01:01-05

Issue 3.1 en

9 litre engine, PDE with 5 cylinders

Function and work description

134 564

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1 714 507 Scania CV AB 2010, Sweden
Contents

Contents
General .................................................................................. 3

Function description Cylinder block .......................................................... 4

Crank mechanism ..................................................... 4
Balance shaft unit ..................................................... 6
Torsion damper......................................................... 7
Lubrication system ................................................... 8
Open crankcase ventilation..................................... 12

Work description Engine assembly..................................................... 15

Removing and fitting the engine ............................ 16
Checking and adjusting valves and unit
injectors .................................................................. 29
Removing and fitting the camshaft......................... 36
Renewing the camshaft bearing.............................. 42
Removing and fitting the balance shaft unit........... 49
Renewing the external ring gear on the
crankshaft ............................................................... 55
Open crankcase ventilation..................................... 58
Closed crankcase ventilation .................................. 67

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 General

General

The 5 cylinder 9 litre engine is to a great extent

identical to the 11 and 12 litre engines. This
booklet describes those aspects which are
unique to the 9 litre engine.
Refer to function description 01:03-01 and work
description 01:03-02 for anything not described
in this booklet.

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Cylinder block

Function description

Cylinder block
The cylinder block is cast in one piece, and each
cylinder has a separate cylinder head. The
cylinder bores have wet liners.

134520
Crank mechanism

Crankshaft
There is an external ring gear on the crankshaft
which drives the balance shaft unit, see
illustration. The external ring gear is fitted using
a shrink fit. 134 539

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 Crank mechanism

Two types of connecting rod caps are fitted on

industrial and marine engines:
Connecting rod cap with 4 bolts: Lubricate the
bolts, fit them and torque tighten to
20 Nm + 90°. Check that the piston cooling
nozzles are in perfect condition and fully open.
If necessary, blow clean with compressed air.

Connecting rod cap with 2 bolts: Lubricate the

bolts, fit them and torque tighten to
50 Nm + 90°. Check that the piston cooling
nozzles are in perfect condition and fully open.
If necessary, blow clean with compressed air.

IMPORTANT! The piston cooling nozzle must

not be damaged. The oil jet must hit the piston
precisely. If it does not, the piston will become
too hot, resulting in engine breakdown.
Damaged nozzles must not be re-aligned; renew
them instead.

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Balance shaft unit

Balance shaft unit

In an engine with five cylinders, three cylinders
fire on one rotation and two on the other
rotation. This causes imbalance in the engine,
which generates vibration. To counteract this
vibration the engine has a balance shaft unit.
The balance shaft unit comprises, in simple
terms, a balance shaft frame and two balance
shafts.
The balance shafts rotate at double the
crankshaft speed in opposite directions and they
are driven via an external ring gear which is
fitted on the crankshaft. When the shafts rotate
they generate forces which counteract the
engine vibration.

133 845
The balance shafts are lubricated via a duct
through the cylinder block which connects the
balance shaft unit to the rest of the lubrication
system.
It is important for the balance shaft unit to be
adjusted according to the instructions. An
incorrectly adjusted or damaged balance shaft
unit can cause significant vibration in the engine
and vehicle.
Vibration increases the load on the vehicle and
can damage the engine and vehicle. In addition,
vibration is very uncomfortable for the driver
and passengers.

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Torsion damper
The power impulses from the connecting rods
cause torsional oscillations in the crankshaft.
These oscillations are severest at a certain
engine speed which varies with the design of the
engine, how it is loaded, etc.
Torsional vibrations have the following effect:
The flywheel (at the "rear" end of the
crankshaft) rotates at a constant speed
throughout each revolution of the crankshaft. In
relation to the constant speed of the flywheel,
the rotational speed of the front end of the
crankshaft will increase and decrease several
times during each rotation.
The oscillations can cause noise from the
transmission gears and increase the risk of
breaking the crankshaft.
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Torsion damper
To reduce the oscillations, a torsion damper is
attached to the front end of the crankshaft.
A steel ring is fitted on the ring-shaped, closed
torsion damper housing. The housing is bolted
onto the crankshaft.
There is a heavy oil between the housing and
ring which damps the relative movement
between the two. The vibrations at the front of
the crankshaft are damped by the ring striving to
rotate at a constant speed.
7
Lubrication system

Lubrication system
In addition to the oil sump, the lubricating
system consists of the following items.

