC during rotation. 1 The control unit is defective.
2 The battery voltage may be too low during
rotation.
B 2.5 volts DC maximum during rotation 1 The output transistor is unserviceable
(voltage of transistor). (defective control unit).
2 *The actuator is defective.
3 The wires to the actuator are incorrectly
connected.
20
Symptom Test Possible problem
Engine runs Measure the voltage on terminal ‘L’. It 1 Frequency is set too high. Turn the adjuster
too fast should be less than 5.1 volts DC for frequency anti-clockwise.
2 Defective control unit.
Engine runs Measure the voltage across the insulation 1 The output transistor is unserviceable
too fast nut which is on the side of the control unit. (defective control unit).
It should be more than 2.5 volts DC.
2 The wires to the actuator are incorrectly
connected.
Rack does not Measure the voltage of the battery at the 1 Not enough battery voltage. Put a temporary
move battery during rotation. It must be a connection between terminal ‘B’ on the
minimum of 8.0 volts DC. control unit and the negative earth during
rotation (terminal ‘G’ is earth).
2 Exchange the battery for a battery with a

higher ampere hour rating.
Rack does not Connect to earth the insulation nut which 1 The wires to the actuator or to the battery are
move is on the side of the control unit. The rack incorrectly connected.
should move to the fully open position.
2 The actuator or the linkage is restricted.
3 *The actuator is defective.
* Defective actuator
If there is an open circuit or a short circuit of the coils
of the actuator, renew the actuator. If there is no open
circuit or short circuit of the coils, the wires or the
connectors are faulty.
20
Test procedure 20-21 To terminal ‘B’ of control unit
This is the test procedure for Bosch fuel injection

pump fitted with AMBAC Integral Actuator AGB 250
A1. 12 volt
Fit the fuel injection pump to the test rig. Fit blanking
plugs to the oil holes and add 1/3 of a pint of clean
engine oil to the cambox.
Connect a 12 or 24 volt DC power supply to the
actuator, as shown (A or B). When the voltage is
applied the fuel injection pump should provide the full To terminal ‘D’ of control unit
A
quantity of fuel when it is driven. The standard
calibration checks for the fuel injection pump can now
be made. Refer to a standard test procedure.
To terminal ‘B’ of control unit
When the calibration checks have been done
disconnect the power supply but continue to run the
fuel injection pump at the rated speed. When the
power is disconnected the flow of fuel should stop 24 volt
immediately.
When the voltage is applied again, the fuel injection
pump should provide the full quantity of fuel to the
actuator and should stop immediately when the stop
lever is moved by hand to the stop position.
If the above tests indicate a fault in the governor it To terminal ‘D’ of control unit
must be corrected before the fuel injection pump is B
fitted to the engine.
If DC power is not available, the operation of the
governor cannot be checked. The operation of the
fuel injection pump can be checked by the procedure
which follows:
Remove the end cover from the actuator. Push the
armature (and the rack) fully toward the full fuel
position, which is fully into the pump body. Hold it
securely in this position with a strong spring or a piece
of rubber.
With the rack held securely in this position, the test rig
checks for the fuel injection pump can be done, as
given in the standard test procedure.
20
Fuel system
How to eliminate air from the

fuel system 20-22
If air enters the fuel system, the injection pump

pressure may become insufficient to operate the
injector valves and the engine may stop, misfire or not
start.
To eliminate air from the system, use the relevant 1
procedure that follows:
A 94
Low pressure system
1 Loosen the banjo bolt (A1), at the low pressure
relief valve, by one or two turns and operate the
priming plunger (B1) of the fuel lift pump. When fuel,
free from air, flows from the relief valve, tighten the
banjo bolt.
Clean away fuel that has been spilled.
High pressure system
Air in the high pressure system must be released at
the fuel injectors.
1 Move the stop control to the RUN position and use
the starter to turn the engine. Loosen the nut of the
high pressure fuel pipe at one of the fuel injectors. B 95
When fuel, free from air, is released, tighten the nut.
DO NOT OVERTIGHTEN. Repeat the procedure at
the fuel injectors which remain.
2 If the engine starts during this operation but runs
erratically, continue to eliminate air from each injector
until the high pressure system is free from air, or until
the engine runs correctly. Return the stop control to
the STOP position.
21
Cooling system 21
21
General description The engine may have one of two types of oil cooler
fitted. New engines have a long oil cooler, as shown
A coolant pump (A4) is fitted to the timing case at the (A5), with an integral oil pressure relief valve. Early
front of the 'A' bank and is driven by the crankshaft engines and certain new engines have a shorter oil
pinion through an idler gear. The pump supplies a cooler. When this version is fitted, the oil pressure
flow of coolant through the complete system. relief valve is integral with the lubricating oil pump.
The coolant leaves the discharge side of the coolant Where the 3008 is supplied in a generator set, part of
pump and enters the oil cooler (A5). After the oil the radiator is used as an air-to-air type intercooler.
cooler it passes through a pipe which divides the flow
to both banks of cylinders. One of two types of thermostat were fitted to early
engines: a single element, wax capsule type (part
When the coolant has passed through the cylinder number CV301) or a triple element, wax capsule type
block, it flows to the cylinder heads where it circulates (part number OE43404). These thermostats are NOT
around the valve guides and the fuel injector sleeves. interchangeable. New engines are fitted with a single
The coolant then enters galleries which are integral element, wax capsule type as shown in the illustration
with the induction manifolds, and passes to the (A).
thermostat which is contained in a housing (A2) at the
front end of the engine. According to its temperature, Caution: The engine must not be run with the
the coolant passes to either the radiator (A1) or thermostat removed because the by-pass will be
returns to the inlet side of the coolant pump. Coolant open permanently and the coolant will become too
from the radiator (A3) flows directly to the coolant hot.
pump.
21
Radiator
To remove
1 Drain the coolant system as given in the User's
Handbook, TSD 3250.
2 Disconnect and remove the two coolant pipes (A3)
from between the thermostat housing and the
radiator.
3 Remove the support brackets (A2 and B1).
A 399
Disconnect and remove the air ducts (B2) from
between the turbochargers and the radiator.
4 Remove the air ducts (C2) from between the
induction manifolds and the radiator.
5 Remove the fan guard assembly (A1).
6 Disconnect the coolant pipe assembly from the
cover of the coolant pump and from the radiator.
Remove the pipe.
Caution: Do not damage the fan blades during the
removal and fitting of the radiator. If a fan blade
becomes cracked or bent it will be necessary to renew
the fan.
7 Remove the four screws (C1), complete with their
nuts and washers, and withdraw carefully the radiator B 400
assembly from the engine.
To fit
1 Place the radiator assembly on the radiator stand
and carefully slide it toward the engine until the fan
blades are halfway inside the fan cowl. Take care not
to damage the fan blades. Loosely fit the four screws
(C1) complete with plain washers and spring
washers.
2 Rotate the fan so that two of the fan blades are
horizontal. Stand behind the engine and check the
horizontal distance between the two fan blades and
the fan cowl. Adjust the horizontal position of the
radiator until the gap is equal at both sides, then C 401
tighten the screws at the base of the radiator.
3 Check the distance between the radiator cowl and 6 Fit the air ducts (C2) between the induction
the fan blades at the top and the bottom of the fan. manifolds and the radiator.
The gap between the fan blades and the radiator 7 Fit the air ducts (B2) between the turbochargers
cowl, at the top and bottom, must be equal. If and the radiator. Fit and tighten the support brackets
necessary, adjust the position of the fan cowl by (A2 and B1).
releasing the screws at each side. When the gaps are 8 Fit the coolant pipes (A3) between the thermostat
equal, tighten the screws securely. housing and the radiator.
4 Fit the coolant pipe assembly between the coolant 9 Fill the radiator with the correct coolant mixture and
pump and the radiator. to the correct level, as given in the User's Handbook
5 Fit the assembly of fan guard (A1) TSD 3250.
10 Operate the engine and check for leakage of
coolant.
21
Radiator
1 Use a brush and a solution of detergent to remove