1 Oil strainer
2 Oil pump
3 Safety valve (located in the oil pump)
4 Oil cooler
5 Oil filter unit
6 Relief valve (located in the oil filter unit
housing)
7 Oil filter
8 Piston cooling valve (located in the oil
cooler housing)
9 Oil pressure sensor (located in the oil filter
housing)

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 Lubrication system

Oil flow
The oil pump draws lubrication oil from the oil
sump via the oil strainer.
After the oil pump, the lubrication oil passes a
safety valve. If the oil pressure exceeds 9.5 bar,
the safety valve opens and feeds the lubrication
oil back to the oil sump. Too high an oil
pressure could cause excessive stress to the oil
pump and other components in the lubrication
system.
The lubrication oil then passes through the oil
cooler. Some of the lubrication oil is passed
through the oil filter unit. After cleaning, the oil
is fed back to the oil sump.
The rest of the lubrication oil passes through a
relief valve which regulates the pressure in the
oil system. The lubrication oil then continues in
the lubrication system and any surplus oil is
drained back to the oil sump.
The lubrication oil passes on to the oil filter for
cleaning.

Lubrication oil reaches the camshaft bearings,

crankshaft main bearing and balance shaft unit
via ducts in the cylinder block.
Ducts in the crankshaft lead the lubrication oil to
the connecting rod bearings.
A direct duct leading from the main duct takes
lubrication oil to the rocker arms.
The duct is constantly pressurised. The oil is led
to the roller tappet shafts via grooves in the
camshaft bearing. The roller tappet shafts have
drilled ducts for lubricating the valve tappets.

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Lubrication system

The pistons are cooled by the engine lubrication

oil. Oil is sprayed up under the piston crown
through special nozzles, one for each cylinder.

The piston cooling valve opens at between

1.7-2.2 bar.
There is no piston cooling at low speed (idling).

01_1340

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 Lubrication system

Principle diagram of the oil circulation in the lubrication system

1 Oil sump
2 Oil pump
3 Safety valve
4 Oil cooler
5 Oil filter unit
6 Relief valve
7 Oil filter and by-pass valve
8 Piston cooling valve
A = To bearing, turbocharger and balance shaft
unit
B = To piston cooling nozzles

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Open crankcase ventilation

Open crankcase ventilation

Overview

1 Intake hose 4 Drain hose

2 Filter box 5 Water lock
3 Bleed hose

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 Open crankcase ventilation

Function
The ventilation unit comprises a filter retainer
with oil trap, cover and a metal mesh filter.
The crankcase gases contain a certain amount of
engine oil (oil carryover), the majority of which
is separated out in the ventilation unit.
The crankcase gases are led via the pushrod
passage in the 5th cylinder, through the hose
between the rocker cover and the crankcase
ventilation unit.

The crankcase gases are ventilated through the

ventilation unit where they are filtered and the
oil mist is separated.

The cleaned crankcase gases are released

through the ventilation outlet via hoses and
pipes and out through the engine compartment
noise baffle under the truck.
The separated oil runs down to the bottom of the
ventilation unit and out through the drain hole,
through hoses and pipes to the fluid trap
connected to the centrifugal cleaner. From there,
the oil is returned to the crankcase.
Industrial engines with closed crankcase
ventilation have the same components as those
134603

with open crankcase ventilation apart from the

bleed hose to the turbocharger inlet pipe.

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Belt transmission, industrial engines

Belt transmission, industrial

engines
The coolant pump and alternator are driven by
the belt drive, as is the air conditioning
compressor, if fitted. If the engine has a fan, it
will be mounted on a special bearing.
The drive belt is a poly-V-belt, i.e. the belt has
numerous V-shaped grooves on the drive side.
The pulleys are of corresponding design and the
belt therefore has an extremely large contact
surface for its width. A large contact surface
reduces the risk of belt slippage.
Included in the belt circuit are also one or more
idler rollers, the purpose of which is to give the
belt a good arc of contact round the pulleys.
In order to obtain the correct belt tension an
automatic belt tensioner is used.
The illustration shows an example. Engines of
other designs, such as with a generator or fan,
have a belt circuit of a different configuration.
Their principle of operation is the same,
however.

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 Engine assembly

Work description

Engine assembly
General information

DC9
Cylinder diameter 127.0 mm
Piston stroke 140.0 mm
Cubic capacity 8.87 dm3
No. of main bearings 6
Firing sequence 1-2-4-5-3
Compression ratio 18:1
Direction of rotation (engine viewed from the rear) Anticlockwise
Engine speed, low idling 500 rpm
Engine speed, high idling 2,400 rpm
Oil capacity 27-35 litres
Oil grade refer to booklet 00:03-09
Total weight without oil and water approx. 913 kg

Lubrication
Engine oil must be applied to all moving parts
before fitting unless otherwise stated.

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Engine assembly

Removing and fitting the engine

Special tools

Number Designation Illustration Tool board

99 318 Engine support
98 094 Lifting chain
587 308 Lever block
1 360 442 Lifting eye

Removing the engine

! WARNING!

When tilting the cab, the relevant

instructions must be followed. Refer to
Group 18.

Preparatory work
Action Remarks
1 Drain the coolant. Refer to group 02 for work description.
2 Remove the battery cover and detach the
negative cable.
3 Tilt the cab. Refer to group 18 for work description.
4 Remove the left hand mudguard.

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 Removing and fitting the engine

Right-hand side
Remove/Detach Remarks
1 Inlet pipe for the turbocharger. The air pipe between the compressor and
induction pipe must be detached before the
induction pipe can be removed.
2 Cover the air filter and turbocharger inlet.
3 The coolant connections for the expansion
tank.
4 The coolant hose at the flange pipe.
5 The ribbed hoses for the charge air cooler.
6 The connection for the engine heater. Only on vehicles equipped with engine heater.
7 The exhaust pipe at the exhaust brake and
place to one side.
8 The coolant pipe for the retarder.
9 Oil cooler pipe for gearbox.
10 Fit engine support 99 318. The engine support must be fitted before
removing the gearbox. Two bolts must be
removed from the oil sump before the engine
supports can be fitted.
See booklet 05:00-01 for a description of how the
engine supports should be used.
11 The gearbox.

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Removing and fitting the engine

7 4
134 114

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 Removing and fitting the engine

Left-hand side
Remove/Detach Remarks
1 The poly-V-belt. The poly-V-belt need only be removed on
vehicles equipped with air conditioning.
Refer to group 01 for work description.
2 The AC compressor and place to one side. Only on vehicles equipped with air conditioning.
3 The compressor feed hose. Move the hose out of the way.
4 The ground connection.
5 The protection cover on the engine control
unit and cut the cable ties.
6 The top connector by the engine control
unit.
7 The starter motor cables. Undo at the cable duct.
8 The fuel connections. Mark and plug the fuel connections.
9 The oil filler hose.
10 The oil dipstick brackets.
11 The pressure regulator hose. Detach at the compressor.
12 The hydraulic pump for the steering. 5 bolts in the flange.

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Removing and fitting the engine

4 5

11
6

12
134 112

9 10 7

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 Removing and fitting the engine

IMPORTANT! The lifting eyes on the engine

are not designed to lift the whole vehicle and
therefore must not be used for this purpose. All
three lifting eyes on the engine must be used
when lifting the engine.

Lifting eyes
Action Remarks
1 Fit lifting eyes 1 360 442 to the rear of the
engine.
2 Fasten lifting chain 98 094 to the rear
lifting eyes.
3 Fasten lever block 587 308 to the front
lifting eye.

IMPORTANT! The lifting eyes are designed to

cope with a maximum inclination angle of 30°,
when lifting an engine with the gearbox
removed. For engines without the gearbox
removed, the maximum angle is 20°.

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Removing and fitting the engine

Lifting the engine

Action Remarks
1 Undo the bolts in the engine brackets.
2 Lift the engine out of the vehicle.
3 Check the vibration insulators. The vibration insulators should be renewed if
necessary.

01_1399

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 Removing and fitting the engine

Fitting the engine

IMPORTANT! The lifting eyes on the engine

are not designed to lift the whole vehicle and
therefore must not be used for this purpose. All
three lifting eyes on the engine must be used
when lifting the engine.