oil and dirt from the fins of the tubes. Rinse the
radiator with clean water and dry it with compressed
air.
If the radiator or the integral air charge cooler have
become contaminated with engine lubricating oil, the
air chambers, the coolant chambers and the tubes
must be cleaned as follows:
2 Soak the assembly in an approved emulsifiable
fluid for 10 or 15 minutes. Wash thoroughly the
assembly in clean water and allow to dry before it is
used.
Caution: The immersion of the complete assembly
may not be practical and the radiator must be
dismantled partially to enable the fluid to be sprayed
into each tube and each chamber. Ensure that all
components are wet thoroughly and allow them to
soak for 10 to 15 minutes. Clean the tubes and the
chambers with steam or with high-pressure water
from a jet. Dry the components before they are
assembled.
3 If possible, test the radiator for leakage. Give a full
application of a solution of soft soap to the outside of
the radiator. Apply compressed air at a maximum
pressure of 1,4 kgf/cm2 (20 lbf/in2) to the section for
the engine coolant, or 2.1 kgf/cm2 (30 lbf/in2) to the
section for the air charge cooler. Check for bubbles of
air, especially at each end of the tubes. If leakage is
found, the repair must be done by a specialist, or the
radiator must be renewed.
21
Coolant pump
To remove
1 If relevant, remove the radiator, operation 21-1.
2 Drain the cooling system (refer to User's Handbook,
TSD 3250).
3 Make a mark on the cover (A5) of the coolant pump
and the body (A2) of the coolant pump, to assist when
the pump is assembled.
4 Remove the fan, operation 21-9 and loosen the
drive belts.
5 Disconnect the hose coupling (A1).
6 Disconnect the hose clips and hose (A3) and
remove the four bolts which secure the connection for
the outlet (A4) to the coolant pump. Remove the
connection.
7 Remove the bolts which fasten the coolant pump to
the timing case and remove the coolant pump.
Discard all joints.
To fit
1 Fit the coolant pump to the timing case. Use new
joints where necessary. A 347
2 Fit the connection for the outlet (A4) to the coolant
pump and fit the hose (A3) and hose clips between
the connection and the oil cooler.
3 Fit the hose and hose clips (A1).
4 Fit the drive belts and set the tension of the drive
belts, operation 21-11.
21
7 Remove the two seals (A2 and A3) from the shaft.
To dismantle and to assemble 21-4 8 Remove the disc (A13).
To assemble
Caution: Certain special tools are needed to
dismantle and to assemble the coolant pump. It is 1 Ensure that all parts are clean.
recommended that an exchange unit is fitted but if the 2 Lubricate lightly the bearings. Fit, in the correct
special tools are available, proceed as follows: sequence, the bearings and the spacer onto the shaft.
Tighten lightly the nut (A10) which retains the
To dismantle
bearings on the shaft.
1 Remove the cover (A1) of the coolant pump. 3 Fit the shaft assembly into the casing of the coolant
2 Remove the nut (A8) which retains the drive gear pump and fit the circlip. Push the shaft assembly into
and remove the drive gear (A9). the casing and measure the gap between the circlip
3 Remove the nut (A10) and the circlip (A7). (A7) and the outer bearing and make a note of the
number obtained. Remove the circlip and remove the
4 Press the shaft and impeller assembly from the
shaft assembly from the casing.
casing (A12) of the coolant pump.
4 Insert the oil seal (A5) into the counterbore of the
5 Remove the bearings (A11), the spacer (A6) and
pump casing, ensure that the open side of the seal is
the oil seal (A5) from the casing.
toward the bearings.
6 Remove the two locking screws (A15) from the
impeller (A14) and press the shaft (A4) out of the
impeller.
A 403
21
5 Apply a small amount of 'Arpal Limit Liquid Soap' or 8 Loosen the nut (A10), apply 'Loctite 242' to the
an equivalent concentrate of neutral detergent to the threads, then tighten the nut to 100 Nm (74 lbf ft).
outer edge of the counterface (A3). Fit the 9 Apply a small amount of glycerine or a solution of
counterface into the casing with the side which has a soap to the bore of the coolant seal (A2). Fit the
protrusion toward the impeller. Do not use rubber coolant seal onto the shaft, ensure that the face of the
grease or oil to lubricate the counterface. seal is toward the counterface (A3).
6 Apply 'Loctite 270' to the threads of the screws 10 Apply a small amount of oil to the chamfer of the
which retain the disc (A13). Fit the disc and fit the bore of the impeller. Press the impeller onto the shaft
screws. until the front face of the impeller is aligned with the
7 If the gap between the circlip and the outer bearing shoulder of the shaft and ensure that the holes for the
of the shaft assembly was between 0,05 and 0,2 mm locking screws are also aligned.
(0.002 and 0.008 in), fit the shaft assembly to the 11 Fit, temporarily, the cover of the coolant pump and
casing of the coolant pump. If the gap was larger than check the size of the clearances between the impeller
0,2 mm (0.008 in), the correct thickness of shims must and the casing and between the vanes of the impeller
be fitted between the spacer and the bearings to and the cover. The clearance between the impeller
ensure that the end-float of the shaft assembly is and the casing should be a minimum of 0,35 mm
between 0,05 and 0,2 mm (0.002 and 0.008 in). When (0.014 in) and the clearance between the vanes of the
the end-float is correct, apply a very small amount of impeller and the cover should be a minimum of 1,1
'Shell Alvania R3 grease' to the largest diameter of mm (0.043 in). Fit the cover.
the shaft and fit the shaft assembly to the casing of
the coolant pump. Fit the circlip.
A 403
21
12 Apply 'Loctite 242' to the locking screws and fit the
locking screws.
If the holes for the locking screws cannot be aligned,
new holes must be drilled and tapped. Use the
procedure which follows:
i Use a 4,00 mm (0.156 in) drill to drill two holes
(A1), 12 mm deep, at opposite sides of the shaft as
shown in the cross-section (A). Ensure that the new
holes are away from the original holes.
ii Tap the holes, with a 2BA tap, to a depth of 10
mm. Apply 'Loctite 242' to the two locking screws and
fit the locking screws until the heads are aligned
precisely with the face of the impeller (A2) and the A 404
shoulder of the shaft (A3). Remove all debris from the
components.
13 Fit the drive gear, apply 'Loctite 242' to the nut and
the nut to a torque of 88 Nm (65 lbf ft).
14 Fit the cover and retain it with temporary nuts.
21
Thermostat
To remove
1 Drain coolant from the cooling system until the level
is below the thermostat housing (A2), refer to User's
Handbook, TSD 3250.
2 Remove the hose clips (A3) and disconnect the
pipe (A4) from the thermostat housing.
3 Remove the four screws and lift away the
A 405
thermostat housing. Withdraw, carefully, the
thermostat from its housing.
To fit
1 Ensure that the contact faces of the thermostat
housing (A2) and the adaptor (A1) are clean and free
from damage.
2 Ensure that the thermostat seal is fitted in the
housing and fit the thermostat fully into the housing.
3 Fit the thermostat housing to the adaptor and fit the
four screws, complete with spring washers, and
tighten the screws evenly and gradually.
4 Fit the hose and clips (A3) between the pipe (A4)
and the thermostat housing.
B 195
5 Fill the cooling system with the approved coolant
mixture. If the thermostat does not operate correctly during this
6 Operate the engine and check for leakage. When test, the thermostat must be renewed.
the engine has cooled, check the coolant level. 3 Inspect the seal which is inside the thermostat
housing. Check for damage to the 'Viton' lip and
ensure that the seal is secure. If there is doubt that the
To clean and to inspect 21-6 seal is suitable for further use, it must be renewed.
1 Use a brush and some detergent to clean

thoroughly the thermostat and its housing. Check for
distortion, for cracks, for damage and for valves which
are tight. If there is doubt that the thermostat is
suitable for use, it should be renewed.
If the thermostat is acceptable visually, do the test
which follows:
2 Put the unit in a tank of water and heat the water
until the thermostat is just open. Make a note of the
temperature of the water, which should be 82°C ±2°.
Continue to heat the water and make a note of the
temperature when the thermostat is open fully. This
temperature should be 95°C ±2°. The normal
movement of the sleeve (B1) is 9,5 mm (0.37 in).
21
To inspect the thermostats
of early engines 21-7
Single element type (part number CV301)

Put the unit in a tank which contains water at a
constant temperature of 20°C. Leave the unit in the
tank for five minutes, then immerse it in another tank
which contains water at a constant temperature of
100°C. Make a note of the time which elapses before
the valve has opened enough to allow a 0,05 mm
(0.002 in) feeler gauge to enter. It should be between
30 and 40 seconds. A 406
Make a note of the time which elapses before the To check the speed at which the valves operate:
valve is open by 12,7 mm (0.5 in); this should be
With all of the valves closed fully, lower the thermostat
between 90 and 120 seconds.
into water which is at boiling point. The water must be
Next, lower the unit into a tank which contains water of a level
at a temperature of 20°C and make a note of the time
Fill a container with water to the level of the valve
which elapses for the valve to close fully. This should
plate and heat the water to boiling point. Lower the
be between 25 and 35 seconds.
thermostat into the water, the correct way up as
Thermostats which do not operate with in limits given, shown (A), and make a note of the time which elapses
must be renewed. between the moment of immersion and the moment
when each valve is open enough to allow a 0,05 mm
Triple element type (part number OE43404)
(0.002 in) feeler gauge to enter.
To check the temperature at which the valves
Keep the water at boiling point and make a note of the
operate, proceed as follows:
time between the moment of immersion and the
The temperature at which each valve opens is moment when all valves are open fully.
stamped on its base. Make a mark on the strap (A1)
Remove the thermostat and lower it into a container
of the valve which should open first. Put the
of cold water. Make a note of the time between the
thermostat in a container filled with water to the level
moment of immersion and the moment when all
of the valve plate (A2). Put an accurate thermometer
valves are closed fully.
as close as possible to the valves.
Compare the times obtained with these limits:
Heat the water and make a note of the temperature at
which the first valve opens enough to allow a 0,05 mm First valve begins to open: Within 15 seconds.
(0.002 in) feeler gauge to enter. Other valves begin to open: Within 20 seconds.
All valves open fully: Within 60 seconds.
All valves closed in cold water:4 to 8 seconds.
temperature at which the other valves open.
Thermostats which do not operate with in limits given,
must be renewed.
temperature at which each valve is open fully. That is,
when the valve stops at about 9,5 mm (0.375 in).
Compare the dimensions obtained with these limits:
First valve opens: 77 to 81°C
Other valves open: 81 to 85°C
All valves fully open: 93 to 97°C
21
Emergency action 21-8
If the thermostat is faulty, and a new thermostat is not

immediately available, it can the retained, but in the
open position only. The valve/s of the thermostat must
be held open by a metal tube, which is non-ferrous,
which fits around the valve stem. This will cause the
coolant temperature to be lower than normal. To raise
the coolant temperature, put a cover over part of the
radiator. This is only temporary until a new thermostat
can be fitted.
Fan
To remove
2 Remove four of the bolts (A2) and spring washers.
Hold the fan (A1) with a suitable rope sling and a hoist
before the last two bolts are removed. Lift the fan
away from the engine.
To fit
A 346
1 Use a suitable hoist and a rope sling to hold the fan
against its pulley. Insert the six bolts, with NEW spring
washers, and tighten each bolt to a torque of 46 Nm
(34 lbf ft).
2 Check that the spring washers have seated
correctly and have not spread out. If any have
become distorted or have spread out from under the
bolt head: remove the relevant bolt, fit a new spring
washer, tighten the bolt to a torque of 46 Nm (34 lbf ft)
and check that the new spring washer has seated
correctly.
Fit the radiator, operation 21-1.
21
Fan adaptor
Note: If the fan adaptor is removed and fitted, or is

renewed, the end-float of the auxiliary drive shaft can
be affected. The fuel injection pump and the auxiliary
drive coupling will have to be removed to enable the
end-float to be checked and, if necessary, adjusted,
see operation 15-3.
To remove
3 Loosen the tensioner for the drive belts and remove
the drive belts.
4 Remove the fan pulley, together with shims if fitted.
5 Remove the eight bolts (A2) and remove the fan
adaptor assembly from the engine.
To fit
1 Fit a new joint (A4) to the fan adaptor and fit the fan
adaptor to the timing case. Ensure that the part of the
fan adaptor marked TOP is toward the top of the
engine. Fit the bolts and spring washers and tighten.
Check and, if necessary, adjust the end-float of the A 407
auxiliary drive shaft, operation 15-3.
To assemble
2 Fit the pulley, together with shims, if necessary.
1 Use a press to fit the ball bearing into the housing.
Tighten the bolts which retain the pulley, but not fully.
2 Fit the spacers into the housing and fit the roller
3 Fit the drive belts and set the belts to the correct
bearing.
tension as given in operation 21-11.
3 Fit the circlip and the oil seal.
4 Tighten the bolts which retain the pulley.
4 Fit the shaft and the nut and washer. Tighten the
nut to a torque of 135 Nm (100 lbf ft).
To dismantle
1 Remove the pulley together with any shims.
2 Remove the nut (A3) and withdraw the shaft (A11).
3 Remove the oil seal (A10) and the circlip (A9).
4 Press the roller bearing (A8), the spacers (A6 and
A7) and the ball bearing (A5) out of the housing (A1).
21
To check and to adjust the
tension of the fan belts 21-12
To check
Renew a belt if it is worn or damaged. Where more
than one belt is used between two pulleys, all of the
belts must be renewed together.
To ensure maximum belt life, it is recommended that
a belt tension gauge is used to check the tension of
the belt. Fit the gauge at the centre of the longest free
length and check the tension. If a 'Gates' gauge is
used, the correct tension is 200 to 250 N (45 to 56 lbf).
When new belts are fitted the tension must be set
between 250 and 300 N (56 and 67 lbf).
Where more than one belt is used between two
pulleys, check/adjust the tension on the tightest belt.
To adjust
1 To adjust the tension of the fan belts (A1), loosen
the lock nuts on the adjustment bolt (A2), loosen the
large lock nut, behind the tensioner pulley (A3), and
turn the adjustment bolt (A2) until the correct belt
tension is obtained. Tighten the lock nuts and check
again the tension of the belts.
A 408
How to renew the fan belts 21-13
1 To renew the fan belts, remove the six bolts which