01_1399

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Removing and fitting the engine

IMPORTANT! The lifting eyes are designed to

cope with a maximum inclination angle of 30°,
when lifting an engine with the gearbox
removed. For engines without the gearbox
removed, the maximum angle is 20°.

Lifting the engine

Action Remarks
1 Lift the engine into the vehicle so that the
engine is approximately 10 mm above the
engine cushions.
2 Lower the engine. Attach the bolts and lower the engine so that it
rests on the engine cushions and engine supports
99 318.
3 Refit the gearbox.

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 Removing and fitting the engine

Left-hand side
Fit Remarks
1 The hydraulic pump for the power steering Fit a new gasket.
gear.
2 The starter motor cables.
3 The top connector by the engine control
unit.
4 Fasten the electrical cables for the engine Fasten the electrical cables for the control unit
control unit with cable ties. with cable ties. Refer to work description for
clamping the cable harness in booklet 03:04-10.
5 The protection cover on the engine control
unit.
6 The pressure regulator hose.
7 The oil dipstick bracket.
8 The oil filler hose bracket.
9 The fuel connections.
10 The ground connection.
11 The compressor feed pipe.
12 The AC compressor. Only on vehicles equipped with air conditioning.
13 The poly-V-belt. Only on vehicles equipped with air conditioning.
See booklet 01:00-04 for description.

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Removing and fitting the engine

13

12

11

10 5

6
3

1
134 111

4 8 7 2

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 Removing and fitting the engine

Right-hand side
Fit Remarks
1 The oil coolant pipe for the gearbox.
2 The coolant pipe for the retarder.
3 The exhaust pipe.
4 The connection for the engine heater. Only on vehicles equipped with engine heater.
5 The coolant connections for the radiator.
6 The coolant hose at the flange pipe.
7 The ribbed hoses for the charge air cooler. Tightening torque 8 Nm.
8 The inlet pipe for the turbocharger. Tightening torque 10 Nm.
9 The compressor air pipe and the crankcase
ventilation hose on the induction pipe.

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Removing and fitting the engine

9
3 6

134 113
1
Standard finishing operations
Action Remarks
1 Refit the left hand mudguard.
2 Tilt the cab back. Refer to group 18 for work description.
3 Fit the negative battery cable.
4 Fill the cooling system. Refer to group 02 for work description.

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 Checking and adjusting valves and unit injectors

Checking and adjusting

valves and unit injectors

Specification

Dimension for unit injector (cold engine) PDE 31 66.9+/-0.1 mm

Aggreko engine has PDE 32
Dimension for unit injector (cold engine) PDE 32 69.9+/-0.1 mm specification
Valve clearance, intake valve 0.45 mm
Valve clearance, exhaust valve 0.70 mm

Tightening torques
Adjusting screw lock nut on the unit injector rocker arm 39 Nm
Adjusting screw lock nut on the valve rocker arm 35 Nm

Special tools

Number Designation Illustration

99 309 Tool to rotate flywheel 99 309 D5
00_1548

99 414 Setting tool Measuring tool cabinet

Aggreko use tool part number 99442

99 442 Setting tool
588 179 Torque screwdriver
114 769

Note: Check and adjust the valve clearance and

unit injectors with the engine cold.

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Checking and adjusting valves and unit injectors

Order of adjustment
In order for the adjusting to be carried out on the
correct revolution, proceed as follows:
1 Rotate the flywheel so that the 72° mark on
the flywheel can be seen in the lower
window of the flywheel housing and there is
a valve overlap on cylinder 5.
2 Then turn the flywheel clockwise so that it
passes TDC Down (0°) by about 20° and
then turn it anticlockwise until
TDC Down (0°) is visible in the bottom
window on the flywheel housing. The
reason for turning past TDC Down (0°) and
then back is to counteract any backlash.
You are now on the first revolution and can
adjust the valves and unit injectors as shown in
the following table.
3 Rotate the flywheel anticlockwise using tool
99 309 so that the mark on the flywheel is
visible in the lower window of the flywheel
housing.

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 Checking and adjusting valves and unit injectors

Mark on Revolution Adjust unit Adjust intake and Valve overlap on

flywheel injector rocker exhaust valves on cylinder
(degrees). arm on cylinder
Reading in the cylinder
lower window.
TDC Down 0 1 2 1
2 1
144 1 4 2
504 2 2
288 1 5 4
648 2 4
72 1 5
432 2 3 5
216 1 3
576 2 1 3

144 216

72 288

TDC Down *
134 537

Flywheel seen from the rear of the engine.

* Direction of rotation when adjusting.
The solid line shows the order for angles on
rotation 1 and the broken line the order for
rotation 2.

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Checking and adjusting valves and unit injectors

Reading in the upper window, industrial and marine

engines
Mark on flywheel Revolution Adjust unit Adjust intake Valve overlap
(degrees) injector rocker and exhaust on cylinder
arm on cylinder valves on
cylinder
TDC Up 1 2 1
252 1 5
324 1 4 2
36 1 3
108 1 5 4
TDC Up 2 1
252 2 3 5
324 2 2
36 2 1 3
108 2 4

The degrees on the flywheel can be read through openings in the

flywheel housing either from above or below depending on the
accessibility of the installation. Up or down is shown on the
flywheel. Both openings are fitted with a blanking piece.
Remove Air filter housing and
use TOP timing marks

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 Checking and adjusting valves and unit injectors

The flywheel is also marked with 240°/600° and

120°/480°, these markings apply to 6 cylinder
engines.
1 Start by rotating the flywheel so that the
mark on the flywheel is visible in the lower
window as illustrated. The upper window is
used to read the mark on industrial and
marine engines fitted with the new flywheel.
2 Fit setting tool 99 414 for PDE 31 or setting
tool 99 442 for PDE 32 with the metal plate
around the unit injector.

! WARNING! 66.9

When the unit injector is being checked

and the measurement is outside the
setting dimension, it is necessary to be
very careful when handling this unit
injector. The spring is pre-tensioned and
124 856

can come loose, causing personal

injury.
Setting tools 99 414 and 99 442 act as a gauge.

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Checking and adjusting valves and unit injectors

3 When adjusting, loosen the lock nut and

adjust the unit injector with adjusting
screw 1. The unit injector is correctly set
when the small piston 2 is level with the flat
upper surface of the tool. Use a finger to
check. It is possible to feel differences of
less than a millimetre.
Refer to tables in Order of adjustment for
unit injectors.

The setting tool piston is above or below the flat

upper surface of the tool. Adjust the unit The setting tool piston is level with the flat upper
injector. surface of the tool. The unit injector is correctly
adjusted.

4 Tighten the lock nut to 39 Nm after

adjusting.
5 Remove the tool from the injector.

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 Checking and adjusting valves and unit injectors

IMPORTANT! Fit the electrical cables so that

they face in the correct direction when fitting
them on the unit injector.

118 482
6 Reconnect the electrical cables on the unit
injectors. Their relative position is not
important. Use torque screwdriver 588 179 588 179
to tighten the bolts to 2 Nm.

IMPORTANT! Use torque screwdriver 588 179

to avoid the risk of shearing off the bolts. The
entire unit injector must be renewed if the bolts
shear off.

107 675
7 If the cables to the unit injector are too long,
they can be clamped round the solenoid
valve on the unit injector.
8 Refit the upper rocker cover and torque
tighten the bolts to 18 Nm.
9 Close the bleed nipple and tighten the banjo
screw.
10 Fill and bleed the fuel system; refer to
Bleeding the fuel system.

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Removing and fitting the camshaft

Removing and fitting the camshaft

Removing the camshaft

1 Remove the flywheel according to the
section Removing the flywheel.
2 Remove the flywheel housing according to
the section Removing the flywheel housing.
3 Remove rocker arms, pushrods and valve
bridges.

4 Remove the camshaft gear.

5 Remove the intermediate gear according to
the section Removing the intermediate gear
and bolts for the guide flange.
6 Remove the timing gear plate.

7 Remove the camshaft covers.

8 Remove the roller tappets.

Note: Mark the roller tappets because they must

be refitted in the same positions.