fasten the fan to the pulley and push the fan forward
into the radiator cowl.
2 Loosen the belt tensioner and remove the old belts.
Ensure that the pulley grooves are free from grease
and dirt and fit a new set of belts.
3 Fit the fan and tighten the bolts securely. Adjust the
fan belts to the correct tension, operation 21-11.
21
Oil cooler - large version
To remove
TSD 3250).
2 Drain the lubricating oil from the sump (refer to
User's Handbook, TSD 3250).
3 Remove the dipstick tube (A2).
4 Put a suitable container under the oil cooler (A3) A 398
and remove the oil filter canisters.
10 Fill the sump to the 'H' mark on the dipstick
5 Loosen the hose clips of the hoses at each end of
(UPPER on the dipstick of early engines) with an
the oil cooler and separate the hoses from the oil
approved lubricating oil.
cooler.
11 Fill the cooling system with the approved coolant
6 Disconnect, from the oil cooler, the oil pipe of the
mixture.
primary oil filter, if fitted.
12 Operate the engine and check for leakage. When
7 Remove the three screws from each of the three oil
the engine has cooled, check the oil level on the
connections and remove the pipes (A4 and A5),
dipstick and, if necessary, add more oil to the sump.
complete with their bobbins and 'O' rings.
8 Remove the four bolts which retain the oil cooler
and remove the oil cooler.
To fit
1 Fit new 'O' rings to the long bobbin and fit the
bobbin through the sump and into the lubricating oil
pump.
2 Fit new 'O' rings to the short bobbin and fit it into the
oil cooler.
3 Fit the oil cooler to the crankcase and fit the four
bolts, complete with plain and spring washers, to
retain the assembly.
4 Fit the oil supply pipe between the sump and the oil
cooler. At the sump end: use a new joint and fit,
carefully, the connection over the bobbin. At the oil
cooler end: fit a new 'O' ring. Secure each end of the
pipe with three bolts and spring washers.
5 Fit new 'O' rings to the drain pipe (A5) for the relief
valve. Fit the drain pipe between the oil cooler and the
sump, complete with a new joint. Fit the three bolts
and spring washers.
6 Connect the pipe of the primary oil filter, if one is
fitted.
7 Slide the two hoses over the ends of the pipes and
align and tighten the four hose clips.
8 Fit the dipstick tube and insert the dipstick.
9 Fit new oil filter canisters, operation 19-1.
21
To dismantle
1 Remove the four bolts and retainer plates from the
ends of the oil cooler casing.
Note: The end of the tube stack which includes the
90° elbow is the rear end.
2 Push the tube stack through the casing, from the
rear end, enough to allow access to the two sealing
rings in the front end of the casing. Remove the two
sealing rings, then push the tube stack through the
casing, from the front, until it is free from the casing.
Remove the two sealing rings from the rear end of the
casing. Discard the sealing rings.
3 Remove the plug for the oil pressure relief valve
and withdraw the spring and the plunger. Discard the
sealing washer.
4 Remove, if necessary, the two adaptors for the filter
canisters.
To assemble
Ensure that all of the bores of the casing are clean.
1 Fit new sealing rings to the grooves at the front end
of the casing. Push the tube stack through the casing,
from the rear end, until the front of the tube stack has
passed the end of the casing and the grooves in the
rear end of the casing can be seen. Fit new sealing
rings to the grooves at the rear end of the casing and
push the tube stack toward the rear until there is an
equal distance between each end of the tube stack
and the ends of the casing. Fit the setscrews and the
retainer plates.
2 Ensure that the bore for the oil pressure relief valve
is clean. Apply a small amount of clean lubricating oil
to the plunger and fit the plunger and its spring to the
bore. Fit the plug, complete with a new sealing
washer, and tighten it to a torque of 61,5 Nm (45 lbf ft).
3 Fit the adaptors for the filter canisters. Tighten each
adaptor to a torque of 55 Nm (40 lbf ft).
21
To clean
1 Wash the tube stack in Kerosene, dry the tube
bores with an air jet then wash the pack in hot fresh
water. To loosen hard deposits in the tubes, soak the
tube stack in a solution of inhibited sulphamic acid.
The solution must be made and used in accordance
with the manufacturer's instructions. When the action
of the solution is finished, dip the tube stack in a
solution made from: 0,5 kg (1 lb) of sodium carbonate
to 25 litres (5 UK gallons) of hot water. The final
operation is to dry inside the tubes with compressed
air.
Use a brush and a compressed air jet to clean the
tube bores, then wash the tube stack in hot fresh
water.
2 Clean the housing of the heat exchanger, in a
solvent which is not caustic, and wash in hot water.
To inspect
Inspect the tube stack for corrosion, for failure of the
soldered joints and for damage. If possible, apply a
pressure test to the bores of the tube stack: Apply a
pressure of 1.7 kg/cm2 (25 lbf/in2) of air to the bores
of the tube stack, immerse it in a tank of water at a
temperature of 80°C and check for leaks.
Inspect, visually, the internal bores of the casing.
Ensure that there are no restrictions.
21
Oil cooler - small version
To remove
TSD 3250).
2 Drain the lubricating oil from the sump (refer to
User's Handbook, TSD 3250).
3 If the oil cooler is to be dismantled, put a container
under the oil cooler (A2) and remove the filter
A 416
canisters (A4).
4 Loosen the hose clips of the hoses (A1 and A5) and
separate the hoses from the oil cooler. To dismantle and to assemble 21-18
5 Disconnect, from the oil cooler, the oil pipe of the
primary oil filter, if fitted. To dismantle
6 Remove the three screws of the oil connection (A3) 1 Remove the setscrews at each end of the oil cooler
and the four screws which retain the oil cooler. casing. Make a temporary mark at one end of the tube
7 Remove the oil cooler from the engine. stack to ensure that the tube stack will be fitted in the
same direction as it was before its removal.
To fit
2 Push the tube stack out of one end of the casing,
1 Fit new 'O' rings to the bobbins and fit the bobbins just enough for the sealing ring to be removed from
to the oil cooler. the end of the tube stack, then push it out of the
2 Fit the oil cooler and tighten the screws of the oil opposite end, withdraw the tube stack and remove the
cooler and of the connection (A3). second sealing ring.
3 If the engine is fitted with a primary oil filter, connect To assemble
the pipe.
1 Fit the tube stack into the casing of the oil cooler,
4 Slide the two new hoses over the ends of the pipes
then fit new sealing rings to each end of the tube
and align and tighten the four hose clips.
stack. Ensure that the there is an equal distance
5 Fit new oil filter canisters, operation 19-1. between each end of the tube pack and the ends of
6 Fill the sump to the 'H' mark on the dipstick (UPPER the casing.
on the dipstick of early engines) with an approved 2 Fit new sealing rings to the end covers and fit the
lubricating oil. end covers to the casing.
7 Fill the cooling system with the approved coolant 3 If the adaptors for the oil filter canisters have been
mixture. removed, they must be fitted and tightened to a torque
8 Operate the engine and check for leakage. When of 54 Nm (40 lbf ft).
the engine has cooled, check the oil level on the
dipstick and, if necessary, add more oil to the sump.
The procedures to clean and to inspect are the same as

those for the large oil cooler. Refer to operation 21-15.
21
Fits and clearances
Bearings in housing (A1)
Bore of housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6,980 to 46,996 (1.8496 to 1.8502 in)
Outer diameter of bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6,99 to 47,00 (1.84999 to 1.85039 in)
Clearance up to . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0,0063 (0.00021 in)
Interference up to. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0,0199 (0.00079 in)
Bearings on shaft (A2)

Bore of bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19,985 to 20,000 (0.7868 to 0.7874 in)
Diameter of shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19,997 to 20,005 (0.7873 to 0.7876 in)
Clearance up to . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0,003 (0.00012 in)
Interference up to. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,01 (0.0004 in).
A 409
22
Flywheel and flywheel housing 22
General description
The steel flywheel is fitted with a hardened starter
ring. The flywheel is fastened securely to the rear face
of the crankshaft by a clamp ring and 16 cap screws.
A dowel ensures that, when the flywheel is fitted, the
timing marks on the flywheel are in the correct
relationship to the crankshaft.
The flywheel housing is fastened to the engine by 14
bolts and spring washers, and two studs with nuts and
spring washers. Certain engines have two ring dowels
fitted between the crankcase and the flywheel
housing.
22
Flywheel
Special tools:
Guide studs, 21825 811
Lift adaptor for flywheel, 21825 906
To remove
To obtain access to the flywheel, the engine must be
disengaged from its driven unit and its radiator, and, if
a build stand is available, it should be fitted to it,
operation 16-1.
If a build stand is not available, disengage the engine
from its driven unit, remove the radiator, operation 21-1,
and put the engine on its sump on a strong hard floor.
1 Open the relevant cover on the flywheel housing
(A3) and remove the timing pointer.
2 Remove three cap screws from the flywheel (A1)
and fit the three guide studs, 21825 811, through the
flywheel and into the crankshaft at the positions
shown (A2). Remove the remainder of the cap screws
and withdraw the clamp ring.
3 Remove carefully the flywheel from the crankshaft.
Use the lift adaptor, 21825 906, and a suitable hoist to
remove the flywheel from the engine.
5 Fit the cover for the timing pointer. Retain the cover
4 Withdraw the dowel from the rear end of the with two bolts and spring washers.
crankshaft and remove the guide studs.
To fit
To inspect 22-2
1 Fit the dowel to the rear end of the crankshaft and
fit the three guide studs, 21825 811, to holes in the 1 Check for distortion the bolt holes and the dowel
end face of the crankshaft at the positions shown (A). holes. Check also the contact face for signs of wear.
Use a suitable hoist and the lift adaptor, 21825 906, to 2 Check the teeth of the starter ring for wear or
hold the flywheel to enable the dowel hole to be damage. It is recommended that the starter ring is
aligned with the dowel in the end face of the renewed if the teeth are worn or damaged
crankshaft. excessively.
2 Fit the clamp ring over the guide studs and insert
the 13 cap screws through the clamp ring and into the
bolt holes. Tighten, evenly and gradually, the cap
screws until the flywheel is in contact with the end
face of the crankshaft.
3 Remove the guide studs and fit the three cap
screws which remain. Tighten each cap screw to 315
Nm (232 lbf ft).
4 Apply one drop of 'Loctite 222' to the threaded hole
in the flywheel housing for the timing pointer. Fit
carefully the timing pointer into its thread until the tip
of the timing pointer is just in contact with the flywheel.
Then turn the timing pointer one and a half turns anti-
clockwise.
22
Starter ring
To renew 22-3
1 Use a machine to drill, axially, several holes