9 Pull out the camshaft backwards. Take care

not to damage the cam lobes and bearings.
34 841

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 Removing and fitting the camshaft

Fitting the camshaft

Specifications

Tightening torques
Flange bolts and banjo bolts for the roller tappets 32 Nm
Bolts for camshaft gear 63 Nm
Bolts for the timing gear plate 63 Nm
Camshaft covers 32 Nm

Sealant
Sealant for flywheel housing 816 064

Axial clearance
Permitted axial clearance 0.05-0.35 mm

Tools

Number Designation Illustration Tool board

588 189 Air-operated spray gun - -
584 117 Adapter for cartridge - -
584 118 Nozzle - -

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Removing and fitting the camshaft

1 Fit the camshaft. Take care not to damage

the cam lobes and bearings.
2 Lubricate with engine oil and fit the valve
tappets in the same place as they were
before removing. Torque tighten the bolts to
32 Nm.
3 Fit the camshaft covers. Tighten the bolts to
32 Nm.
4 Fit the guide flange bolts.

Now check the axial clearance of the

camshaft:
• Fit the camshaft gear temporarily.
• Measure the camshaft axial clearance
using a dial gauge. The axial clearance
should be between 0.05-0.35 mm.
• If the clearance is outside the permitted
range, renew the thrust washer.
• Remove the camshaft gear.

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 Removing and fitting the camshaft

5 Remove all old sealing compound on the

cylinder block and the sealing surface of the
timing gear plate. Clean off any oil and grease
from the sealing surfaces using an alcohol
based cleaning agent.

IMPORTANT! Clean thoroughly, as the sealing

surfaces must be completely free of grease.

6 Apply sealant to the cylinder block using a

nozzle. The width of the bead should be
between 0.8 and 1.2 mm. Follow the pattern
as illustrated.

111 347
Applying sealant to the cylinder block.

IMPORTANT! Ensure that you apply sealant

inside the bolt holes, but without allowing sealant
into the crankcase. The sealant may block
channels and nozzles. This is particularly
important to bear in mind around oil ways, where
the flow of oil to the air compressor or injection
pump can be blocked.

IMPORTANT! Assembly must be completed

within 25 minutes of starting to apply the sealant.

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Removing and fitting the camshaft

7 Fit the timing gear plate onto the cylinder

block. Tighten the bolts to 63 Nm.

8 Fit the intermediate gear according to the

section Fitting the intermediate gear.
9 Ensure that the markings on the camshaft
gear point towards the centre of the
intermediate gear.

01_1369
10 Fit the camshaft gear and tighten the bolts to
63 Nm.
11 Fit the flywheel housing according to the
section Fitting the flywheel housing.
12 Fit the flywheel as described in Flywheel,
fitting.

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 Removing and fitting the camshaft

Checking the camshaft setting

1 Set the crankshaft to TDC after the

compression stroke on cylinder number one.
2 Put two dial gauges against the valve spring
thrust washers.
3 Adjust the rocker arms to eliminate play
plus a further 0.1 mm (so that both valves
are open by 0.1 mm).

4 Zero both the dial gauges.

5 Turn the crankshaft one revolution in its
direction of rotation until it is at TDC again.
6 Read off both dial gauges and compare with
the values given below:
Intake valve lifting height 0.37-1.47
Exhaust valve lifting height 0.16-1.16

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Renewing the camshaft bearing

Renewing the camshaft

bearing

Special tools

Number Designation Illustration Tool board

99 373 Tool for renewing the camshaft D5
bearing

99 003 Hydraulic cylinder 99 003 H1

109 403
99 004 Air-operated hydraulic pump H1
109 402

1 Remove the camshaft according to the

section Removing the camshaft.
2 Remove the camshaft blanking piece at the
front of the engine.

Note: Wipe around the edges and the bearing

seat surfaces around the old bearings to avoid
damaging the contact surfaces when fitting the
new bearings.

3 Wipe the bearing seat surfaces clean around

the old bearings.

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 Renewing the camshaft bearing

Note: The recess in the bearing joint must be

turned towards the front of the engine.

4 Place the new bearings in the space between

the bearing seats for the camshaft.

109 690
Tool 99 373

1
2

5 Place the flange nuts on the threaded stem,

included in tool 99 373, as illustrated.

109 371
1 Threaded rod
2 Press drift
3 Flange

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Renewing the camshaft bearing

6 Take the threaded stem and insert the end

with flange nut number 1 from the rear of
the engine past the rearmost bearing seat.
Insert it further through the bearing seats
and the new bearings until flange nut 1
protrudes from the front of the engine.

7 Screw the flange part of tool 99 373

securely onto hydraulic cylinder 99 003
with two M6x12 bolts. Press together
cylinder 99 003 if not already in neutral
position.

8 Screw the flange securely to the hydraulic

cylinder at the rear of the engine with two
M10x25 bolts.
9 Screw flange nut 7, from tool 99 373, onto
the threaded stem.

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 Renewing the camshaft bearing

10 Hang a new bearing on the stem at the front

of the engine.
11 Place the press drift on the threaded stem
and place the bearing on the drift.

Note: The recess in the bearing joint must be

turned towards the flange on the press drifts.
Secure the bearing on the drift by placing the
spring-loaded ball in an oil way. The bearing is
correctly located on the drift when the ball and a
marking hole are centred on the bearing oil hole.

109 689
The bearing is correctly located on the drift
when the ball and a marking hole are centred on
the bearing oil hole.
12 Clean around the bearing contact surface.

Note: The marking on the drift must be

uppermost and vertical so that the oil hole in the
bearing will be central to the oil ways.

13 Hold the press drift with the new bearing

against the old. Secure the threaded stem
between the press drift and hydraulic
cylinder 99 003 by tightening flange nut 7
on the stem.

Secure the threaded stem by tightening the

flange nut.

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Renewing the camshaft bearing

Note: The new bearing is in the correct position

before the old bearing is completely released.
The new bearing has the correct position when
the distance from the front edge of the cylinder
block to the front edge of the press drift has a
permitted value according to the table. -12 mm
means that the drift protrudes 12 mm from the
cylinder block.

Table for correctly located camshaft bearing

Camshaft bearing No. Distance (mm)
1 -12 to -14
2 150 to 152
3 314 to 316
4 478 to 480
5 642 to 644

109 303
6 806 to 808

Check measurement of bearing number 1.

14 Press in the new bearing at the same time as

pressing out the old bearing with hydraulic
cylinder 99 003 and hydraulic pump 99 004.
Measure to check that the bearing is
correctly positioned.

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 Renewing the camshaft bearing

15 Remove the press drift by detaching flange

nut 7 and pushing in the threaded stem.
16 Check that the bearing oil hole is central to
the cylinder block oil ways.
17 Repeat the procedure for the remaining
bearings.

109 330
Pressing out/pressing in bearing number 2.

109 332
Check measurement of bearing number 2.

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Renewing the camshaft bearing

18 Carefully knock with a plastic hammer to

release the old bearings which are still
stuck.

19 Clean the sealing surface, take a new gasket

and fit the camshaft blanking piece at the
front of the engine.
20 Refit the camshaft according to the section
Fitting the Camshaft. Then check the
camshaft setting.

109 329

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 Removing and fitting the balance shaft unit

Balance shaft unit

Exploded view drawing

1 Balance shaft frame 8 Balance shaft 15 Bolt

2 Pin 9 Plug 16 Bolt
3 Plug 10 Radial bearing
4 Bearing cap 11 Radial bearing
5 Bearing cap 12 Thrust bearing
6 Guide sleeve 13 Balance shaft gear
7 Bolt 14 Balance shaft gear

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Removing and fitting the balance shaft unit

Dismantling of the balance shaft unit can be

facilitated by loosening the bearing cap bolts
before removing the balance shaft unit from the
engine. The bearing cap bolts must not be totally
undone.
Removing the balance shaft unit
Action Remarks
1 Remove the oil sump.
2 Remove the oil strainer.
3 Remove the balance shaft unit. There is no need to loosen the bearing cap bolts if
no work is to be carried out on the balance shaft
unit.

The balance shaft unit may get jammed on the

guide pins. Tap lightly with a rubber mallet to
release the balance shaft unit.

! WARNING!

Remember that the balance shaft unit is

heavy.

Dismantling the balance shaft unit

Action
1 Remove the bearing caps and bearings.
2 Remove the balance shafts.
Remarks
If the bearings will be reused, they must be
refitted in the same place.
Mark the balance shafts so that they are refitted in
the same position.

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 Removing and fitting the balance shaft unit

Assembling the balance shaft unit

IMPORTANT! Make sure that the bearing

surfaces are clean before the balance shafts are
refitted. When renewing bearings, all bearings
should be renewed at the same time.