through the starter ring of the flywheel assembly at
opposite positions on the diameter until the starter
ring is weak enough to be driven from the flywheel. Do
not try to drill the holes through the hardened teeth.
Ensure that the flywheel is not damaged during this
operation.
2 Check the surface finish of both the flywheel and
the new starter ring. Ensure that both components are
clean.
3 Heat evenly the new starter ring to 200°C (392°F),
fit the starter ring onto its location on the flywheel and
rotate it to ensure that its seat has continuous contact
with the flywheel.
Caution: Ensure that the chamfers on the teeth of
the gear are furthest from its seat on the flywheel
4 Allow the starter ring to cool naturally. Use a feeler
gauge to check that the starter ring is tight against the
shoulder of the flywheel.
22
Flywheel housing Early engines do not have dowels. If a flywheel
housing is to be fitted one of these engines, the
concentricity of the large bore must be checked. Use
To remove and to fit 22-4 the procedure which follows:
a Obtain an M16 x approximately 155 mm long
Special tools: bolt and a rod of a length and diameter which is
a suitable support for a dial test indicator. Weld
Guide studs, 21825 809
one end of the rod onto the bolt head squarely
to the bolt. Put a nut on the bolt and fit the bolt
To remove in the end face at the rear of the crankshaft.
Tighten the nut when the rod is in a suitable
1 Disconnect and remove the starter motor position for the dial test indicator. Set the button
assembly, operation 23-20. On engines with the of the dial test indicator on the machined inner
starter motor fitted to the 'A' bank side, remove the wall of the flywheel housing.
dipstick assembly.
b With the dial test indicator at the top of the bore,
2 Remove the flywheel, operation 22-1. set the reading to zero and rotate the crankshaft
3 Remove the bolt and spring washer which retain until the button of the dial test indicator is at the
the bracket for the coolant crossover pipe. bottom of the bore. The reading must not be
4 Remove two of the bolts which retain the flywheel more than +0,30 mm (0.012 in) nor more than -
housing; the bolts must be from horizontally opposite 0,10 mm (0.004 in).
sides of the housing. Fit the two guide studs, 21825 c With the button of the dial test indicator at one
809, into the bolt holes. side of the flywheel housing bore, set the
5 Use a lift bracket and a suitable hoist to hold the reading to zero and rotate the crankshaft until
flywheel housing and remove the remainder of the the button is at the opposite side of the flywheel
bolts and the two nuts. Slide the flywheel housing housing. The reading must not be more than
away from the engine. Remove the two ring dowels if +0,20 mm (0.008 in) nor more than -0,20 mm
fitted. (0.008 in). If any of the readings are not within
these tolerances, the position of the flywheel
To fit housing must be adjusted.
1 Ensure that the rear face of the crankcase and the d Check again the axial run-out and, when
faces of the flywheel housing are clean and free from correct, remove the dial test indicator and
damage. Fit the two ring dowels to the crankcase, if tighten the bolts of the flywheel housing to 95
relevant. Nm (70 lbf ft). Remove the bolt from the
2 Fit the two guide studs, 21825 809, to the crankshaft. Remove the lifting plate.
crankcase, one to each side of the rear face. Fit the 3 Fit the flywheel, operation 22-1.
flywheel housing over the guide studs and fit 12 bolts 4 Fit the starter motor, operation 23-20 and fit the
and spring washers. Remove the guide studs, fit the dipstick.
other two bolts and spring washers and fit a nut and
spring washer to each of the two studs. Tighten the
bolts and nuts to a torque of 95 Nm (70 lbf ft).
23
Electrical equipment 23
General description
The batteries are charged by a circuit of 30 ampere Both types of solenoid are mounted within the 'V' of
capacity. Technical data for the electrical equipment the engine and are connected directly to the stop
is given in section 11A. control of the fuel injection pump assembly.
One of two types of alternator is fitted to the engine: a Two warning switches are included in the cooling
Butec Type A13 alternator, together with a Butec system and the lubrication system. They give
Type R1 voltage regulator; or a Butec Type A3024 protection to the engine if the coolant temperature or
alternator which has an integral voltage regulator. the oil pressure exceed the permissible limits. Certain
engines are fitted with an extra switch which gives
The starter motor fitted to the 3008 series engine is a
protection to the engine if the coolant level is below a
Butec MS1A. Certain engines are fitted with a CAV
certain limit.
S130L starter motor. Both types are flange mounted
on the flywheel housing and engage with a standard A typical wiring diagram for a 3008/CV8 engine is
starter ring gear which is integral with the flywheel. shown (A).
On engines which are fitted with twin starter motors,
CAV S130L type starter motors are used. 3008 series
engines are fitted with a Synchrostart 2003 solenoid.
Early engines were fitted with a CAV Type 368
solenoid unit used in the 'energised-to-run' setting.
TYPICAL WIRING DIAGRAM Cable Data

3012/CV12 ENGINES 24 Volt Battery* Section Area
Size
Start Relay*
* SUPPLIED BY CUSTOMER
C.A.V. Type 444 Start*
Master Switch
Ammeter
40-0-40 24 Volt
2.8 Watt
Lamp
Field When Start Relay
Isolate Omitted*
Switch
To
Tachometer
BUTEC TYPE MS 6
BUTEC TYPE A3024 STARTER MOTOR
30 AMP ALTERNATOR
A 118
23
The three phase (star connected) alternator is of the A3024
Alternator
rotating field and stationary armature (stator) type (A).
The rectifier consists of six silicon diodes. These are
retained by the two heat sinks in the assembly of the
rectifier, which is in the housing at the slip ring end.
Excitation of the field is done by three auxiliary diodes
which are assembled in the centre of the rectifier.
The output is controlled by an integral regulator and
the maximum rated output (hot) is 32 amperes at 28 REG
volts. A diagram of connections for a suitable dynamic
test rig is shown (B).
A 115
The three phase, delta connected alternator is of the Test Bench
rotating field, stationary armature (stator) type and is
cooled by a fan on the rotor shaft. The rectifier
consists of six, heavy-duty silicon diodes which are
retained in two heat sinks. Three auxiliary field
A3024
sensing diodes in a diode capsule are connected to
the AC terminals of the stator to allow the use of a 24 Volt
Battery
warning light. 24 Volt
2.8 Watt
Load
The heavy-duty bearings of the rotor are sealed for
life, and the assemblies of the slip rings and of the
carbon brushes have a shield to prevent the entry of
dirt.
B 116
The alternator is used with a Type R1 voltage
regulator.
1 Switch
2 Battery
Type R1 voltage regulator
Hold in
The Type R1 regulator uses only transistors and there Pull in
is no requirement for maintenance. To match the
requirements of the operator, a variation in the
voltage of the output may be obtained by the use of
an adjustment screw. The adjustment screw is fitted 4 Switch
under a plug in the cover of the regulator. Turn
clockwise the screw to increase the voltage, and turn
anti-clockwise to reduce the voltage. Fit the plug after
the adjustment to seal the cover.
VIEW ON COMMUTATOR END
Butec type MS1A starter motor
C 117
The heavy-duty starter motor is flange mounted and
is operated by a 24 volt electrical supply. A solenoid
type of start switch is fitted on the outside of the
starter motor (C). The plunger of the switch also
actuates, by the use of a screw link and a shift lever,
the assemblies of the armature and the pinion. The
assembly of the pinion includes a device to ensure its
engagement, a clutch to ensure that the motor is not
overloaded, and a device for free rotation in one
direction.
23
Operation of the start button energises two windings Warning/engine stop switches
around the plunger of the solenoid. One winding pulls
Two switches are fitted to the engine: one in the
the plunger which causes the shift lever to move the
cooling system and one in the lubrication system.
pinion of the starter motor into mesh with the starter
They give protection to the engine if the coolant
ring. The other winding holds the plunger to ensure
temperature or the oil pressure exceed the
that the pinion remains in mesh. If the teeth of the
permissible limits.
pinion do not engage immediately, the pinion moves
backward against its spring and there is a small Certain engines have an extra switch which gives
amount of rotation until the engagement occurs. protection to the engine if the coolant level is below a
certain limit.
The start switch operates when the pinion is engaged.
The electrical current then flows directly from the The switches operate, according to the circuits for
battery to the starter motor. This circuit is parallel to specific applications, if there is an increase in the
the circuit through the winding which pulls the temperature of the coolant, if there is a decrease in
plunger, and the flow of current through the winding is the pressure of the engine lubricating oil or if there is
stopped. The winding which holds the plunger a decrease in the level of the coolant.
continues to be energised until the start button is
The switches are set at the factory to operate within a
released.
selected range of temperatures and pressures. Do
A device for free rotation in one direction is included not try to alter the settings.
in the pinion assembly to prevent damage to the
No maintenance is necessary for the switches except
armature, the pinion teeth and the starter ring when
to check at intervals for their correct operation.
the engine starts. When the start button is released, a
spring withdraws the pinion along the splined shaft of Stop solenoid
the armature to its original position.
The stop solenoid, which is generally for an
Butec S130L starter motor 'energised-to-run' system, is fitted on the inner wall of
the induction manifold of 'B' bank. The stop solenoid
Certain early engines are fitted with the Butec S130L
is connected to the stop control lever on the governor.
starter motor. The solenoid switch of this starter motor
is mounted around the armature shaft and operates in When the stop solenoid is energised, two circuits in
two phases. the windings of the solenoid actuate a plunger which
moves the lever of the stop control to the 'RUN'
The engagement of the pinion occurs at low power to
position. One winding pulls the plunger until the
prevent heavy engagement shock and excessive
internal switch contacts are separated. The circuit
wear of the pinion and flywheel ring gear. Full power
through the winding is then broken but the other
is applied when the pinion is fully engaged and
winding remains energised, with low consumption, to
securely retained in its position.
hold the plunger and retain the stop control lever in
The cables from the battery are connected to the main the 'RUN' position.
terminals, when the solenoid is energised the pinion
When the winding is de-energised, a spring returns
assembly moves forward to its first position. The
the plunger to its normal position and the lever of the
armature rotates at the application of low power,
stop control to the 'STOP' position. This occurs when
when the pinion has almost reached the fully engaged
the 'STOP' button is pressed, when an engine
position, the second phase contacts close and the full
protection device breaks the circuit, or when there is
battery power is applied. When the pinion sleeve is in
an electrical failure.
the fully forward position it is held securely.
The system needs an accurate adjustment of the
When the engine starts, the pinion speed increases
linkage between the stop solenoid and the lever of the
rapidly. A device then operates which allows the
stop control. An incorrect adjustment can cause
pinion to rotate at a faster rate than the armature until
damage to the fuel injection pump, or may burn the
both are at the same speed; the operation of the
windings which pull the plunger.
device then stops. If the engine starts to drive the
armature at a speed faster than the permitted
maximum, an excessive speed device will return the
pinion to its start position.
23
Precautions
To prevent damage to electrical components, these
precautions must be followed:
z Do not disconnect the battery while the engine is
in operation. This will cause a voltage surge in the
alternator charge system which will immediately
cause damage to the diodes or to the transistors.
z Do not disconnect an electrical wire before the
engine is stopped and all electrical switches are in
the "off" position.
z Do not cause a short circuit by the connection of
electrical wires to the wrong terminals. The correct
identification of the wire to the correct terminal
must be made. A short circuit or wrong connection
which gives reverse polarity will immediately
cause permanent damage to the diodes and to the
transistors.
z Do not connect a battery into the system until it
has been checked for correct polarity and voltage.
z Do not check for current flow with a spark contact
as the transistors can be damaged.
23
Alternator drive belt
To check 23-1
Renew a belt if it is worn or damaged. Where more

than one belt is used between two pulleys, all of the
belts must be renewed together.
To ensure maximum belt life, it is recommended that
a belt tension gauge is used to check the tension of
the belt. Fit the gauge at the centre of the longest free
length and check the tension. If a "Gates" gauge is
used, the correct tension is 200 to 250 N (45 to 56 lbf). A 186
When new belts are fitted the tension must be set
between 250 and 300 N (56 and 67 lbf).
Where more than one belt is used between two
pulleys, check/adjust the tension on the tightest belt.
To adjust the tension 23-2
1 Loosen the alternator pivot bolt (A2) and the

adjustment bolt (A1) and move the alternator to obtain
the correct belt tension. Tighten the two bolts.
2 Run the engine for 15 minutes and then check the
belt tension again. The tension must not be below 200
N (45 lbf). Check the tension of new belts every week
for four weeks then at the intervals given in the
service schedule.
To renew the alternator belt (A3) remove the fan belts

from the crankshaft pulley as given in operation 21-13.
3 Loosen the alternator adjustment bolts (A1 and A2)
and remove the old belt. Check both of the pulley
grooves for dirt and for grease and clean if necessary,
then fit the new belt. Adjust the tension of the belt to
between 250 N and 300 N (56 and 67 lbf). Fit and
adjust the tension of the fan belts, as given in
operation 21-11.
23
Alternator
It is not advisable to attempt repairs to the alternator.

This work requires specialist equipment and
knowledge. If alternator failure occurs, operator's are
advised to take advantage of the Perkins service
exchange scheme.
To remove
1 Disconnect the battery.
A 186
2 Remove the alternator guard, if fitted.
3 Disconnect the cables at the alternator.
4 Loosen the pivot bolt (A2), the bolt for the
adjustment of the alternator (A1) and the bolt which
holds the adjustment link to the front mounting.
Remove the drive belt (A3).
5 Hold the alternator, remove the adjustment link and
the pivot bolt and lift away the alternator from the
engine.
To fit
1 Hold the adjustment link for the alternator belt
against the front face of the front mounting of the
engine. Retain it loosely with its bolt, spring washer
and spacer.
2 Hold the alternator against its mounting bracket.
Insert loosely the pivot bolt through the bracket and
the alternator and into the threaded hole in the
mounting bracket. Fit the bolt for adjustment, with a
plain washer under its head, through the slot in the
adjustment link and through the lug of the alternator.
Fit loosely a plain washer, a spring washer and a nut
to the bolt.
3 Fit the alternator drive belt around the crankshaft
and alternator pulleys. Move the alternator on its pivot
bolt to tighten the belt. Set the tension of the belt as
given in operation 23-2.
When a pressure is applied at the centre of the free
belt length and the tension is between 250 N and 300
N (56 and 67 lbf), the tension of the belt is correct.
Tighten securely the bolts and nut of the adjustment
link and, also, the pivot bolt and nut.
4 Connect the cables at the alternator.
5 If relevant, fit the alternator guard.
6 Connect the battery.
23
To dismantle and to assemble 23-5 Stator

1 Inspect the windings and use a 12 volt battery and
To dismantle
test lamp to check the wires between each of the
1 Hold the pulley with the wrench OE44083 and three AC terminals and the frame of the stator. The
remove the pulley nut. Use the extractor, OE44398, to lamp should not illuminate.
withdraw the pulley, and remove the fan (A18). 2 Use the test lamp to check the continuity between
Remove the 'Woodruff' key (A15) from the rotor shaft. each AC terminal and the other two, in sequence. The
2 Remove the brush cover (A3) and gasket (A4), lamp should illuminate.
withdraw the brushes (A5), remove the four screws
Bearings
which retain the brush housing (A6) and remove the
housing. Check for wear the rotor bearings (A13 and A16) and,
3 Remove the three bolts (A20) and use a brass drift if necessary, renew them. One bearing is retained by
to tap lightly on the slip ring end of the rotor shaft to a plate in the bearing housing (A17); the other is held
separate the housing (A7) and the stator (A10). behind the slip rings on the rotor shaft. Both bearings
Before the units are separated, disconnect the three are sealed and do not need lubrication. The bearings
AC terminals. should not be removed unless it is necessary to
renew them.
4 Hold the housing for the drive end (A17) and press
carefully the rotor (A14) from the housing. Rotor
To assemble Check the resistance between the slip rings (A11). It
must be between 13 and 14.2 ohms. If the resistance
1 Press the housing for the drive end (A17) onto the
exceeds these limits, or if the rotor coil has no
rotor shaft.
continuity, or if the circuit is connected to earth, the
2 Hold the stator against the housing (A17) and align rotor must be renewed.
its bolt holes. Connect the stator terminals to the
insulator (A1) in the other housing (A7), hold the Inspect the slip rings for wear and damage.
housing (A7) in its position on the stator and fit loosely Unserviceable slip rings may be renewed as follows:
the three bolts (A20) and their nuts. Press carefully 1 Unsolder the wire which connects the rotor coil to
the complete assembly together and tighten the the outer slip ring, bend the wire until it is parallel with
through bolts to a torque of 7,5 to 9,5 Nm (5.5 to 7.0 the shaft and unsolder the wire from the inner slip
lbf ft). ring. Pull or press off the slip rings and remove the
3 Fit the housing for the carbon brushes (A6) and the insulation washer (A12).
carbon brushes (A5). 2 Apply carefully only moderate heat to the new slip
4 Fit the diode capsule (A2) and connect the wire to ring assembly (A11), to prevent cracks that may occur
the field terminal. when it is fitted. Fit a new insulation washer. Align the
5 Fit the 'Woodruff' key (A15) and fit the fan (A18), the slots of the slip ring assembly with the rotor coil wires
pulley and the washer. Tighten the nut (A19) to a and press it, carefully, up to the shoulder on the rotor
torque of 95 Nm (70 lbf ft). Rotate the rotor to check shaft. Solder the coil wires to the new slip rings.
for signs of interference. 3 Set the rotor assembly in a lathe and remove only
the minimum material from the faces of the slip rings
to ensure that they are in concentricity with the shaft.
To clean 23-6 The reading on a dial test indicator should not exceed
a total of 0,05 mm (0.002 in).
To dismantle
Carbon brushes
1 All components should be cleaned thoroughly
before they are inspected. Renew the carbon brushes if they are damaged or
if they are worn and exceed the minimum length of
2 Remove all dirt and carbon from the components by
4,8 mm (0.188 in).
the careful use of compressed air and clean the stator
by the use of a rag which is damp with 'Genklene N'.
Ensure that the stator is dry before it is tested.
23
A
A 412
23
Rectifier To assemble
Check each diode separately: use a 12 volt battery 1 Fit the spacer (A10) to the rotor shaft, with the large
and lamp connected between the terminal post of the diameter next to the rotor. Press the housing (A17)
diode and the relevant heat sink. Check again with the and its bearing onto the rotor shaft. Apply pressure to
transposed probes to obtain a reverse current. If a only the inner race.
diode is faulty, its rectifier assembly must be renewed. 2 Fit a new 'O' ring (A5) to the housing (A4).
The positive rectifier assembly and the negative
3 Inspect the insulation sleeves and renew them if
rectifier assembly are shown on page 222 (A23 and
necessary. Fit the assembly of the stator to the
A24 respectively).
housing (A4). Ensure that the bolt holes, and the
1 If the lamp illuminates in one direction only, the marks which indicate the correct relationship of the
diode is acceptable. housings, are aligned correctly.
2 If the lamp illuminates in both directions, the diode 4 Fit carefully the rotor assembly and the housing of
is unserviceable. the drive end (A17) into the stator assembly and the
3 If the lamp does not illuminate in either direction, housing of the slip ring end (A4). Ensure that the bolt
there is no continuity in the circuit of the rectifier. holes, and the marks which indicate the correct
relationship of the housings, are aligned correctly.
5 Fit a 'Belleville' washer to each of the four long
Butec type A3024 alternator bolts. Fit the bolts and tighten evenly to a torque of 4.9
Nm (44.0 lbf in).
6 Fit the assembly of the carbon brush holder, fit the
To dismantle and to assemble 23-8 screws and the 'Belleville' washers and tighten to 1.69
Nm (15.0 lbf in). Ensure that the carbon brushes
To dismantle move freely in their holders.
Before the alternator is dismantled, mark all of the
housings to ensure that their correct relationship is
obtained during assembly. For these operations, refer
to the illustration (A) on page 224.
1 Release the nut (A13), remove the washer, the fan
(A14) and the pulley. Remove the 'Woodruff' key
(A12) from the shaft and withdraw the spacer.
2 Remove the suppression capacitor (A6) from the
main output terminals, release the three screws and
lift away the end cover (A7).
3 Remove the two screws and the 'Belleville' washers
which retain the regulator (A2), and disconnect the
'Lucar' terminals - two on the carbon brush holder
(A3) and one on the negative rectifier (A8).
4 Disconnect the 'Lucar' terminal from the carbon
brush holder and lift away the holder assembly.
5 Remove the four screws (A15) and the square nuts
(A16) which are inserted in the housing of the drive
end (A17).
6 Remove the long bolts (A1) and separate the
assembly of the rotor and the housing (A17) from the
assembly of the stator and the housing (A4).
7 Remove the three screws from the plate which
retains the bearing in the housing (A17). Press out, or
use a puller to remove, the assembly of the rotor (A9)
and the bearing (A18).
8 Unsolder the three wires of the stator (A11) from the
assembly of the rectifier. Separate the stator from the
housing (A4).
23
23
7 Connect the D+ and the F- cables to the 'Lucar'
terminals as shown (A1 and A5). Ensure that both of
the cables are retained under the internal lugs (A2
and A7) in the casting.
8 After the connections are made, fit two screws,
complete with 'Belleville' washers, to retain the
regulator. Tighten evenly the screws to a torque of
1.69 Nm (15.0 lbf in).
9 Bend the negative tags of the diodes down toward
the heat sink. Bend down each wire of the stator and
solder it to its tag, together with the wire of the
auxiliary diode. Solder the bottom face of each
positive tag, bend the tags around the wires of the
stator and solder the connections.
A 414
10 Fit the end cover and tighten the three screws to If the slip rings are badly worn or damaged they
a torque of 1,69 Nm (15.0 lbf in). should be renewed as follows:
11 Fit the suppression capacitor. 5 Unsolder carefully the wires of the windings from
the pegs of the slip rings.
To clean 23-9 6 Remove the screw which retains the slip rings.
7 Withdraw the slip ring assembly from the shaft.
1 All components should be cleaned thoroughly 8 Align the wires from the rotor windings with the slots
before they are inspected. in the assembly of the new slip rings.
2 Remove all dirt and carbon from the components by 9 Press the new slip ring assembly onto the shaft.
the careful use of compressed air and use a rag, 10 Fit the screw and the washer to retain the slip
which is damp with white spirit, to clean the stator. rings. Tighten the screw to 2.3 Nm (20 lbf in).
11 Wrap each wire from the rotor windings
To inspect and to correct the rotor 23-10 approximately three turns around the relevant peg of
the slip rings and solder the connections.
1 Check the threads, the keyways and the bearing 12 Remove the surplus lengths of the pegs and
surfaces for damage. remove all excessive solder until the shape of the pins
2 Use a 110 volt 15 watt test lamp to test the and the wire can be seen.
insulation between the slip rings and the rotor
windings, and the body of the rotor.
3 Use an ohmmeter to check the resistance of the
rotor windings. The resistance should be 14 ohms
+0.2 ohms at an ambient temperature of 20°C (68°F).
4 Check that concentricity is existent between the slip
rings and that they are not worn or damaged. If
necessary, check the tightness of the screw which
retains the slip rings and use a lathe to remove only
the minimum material from the rings. The minimum
diameter is 24.69 mm (0.972 in).
23
To remove and to fit the rectifier 23-11 To test the main diodes with an
ohmmeter or a test lamp 23-12
To remove
Single diodes cannot be renewed. If a diode is found
1 Unsolder the D+ wire from the terminal of the
to be faulty, the complete assembly of the rectifier
auxiliary diodes.
must be renewed. The diodes can be tested easily by
Caution: Do not try to turn the round section of the the use of an ohmmeter or by a 12 or 24 volt DC
negative terminal because it is retained by splines in electrical supply and a test lamp of low power.
the negative rectifier.
By the use of an ohmmeter
2 Release the small nut, and remove the two spring
washers and the insulation bush from the inner side of 1 Connect one probe to the body of the rectifier and
the housing. the other probe to the connections of the three diodes,
in sequence, and check the resistances.
3 From the outside of the housing, release the small
nut, and remove the 'Belleville' washer and the 'Lucar' 2 Check again with transposed probes to obtain a
terminal from the negative rectifier. reverse current.
4 Remove the rectifier and ensure that the two These checks should show a low resistance in one
insulation washers are not lost, remove the square direction, and a very high resistance in the other
headed bolt and the other insulation bush. direction.
To fit A low resistance in both directions indicates an

unserviceable diode.
1 Insert an insulation bush and the square headed
bolt to the inner side of the housing (A4). Fit the A high resistance in both directions indicates that
insulation washer to the bolt on the outside of the there is no continuity in the circuit of the rectifier.
housing. By the use of a test lamp
2 Fit the insulation washer to the negative terminal on
The test lamp should illuminate in only one direction.
the rectifier and insert the rectifier into the housing.
3 Fit the 'Lucar' terminal, the 'Belleville' washer and If the lamp illuminates in both directions, the diode is
the nut to the square headed bolt to retain the rectifier. unserviceable.
4 Fit correctly the insulation bush onto the negative If the lamp does not illuminate in either direction, there
terminal on the inner side of the housing, fit the two is no continuity in the circuit of the rectifier.
spring washers and the nut and tighten to 3,11 Nm
(26.5 lbf in).
5 Tighten the nuts which retain the rectifier to 2.0 Nm
(17 lbf in). Ensure that the 'Lucar' terminal has
suitable clearance from the terminal of the auxiliary
diodes when the wires are fitted.
6 Solder the D+ lead onto the terminal of the auxiliary
diode.
23
To test the auxiliary diodes 23-13 To check and to renew the
carbon brushes 23-15
Check the auxiliary diodes by the use of the same
equipment and method as for the main diodes, To check
operation 23-12.
1 Check the holder of the carbon brushes for signs of
1 Put one probe on the terminal (at the point where damage and especially for cracks.
the D+ cable is soldered) and the other probe on each 2 Check the carbon brushes for damage and ensure
of the three connections of the main diodes in that they are suitable for use. The minimum possible
sequence. Transpose the probes to finish the check. protrusion of the carbon brushes from the holder must
be 10.0 mm (0.394 in).
To remove and to fit the To renew
D+ and F- wires 23-14
1 Unsolder the wires of the carbon brushes from the
terminals and withdraw the carbon brushes from the
Caution: Do not try to turn the screws at the inner
holder. Do not discard the insulation sleeves if they
side of the housing.
are suitable for further use.
1 Remove the nut, the 'Belleville' washer, the 'Lucar' 2 Fit the sleeves to the wires of the new carbon
terminal and the terminal guard from the outside of brushes and insert them through the centre of the
the housing. Remove the screws, the terminal, and spring and through the small hole.
the insulator of the terminal from the inner side of the
3 Pull the wire of the carbon brush until the maximum
housing.
protrusion of the carbon brush is 15,0 mm (0.590 in).
2 Check the continuity and the insulation of the D+ Wrap the wire one complete turn around the terminal
and F- wires. and solder the connection. Remove all surplus wire.
3 On the inner side of the housing fit the insulator for
the terminal. Ensure that the extension is toward the
bearing. Fit the terminal of the wire with the
To inspect the stator and
connections toward the bearing and the openings at
the housing 23-16
the top. Insert, fully, the square headed section of the
screw into the insulator. 1 Check the windings of the stator for burned or
broken wires, and for damage to the insulation.
4 From the outside of the housing, fit the terminal
guard, the 'Lucar' terminal, the 'Belleville' washer and 2 Use a 110 volt 15 watt test lamp to test the
the nut. Tighten the nut to 3,11 Nm (26.5 lbf in). insulation between the body of the stator and each of
the three wires in turn.
3 Check the resistance between two wires and check
all of the wires in sequence. Resistance across two
phases should be 0.485 ohms.
23
To inspect the bearings 23-17
The bearings are sealed for life and do not need a

service.
Caution: Original bearings should be checked for
wear or roughness when they are operated. The
bearing at the drive end has integral seals which
should be checked for damage or distortion. If the
condition of the original bearings is in doubt, new
bearings should be fitted.
To renew the bearing at the

slip ring end 23-18
1 Remove the slip ring assembly, operation 23-10

paragraphs 5 to 7.
2 Remove the deflector type washer.
3 Press, or use a puller to remove, the bearing from
the rotor shaft. Remove the spacer and the thin
washer.
4 Check the wires and return them to the grooves. Fit
the thin washer and the spacer.
5 Press the new bearing onto the shaft. Apply
pressure to only the inner race.
6 Fit the deflector type washer and fit the slip ring
assembly onto the rotor shaft, operation 23-10
paragraphs 8 to 12.
To renew the bearing at the

drive end 23-19
1 Press, or use a puller to remove, the bearing from

the rotor shaft. Ensure that the spacer is not lost and
make a note that the tapered side is toward the
bearing.
2 Press the new bearing into the housing of the drive
end. Apply pressure to only the outer race.
3 Fit the plate which retains the bearing. Use 'Loctite
242' on the threads of the screws and tighten the
three screws to 1,69 Nm (15.0 lbf in).
23
Starter motor
It is not advisable to attempt repairs to the starter

motor. This work requires specialist equipment and
knowledge. If starter motor failure occurs, operator's
are advised to take advantage of the Perkins service
exchange scheme.
To remove
1 Disconnect the battery.
A 415
2 Make a note of the terminals of the starter motor
assembly and of the cables which are connected to
them.
3 Disconnect the cables from the starter motor
assembly.
4 Remove the three screws (A1) and spring washers
and withdraw, carefully, the starter motor assembly.
One of the screws is slightly longer than the other two.
Make a note of the position where the long screw was
fitted.
Note: The pinion nut of the CAV 130L starter motor
has a left-hand thread.
To fit
1 Fit carefully the starter motor assembly to the
flywheel housing and fit the three screws and spring
washers to retain it.
2 Connect the cables to the correct terminals.
3 Connect the battery.
23
Butec MS1A starter motor 4 Hold the protrusion of the plunger (A2) at the
opposite end of the body (A9) and release the nut
which retains the switch assembly on the shaft (A1).
To dismantle and to assemble Remove the washer, the insulation washer, the
the solenoid switch 23-21 insulation bush, the contactor disc (A7), the spring,
the second insulation washer and the second washer
from the shaft and withdraw the plunger and the
To dismantle
spring from the opposite end.
1 Remove both jumper leads from between the
To assemble
solenoid switch and the starter body.
A special tool will be needed for the next part of the 1 Assemble the shaft (A1) and the plunger (A2), if
they have been separated, and fit the spring to the
operation. The tool can be manufactured from a 1/4
shaft.
inch AF socket; the outside diameter of the socket
2 Fit the shaft through the body (A9) of the solenoid
must be ground down to 9 mm (0.354 in).
switch and fit the washer, the insulation washer, the
2 Extract the rubber plug from the solenoid base, spring, the contactor disc (A7), the insulation bush,
insert the special tool, engage it with the timing shaft the second insulation washer, the washer and the nut
and turn it anti-clockwise until the plunger and arm are in the correct sequence as shown (A). Hold the
released from the shaft. Unscrew the two retaining plunger and tighten the nut.
bolts and remove the solenoid switch.
3 Remove the lock nuts, the washers and the sealing
rings from both of the small terminals; partially
withdraw the end cover (A5) and release the small
screw (A6) from the head of the terminal (A8) which
retains the connection of the winding. Remove the
end cover (A5) complete with the large terminals (A4),
the lock nuts, the washers and the sealing washers.
Remove also the terminal insulators (A3).
A 329
23
3 Fit the terminal insulators. Fit the cover to the body
just enough for the small screw (A6) to be fitted
through the connection and into the side of terminal 3.
Fit completely the cover and fit the washers, the
sealing rings and the lock nuts.
4 Fit a new rubber shroud to the housing of the shift
lever and ensure that the lip is engaged fully in the
groove.
5 Align the screw link with the threaded hole in the
solenoid plunger (A2) and insert the special tool
through the hole at the centre of the housing. Turn
clockwise the plunger until it reaches the end of the
thread and insert the solenoid switch into the housing
for the shift lever.
6 Fit the two bolts which fasten the solenoid switch to
the starter motor and tighten them to 34,0 to 39,5 Nm
(300 to 350 lbf in). Turn the plunger anti-clockwise by
approximately five turns.
7 DO NOT fit the flexible cable and the copper
connector until the adjustment of the solenoid is
completed in operation 23-24.
A 329
23
To assemble
To dismantle and to assemble Ensure that all of the components are clean and dry
the starter motor 23-22 before they are assembled. Apply glycerine to the
new 'O' rings and lubricate all the bushes with clean
To dismantle SAE 5W/20 engine lubricating oil. Soak the fibre
washers and lubricator wicks in clean SAE 5W/20
1 Remove the solenoid switch, operation 23-21.
engine lubricating oil.
2 Before the starter motor is dismantled, mark the
edges of each section of the starter motor to ensure 1 Fit a new 'O' ring around the end cover (A1) and
their correct relationship during assembly. align the marks which indicate the correct relationship
with the yoke. Put new spring washers on the four
3 Remove the carbon brush cover (A4), release the
bolts which fasten the end cover to the yoke. Apply
connections and carefully withdraw the carbon
'Loctite AVV' to the threads and fit the bolts. Tighten
brushes (A3).
each bolt to 12,5 to 17 Nm (110 to 150 lbf in).
4 Disconnect the two cables from the field windings
2 Fit a steel thrust washer, followed by a fibre washer,
(A7), release the four bolts and remove the end cover
onto the armature shaft at the commutator end and
(A1). Withdraw the armature (A5).
insert the shaft into the yoke assembly. Fit a steel
5 Release the six cap screws and remove the pinion washer, followed by a fibre washer, onto the splined
housing (A8); disconnect and remove the pinion end of the shaft and lubricate the shaft and the splines
assembly (A10). with 'Aeroshell Grease No. DID 5598'.
6 Remove the screw and washer from the housing 3 Fit a new 'O' ring around the housing (A14) and
(A8); withdraw the pivot and remove the shift lever apply some grease to the cams of the shift lever.
(A12). Separate the housing from the yoke (A6).
A 332
23
4 Put the housing (A8) over the protrusion of the shaft 7 Check that the armature turns freely, and fit the
and fit two fibre washers (A9) onto the shaft. Engage carbon brushes into their holders (A2). Ensure that
the two cams of the shift lever in the groove of the the carbon brushes slide freely in the holders and
pinion assembly and slide the assembly and the tighten the screws which retain the carbon brushes to
housing onto the shaft. Align the marks which indicate 1,6 to 2,0 Nm (14 to 18 lbf in). Check that the wires of
the correct relationship of the housing and the yoke, the carbon brushes remain free.
and apply 'Loctite AVV' to the threads of the five cap 8 Use a spring balance to check the springs of the
screws. Insert the cap screws, with new spring carbon brushes. Renew the springs if the loads are
washers, and tighten to 12,5 to 17 Nm (110 to 150 lbf not within the limits of 1,42 to 1,68 kgf (50 to 59 ozf),
in). when the end of each spring is held in its correct
5 Fit the steel thrust washer (A11) onto the shaft position in accordance with the length of a new
against the pinion assembly. Fit a new 'O' ring (A13) carbon brush.
to the pinion housing and put the housing around the 9 Spread a thin application of glycerine on the gasket
pinion. Align the marks which indicate the correct of the cover (A4), and fit the ends of the cover across
relationship of the housings for the shift lever and the one of the ribbed sections of the yoke. Tighten the two
pinion. Six new special cap screws, which have a screws which retain the cover to 1,13 to 1,70 Nm (10
small square area of locking agent on the threads, to 15 lbf in).
should be inserted through the relevant holes of the
10 Fit the solenoid switch as given in operation 23-21.
pinion housing and into the housing for the shift lever.
6 Tighten evenly the cap screws to 24.4 to 28,3 Nm
(216 to 250 lbf in).
A 332
23
7 Inspect the bushes in the end cover of the
To clean 23-23 commutator and in the pinion housing. If there are
indications of wear, use a 13/16 in BSF tapered tap as
a puller to withdraw the old bushes. Press in the new
Use white spirit to clean all the components. Do NOT
bushes.
dip the assembly of the pinion in the white spirit,
because the special lubricant in the assembly will be 8 Use the measurements of the old bush to machine
eliminated. a groove in the new bush which aligns with the
lubricator wick.
9 Put the end cover, or the housing for the pinion, in
To inspect and to correct 23-24 a lathe and ream the new bush to obtain an internal
diameter of 19,100 to 19,152 mm (0.752 to 0.754 in).
1 Use an 'Avometer' to check the resistance of the Ensure that there is concentricity of the bore with the
winding which pulls the plunger and the winding which location face of the shoulder.
holds the plunger; these should be 1.34 and 2.7 ohms 10 Inspect the bush in the housing of the shift lever.
respectively, at 20°C. Renew the solenoid switch if If necessary, renew the bush, and machine an oil
the windings are defective. groove which is the same as the groove in the old
2 Inspect the assembly of the yoke and the field bush. Put the housing in a lathe and ensure that there
windings, and also the starter motor housings for is concentricity of the bore with the location face of the
damage. Use suitable equipment to check the shoulder. Bore the new bush to obtain an internal
insulation of the field windings and to check that the diameter of 22,200 to 22,250 mm (0.874 to 0.876 in).
continuity is not broken. Renew the complete 11 Inspect the shift lever and its shaft for wear and
assembly of the yoke and the field windings if any field damage, and check that the arrangement which
winding is defective. retains the shaft in the housing is usable.
3 Inspect the armature for wear and damage, 12 Check that the contactor disc is not burnt and that
especially the splines. Check that there is no there is no erosion. If necessary, clean the contact
deflection of the shaft. Renew the shaft if the run-out face with smooth emery paper, or machine only the
exceeds 0,13 mm (0.005 in). minimum material from the contact face (maximum
4 Use suitable equipment to check that the continuity 0,5 mm/0.020 in). If the erosion exceeds this limit, the
and insulation of the armature windings are not contactor disc must be renewed.
broken. The commutator should have a polished dark 13 Check the contact faces on the heads of the
copper finish. Check that the run-out of the terminals. Renew the terminals if they are burnt or if
commutator is within 0,08 mm (0.003 in). If the there is erosion.
armature is generally acceptable, the surface of the 14 Inspect the assembly of the pinion, and renew the
commutator may be corrected. Remove only the assembly if the components have excessive wear or
minimum material from the face. The final diameter damage.
must not be less than 52,375 mm (2.063 in).
5 Use a growler and a 230 volt test lamp to check the
armature for earthing, continuity and open circuits.
6 Test the insulation of the holders of the carbon
brushes, and renew the carbon brushes if there is
damage or wear. The minimum permissible length of
the carbon brushes is 15,88 mm (0.625 in).
23
To test 23-25
Caution: Ensure that the 24 volt electrical supply is

connected to the correct terminals and that the
insulation on the connection wires is not damaged.
1 Connect a 24 volt supply to terminals 1 and 3, push
back the pinion assembly and, using a 4,76 mm
(0.187 in) gauge, check the clearance between the
pinion front face and its thrust washers (A). Adjust, as
necessary, by turning the shift lever using the special
tool (described in operation 23-21) as shown (B), with
the switch de-energised. Do NOT leave the switch A 330
energised for more than 30 seconds.
Caution: Adjustments must not be made while the
solenoid is energised. Do NOT energise the solenoid
for more than 30 seconds.
2 Replace the rubber plug in the solenoid switch, fit
both jumper leads and apply a few drops of SAE 5W/
20 oil to each of the three lubricating points (C).
3 Test the solenoid switch for correct operating
sequence, as follows:
Fit a locally manufactured solid distance piece to the
pinion shaft to retain the drive - to prevent the pinion
gear from moving axially. Connect a 24 volt supply
across terminals 1 and 3, and check with an Avometer
B 331
that no reading is recorded between terminals 2 and
3 (D).
To fit the main starter cables 23-26
Caution: The main positive (red) starter cable is

fitted to the terminal on the solenoid switch and the
main negative (black) starter cable is fitted to the
terminal on the end cover of the starter motor.
1 Fit the lugs of the relevant cables to the two
terminals. Ensure that the polarity of the cables is
correct and fit the locking washers and the lock nuts,
or the stiffnuts if relevant.
C 55
2 Hold a 19 mm (0.75 in) A/F spanner on the inner
lock nuts to ensure that they do not move while the
1 Switch
outer nuts are tightened to 34 to 41 Nm (25 to 30 lbf 2 Battery
ft) with a suitable torque wrench. Hold in
Pull in
4 Switch
VIEW ON COMMUTATOR END

C 117
23
Electrical switches
‘
To test 23-27
Oil pressure switch

1 Fit the oil pressure switch to a device for the
measurement of pressure. Apply pressure in excess
of 207 kN/m2 (30 lbf/in2).
2 Connect a battery and a relevant light bulb between
the switch terminals and reduce gradually the
pressure in the system. Make a note of the pressure
at which the light is extinguished; this should be at
124 kN/m2 (18 lbf/in2).
If the pressure reading is below the limit, the switch
must be renewed.
Coolant temperature switch
1 Connect a battery and a relevant light bulb between
the switch terminals and put the switch sensor in to a
suitable container of oil; place an accurate
thermometer near to the sensor.
2 Heat the oil to 94°C and maintain this temperature
for 15 minutes.
3 Increase gradually the temperature and make a
note of the thermometer reading at which the light is
extinguished; this should not be above 100°C. If the
temperature reading is above the limit, the switch
must be renewed.
Indicator for low coolant level
The indicator consists of a float which, when in the
horizontal position, actuates a switch which causes
both a light on the warning light panel and an audible
warning alarm to operate.
To test the unit, remove the switch and connect a
battery and a relevant light bulb between the switch
terminals. Operate the switch manually: the bulb
should illuminate when the float of the switch is in the
horizontal closed position.
If the float of the indicator switch is removed for any
reason, it must be fitted to its correct position or it will
not operate. The switch must be fitted so that its arrow
(A1) points up as shown.
When the switch is fitted, it is recommended that
PTFE tape is applied to the threads and that care is
taken not to overtighten the unit. The unit MUST NOT
be tightened by more than a torque of 6,75 Nm (5 lbf
ft.).
23
Engine stop solenoid ('energised-to-run')
To adjust the linkage 23-28
When an engine stop solenoid has been renewed, or

removed and fitted, the linkage must be reset
correctly.
Caution: This operation is only relevant for engines
which are fitted with 'Energised-to-run' type
solenoids.
To remove
A 09
1 Disconnect the electrical supply, release the lock
nut (A3) and rotate the rod (A2) until the linkage is
disconnected.
2 Remove the screws (A1) and remove the solenoid.
To fit
1 Fit the solenoid and fit the screws (A1). Do NOT
connect the linkage at this time.
2 Connect a 24 volt DC supply of electricity and
energise the solenoid. Ensure that the connections
are fitted to the correct positions. The red wire is
positive, the black wire is negative and the grey wire
is for the indicator.
Note: During the application of electric current to the B 10
solenoid, ensure that the plunger is engaged correctly
in the solenoid body as shown (B).
To set the length of the linkage
1 Ensure that the linkage is fitted to the control lever
(C2). Energise the solenoid and move the stop control
lever (C2) to the maximum RUN position (toward the
solenoid).
2 Hold the lever at this position and adjust the lock nut
(C3) until its rear face is level with the front of the rod
(C1) as shown. Ensure that the lock nut is not
moved from this position on the thread.
3 Connect the linkage to the solenoid and rotate the
rod (C1) until it reaches the lock nut. Hold the lock nut C 11
with a suitable spanner and tighten the rod securely
against the lock nut.
4 Energise and de-energise the solenoid to check the
operation. Connect the electrical supply.
23
24
Auxiliary equipment 24
Compressor
Description
Certain 3008 engines are fitted with a compressor.
The type used is a Bendix Westinghouse 15.5W37. It
is mounted behind the timing case on the backplate.
It is a twin cylinder model and can supply 0,88 m3/
minute (31 ft3/min) of air at 2000 rev/min.
The cylinder head of the compressor is cooled by the
coolant of the engine and lubrication is provided by a
supply from the lubrication system of the engine.
24
To fit
To remove and to fit 24-1 Fit a new 'O' ring seal to the groove.
Fit the compressor to the timing case of the engine.
To remove
Retain the compressor with the three nuts, complete
1 Drain coolant from the engine into a suitable with plain and spring washers. Tighten the nuts
container, but only until the level of the coolant is evenly and securely.
below the compressor. Disconnect the coolant supply
Connect the coolant supply and the coolant drain
and drain pipes from the cylinder head of the
pipes.
compressor. Disconnect from the compressor the air
delivery pipe. Connect the lubricating oil supply pipe and the drain
2 Disconnect the supply pipe for lubricating oil and pipe.
also the drain pipe from the crankcase of the Connect the air delivery pipe.
compressor.
Add the correct amount of coolant to the engine
3 Remove the three nuts, complete with flat and
cooling system, start the engine and check for oil, for
spring washers, which retain the compressor on the
coolant and for air leaks.
timing case; lift away the compressor.
To check for an air leak from an unloader valve,
remove the inlet adaptor and apply a solution of water
and soap to show the leak.
A 417
24
3 Fit the crankshaft. Fit the cover for the bearing,
To dismantle and to assemble 24-2 complete with a new 'O' ring. Tighten the screws,
evenly and gradually to a torque of 13,56 to 16,27 Nm
(10 to 12 lbf ft).
(Refer to the illustration on page 240)
4 Fit the spacer and the drive gear. Fit the crankshaft
Note: A service kit is available from Perkins nut and tighten it securely. Check that the crankshaft
distributors to assist with an overhaul of the rotates freely.
compressor.
5 Fit gudgeon pins and connecting rods to the pistons
To dismantle and retain them with new circlips.
1 Clean thoroughly the outside of the compressor. 6 Fit the piston rings to the pistons (A16) with the ring
gaps equally installed around the pistons. Ensure that
2 Remove the 11 screws, which retain the cylinder
the internal chamfer of the top ring and the outside
head (A8) and the assembly of the valve plate (A9).
step on the second ring are both towards the piston
3 Remove the valve discs of the inlet valve (A6) and skirt. Rings are usually marked 'TOP' to ensure that
the springs (A7) and guides (A5). they are fitted correctly.
4 Remove the two screws (A3) which retain the valve 7 Lubricate lightly the cylinder bores and the pistons
plate on the cylinder head and separate the two with clean engine oil. Use a suitable piston ring
components. compressor and fit the piston assemblies into the
5 Remove the valve discs of the delivery valves (A1) bores.
and remove the springs (A2). 8 Fit the connecting rods to the crankshaft; ensure
6 Remove the inlet adaptors (A4) and the gaskets, that the big end caps and connecting rods are fitted
withdraw the clamp plates (A12), the springs (A11) into their original positions and that the holes on the
and the pistons of the unloader valves (A10). connecting rods face toward the centre of the
7 Remove the bottom cover (A13) and make a compressor. Fit the big end bolts, complete with new
temporary mark on the connecting rods (A15) and tab washers, and tighten to a torque of 13,56 to 16,27
caps, to ensure that they will be assembled correctly. Nm (10 to 12 lbf ft). Bend up the tab washers. Check
that the compressor rotates freely.
8 Remove the big end bolts and separate the bearing
caps from the connecting rods. 9 Fit the bottom cover, complete with a new joint.
Tighten the setscrews to a torque of 5,42 to 8,13 Nm
9 Remove the piston and connecting rod assemblies.
(4 to 6 lbf ft.).
10 Remove the piston circlips. Press out the gudgeon
pins and separate the connecting rods from the
pistons (A16).
11 Remove the nut for the drive gear and use a
suitable puller to withdraw the drive gear from the
crankshaft. Retain the woodruff key and remove the
spacer.
12 Remove the end cover (A14) and withdraw the
crankshaft.
13 Remove the circlip which retains the ball bearing
assembly and remove the bearing. Remove and
discard all 'O' rings and gaskets.
To assemble
1 Use clean engine oil to lubricate lightly all bearing
surfaces and journals.
2 Fit the ball bearing assembly and retain it with the
circlip.
24
10 Fit new 'O' rings to the unloader valve and
lubricate with fluid which conforms to B-W
Specification K4-756-04; this is included in the kit.
11 Insert the pistons into the piston guides and fit the
clamp plate and spring. Ensure that the unloader
valve can move freely.
12 Assemble the delivery valves and springs, and fit
the valve plate, complete with a new gasket, to the
cylinder head. Fit the bolts and spring washers;
tighten to a torque of 5,42 to 8,13 Nm (4 to 6 lbf ft).
Ensure that the delivery valves can move freely.
13 Assemble the inlet valves and springs and fit the
valve guides. Ensure that the centre of the open end
of each valve guide is aligned with the cylinder bore.
14 Fit the assembly of the cylinder head and valve
plate, complete with a new gasket; fit the setscrews
and spring washers and tighten to a torque of 20,34 to
23,05 Nm (15 to 17 lbf ft). Ensure that the inlet valves
can move freely.
15 Fit the inlet adaptors, complete with new gaskets,
and tighten the setscrews to a torque of 5,42 to 8,13
Nm (4 to 6 lbf ft).
To clean, to inspect and to correct 24-3
1 Clean the components in a suitable solvent; ensure

that all passages are clean. Remove carbon deposits
from the piston crown and the cylinder head.
2 Inspect carefully all valve seats and, if necessary,
renew them. If the seats of the delivery valve are
damaged badly, the valve plate must be renewed.
The valve discs, the springs and the guides must be
renewed during the overhaul.
3 Ensure that the pistons of the unloader valves are
a fine clearance fit in the guide bushes. If they are
worn, renew the pistons and guide bushes as
necessary.
4 Inspect and measure the cylinder bores, the main
bearings, the bearings of the big end and the small
end, the piston ring gaps and the clearances in the
piston ring grooves. Ensure that all components are
within the limits given below. Check that the gudgeon
pins are a light press fit in the pistons. Check that the
ball bearing rotates freely and without excessive play.
5 If the original piston rings are to be fitted again and
are lapped for more than 30% of their width, or, if new
rings are to be fitted, the glazed surface on the
cylinder bores must be removed.
25
Running-in and test 25
General information
Every new or reconditioned engine which is supplied Running-in and test
by Perkins Engines Limited is run and tested before it
is received by the customer. There is no requirement
for the running-in of the engine when it is initially in
To run the engine 25-1
use, but it is recommended that the engine is
operated in accordance with the instructions which
are given in section 3 of the User's Handbook TSD Caution: Before the engine is run, ensure that the
3250. temporary lubricating oil filters, part number OE
43712, are fitted to the oil inlet in the bearing housing
A period of running-in, which is relevant to the rating of each turbocharger. The filters MUST be removed
of the engine, should be done in accordance with the and discarded when the total period of running-in is
instructions given below when: finished; before the engine goes into service, the
A 3008/CV8 engine has had a complete overhaul. correct joints must be fitted in their places.
The engine has been built with the use of a long 1 Prepare the engine as given in section 3 of the
engine, which consists of an assembly of the basic User's Handbook TSD 3250.
components which are new or which have been 2 Start the engine and run it without a load. Check
reconditioned - the crankcase, the cylinder liners, the that the oil pressure is correct. Inspect the lubricating
crankshaft, the connecting rods, the pistons and the oil system and the coolant system for leakage and
cylinder heads. then stop the engine.
A partial overhaul has used new cylinder liners, new 3 Correct all leakage and add more lubricating oil and
piston rings and new bearings. coolant, if necessary, to the correct levels. The
schedule for the running-in of a 3008/CV8 engine
rated at 1500 rev/min, 1800 rev/min or 2100 rev/min
is given below:
Load or power Duration

Period Rev/min
rating (minutes)
1 1500/1800 Min load 5
2 1500/1800 25% of max load 10
3 1500/1800 50% of max load 10
4 1500/1800 75% of max load 10
5 1500/1800 Max load 10
4 It is possible to overload the engine during phase 5

and, to prevent this, the load and the speed must be
checked at the start of the period. During the running-
in, if there is excessive noise or vibration, the cause
should be found. The engine should be checked for
leakage of fluids. If there are leakages, they must be
corrected after the running-in is finished.
The engine must only be stopped at the end of a
period, or if there is an emergency.
5 When the schedule is finished and the running-in
has been acceptable, check the consumption rate of
the engine lubricating oil, operation 25-2.
25
The method for the calculation of the consumption
To check the consumption rate of the engine rate of the engine lubricating oil, when the weights of
lubricating oil 25-2 the oil are in pounds (lb), is as follows:
Initial weight of the oil - final weight = litres/hr
The check given below is suitable for an engine which 2.2
is rated at 1500 rev/min or 1800 rev/min. An acceptable consumption rate will not exceed 1,02
1 Ensure that the level of the engine lubricating oil is litres/hour.
exactly to the 'H' mark on the dipstick.
2 Run the engine at its rated speed and power until
the normal temperatures of the coolant and the
engine lubricating oil are reached:
Coolant temperature at outlet 68°/85°C
Engine lubricating oil 90°/105°C
3 Run the engine at the minimum load for two
minutes. Stop the engine and check the level of the
engine lubricating oil on the dipstick. Fill with new
engine lubricating oil to the 'H' mark if necessary.
4 Drain immediately the engine lubricating oil from
the sump and from the heat exchanger into separate
containers for exactly 20 minutes. The heat
exchanger should be drained through the lowest
point, which is the drain plug in the end of the housing.
5 Measure separately the weight of each container
with its contents and make a record of the weights.
6 Fit the drain plugs in the sump and the heat
exchanger and return the original engine lubricating
oil to the sump. Measure the weight of the empty
containers and make a record of the weight.
7 Find the difference in the weight of the containers
when with and without the lubricating oil. This will give
the total weight of the lubricating oil. Make a record of
this total.
8 Run the engine at its rated speed with 90% of the
maximum load, for two hours.
Caution: If the engine is stopped during this phase,
the test must be started again from paragraph 1.
9 At the end of the two hours, continue to run the
engine without load for two more minutes. Stop the
engine and repeat the procedures given in paragraph
4 to paragraph 7.
26
Special tools 26
List of special tools

These tools are available from your local Perkins
Distributor.
If you cannot obtain the correct tool locally contact
Perkins Parts Limited, Frank Perkins Way, North
Bank Industrial Park, Irlam, Manchester M44 5PP.
26
Number Description Illustration
21825 739 Valve spring compressor
21825 740 Adaptor

(Use with 21825 739)
21825 741 Stirrup

(Use with 21825 739)
21825 755 Reamer for exhaust valve guides
21825 756 Reamer for inlet valve guides
21825 765 Tool holder for face cutter and reamer
26
21825 767 Face cutter

(Use with 21825 765)
21825 768 Reamer

(Use with 21825 765)
21825 771 Removal tool for fuel injector sleeves
21825 773 Tap
21825 776 Expander tool for fuel injector sleeves
21825 782 Height gauge
26
21825 786 Dial gauge and holder
21825 787 Check plate for cylinder liners

(Use with 21825 786)
21825 790 Remover tool for cylinder liners
21825 793 Ring expander
21825 809 Guide studs
21825 810 Remover/replacer
26
21825 811 Guide studs
21825 822 Lift adaptor for engine
21825 825 Strap Wrench
21825 841 Valve seat tool
21825 842 Valve seat cutter
21825 843 Guide pin for connecting rods
26
21825 844 Retainers
21825 845 Piston ring compressor
21825 846 Torque wrench 8 to 54 Nm (6 to 40 lbf ft)
21825 849 Slide hammer
21825 854 Adaptor

(Use with 21825 849)
21825 855 Remover tool for cup plugs

(Use with 21825 849)
26
21825 858 Crankshaft bearing remover

(Use with 21825 849)

(Use with 21825 849)
21825 860 Adaptor

(Use with 21825 849)
21825 861 Drive handle
21825 866 Replacer kit for cup plugs

(Use with 21825 861)
21825 867 Insert tool for valve seats

(Use with 21825 861)
26
21825 876 Lift bracket for fuel injection pump
21825 881 Special torque wrench

(Use with 21825 882)
21825 882 Adaptor for torque

(Use with 21825 881)
21825 883 Ball type expander tool
21825 885 Remover for inlet valve guides
21825 886 Remover for exhaust valve guides
26
21825 887 Replacer for inlet valve guides
21825 888 Replacer for exhaust valve guides
21825 889 Extractor for valve bridge guides
21825 890 Depth tool for valve bridge guides
21825 892 Holder
21825 893 Cutter for valve seat removal

(Use with 21825 892)
26
21825 894 Rolling tool

(Use with 21825 892)
21825 895 Lift adaptor for cylinder head
21825 896 Removal tool for valve seat inserts
21825 902 Lapping tool
21825 906 Lift adaptor for flywheel
26
21825 915 Service kit for fuel injector sleeves
27610005 Remover/replacer
27610008 Alignment tool
VP 5908 Build stand - engine

(Use with mounting brackets:
VP 5941 and VP
26

Perkins 3008 Workshop

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Perkins 3008 Workshop

Uploaded by

Copyright:

Available Formats

Perkins 3000 Series

3008/CV8 8 cylinder diesel engines for industrial

The contents of this manual are applicable to both

Publication TSD 3430, Issue 2

Perkins Engines Company Limited 3

12 Cylinder head assembly

Pedestal rocker cover

Pedestal rocker assembly

Cylinder head assembly

Valves, valve springs and valve

4 Perkins Engines Company Limited

13 Pistons and connecting rods

Big end bearings

Piston and connecting rod assembly

Piston and rings

Front oil seal

Rear oil seal assembly

Perkins Engines Company Limited 5

Main bearings and thrust washers

15 Timing gears and timing case

Auxiliary drive assembly

Double idler gear

Idler gear for the lubricating oil pump

16 Cylinder block assembly

6 Perkins Engines Company Limited

17 Camshafts and engine timing

Fits and clearances

18 Induction and exhaust system

Induction manifolds - two-piece type

Induction manifolds - one-piece type

Perkins Engines Company Limited 7

Engines fitted with twin turbochargers

By-pass filter assembly

Lubricating oil pump

8 Perkins Engines Company Limited

Primary fuel filter

Fuel filter canister

Fuel lift pump

Fuel injection pump and governor

Fuel injection pump - Bosch S3000

Governor - Bosch RQV

Perkins Engines Company Limited 9

Oil cooler - large version

10 Perkins Engines Company Limited

22 Flywheel and flywheel housing

Alternator drive belt

Butec type A13 alternator

Perkins Engines Company Limited 11

Butec MS1A starter motor

Engine stop solenoid ('energised-to-run')

12 Perkins Engines Company Limited

Running-in and test

Perkins Engines Company Limited 13

Perkins Engines Company Limited 15

16 Perkins Engines Company Limited

Perkins Engines Company Limited 17

Engine lift equipment

18 Perkins Engines Company Limited

Perkins Engines Company Limited 19

20 Perkins Engines Company Limited

Perkins Engines Company Limited 21

from the Service Department at Perkins Engines

22 Perkins Engines Company Limited

Perkins Engines Company Limited 23