IMPORTANT! When the balance shaft unit is

refitted, the bolts should be bolted back in a
specific order. It is important to observe this to
minimise the risk of stresses in the balance shaft
unit.

Note: Check that the balance shafts rotate easily

after tightening the bolts. Finish torque
tightening all the bolts before tightening the
bracket.

Action
1 Check that the balance shaft frame is
level.
2 Fit the thrust bearings.
3 Fit the balance shafts.
4 Fit bearing caps and bearing halves.
5 Check the balance shafts.
Remarks
If the balance shaft frame is not level, the caps
should only be loosely fitted on the balance shaft
frame. When the balance shaft frame is fitted to
the engine, it will be levelled and the caps can be
tightened.
Make sure that the bearing surfaces are clean
before the balance shafts are refitted.
Important! The bolts must be tightened in the
correct order, see illustration.
The bolts should be tightened to 25 Nm + 45°.
There should be a slight axial clearance and the
shafts must rotate easily.
Permissible limits for bearing play:
Axial: 0.18-0.30 mm
Radial, both sides: 0.026-0.081 mm

Note: When renewing bearings, all bearings in

the balance shaft unit should be renewed at the
same time.

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Removing and fitting the balance shaft unit

6 8
5

25 Nm + 45

137 094
1 3

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Fitting the balance shaft unit
IMPORTANT! When the balance shaft unit is
refitted, the bolts should be bolted back in a specific
order. It is important to observe this to minimise the
risk of stresses in the balance shaft unit.
Action
1 Position the engine so that TDC Down is
visible in the lower window or TDC Up
is visible in the upper window.
2 Fit the balance shaft unit.
3 Remove the gears on the balance shaft.
8 Reset the balance shafts.
9 Clean the tapered joints of the balance
shafts.
10 Fit the gears on the balance shaft.
11 Remove the drift.
12 Fit the oil pump and oil strainer.
13 Fit the oil sump.
01:01-05 ©
Scania CV AB 2010, Sweden
Removing and fitting the balance shaft unit
Remarks
The balance shaft unit has a number of guide pins
and a lubrication duct which must be aligned.
Important! The bolts must be tightened in the
correct order, see illustration A.
The bolts should be tightened to 90 Nm + 60°.
Tap carefully with a rubber mallet if they are
jammed on.
Reset the balance shafts by inserting a drift in the
resetting holes. Both balance shafts must be reset
at the same time, see illustration B.
A suitable drift should be 150 mm long and have
a diameter of 6 mm.
The balance shaft gears are marked L and R to
aid fitting. The bearing caps are marked in the
same way.
The bolts should be tightened to 50 Nm + 60°,
see illustration C.
Important! Do not forget to remove the drift
from the resetting holes.
53
Removing and fitting the balance shaft unit

A 7 4 B

1
6
3

8
2 90 Nm + 60

o
50 Nm + 60

137 093
IMPORTANT! Do not forget to remove the
drift from the resetting holes.

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 Renewing the external ring gear on the crankshaft

Renewing the external ring

gear on the crankshaft
Removal
1 Lift out the crankshaft as described in
booklet 01:03-02.
2 Place the crankshaft in an upright position
and tap with a hammer and a soft drift as
illustrated. Tap all round the external ring
gear so that it is not jammed.
If it is difficult to remove the external ring
gear, it can be heated up with a gas burner.
Since the external ring gear is fitted using a
shrink fit, it will come loose when it
becomes hotter.

IMPORTANT! The external ring gear must not

4 538
be used again but should be scrapped.

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Renewing the external ring gear on the crankshaft

Fitting

1 Clean the surface where the new external

ring gear will be fitted.

IMPORTANT! The external ring gear must

never become hotter than 180°C.

2 Heat the external ring gear on a heater plate

of some kind. Use an instrument to measure
the temperature.

! WARNING!

Remember that the external ring gear

will be very hot when it is refitted. Use
suitable protective equipment.

3 When the external ring gear is hot enough, it

can be fitted onto the crankshaft and placed
in position.
4 Lift out the crankshaft as described in
booklet 01:03-02.

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 Renewing the external ring gear on the crankshaft

Checking the external ring gear on the

crankshaft
When a new external ring gear is fitted onto the
crankshaft, its mounting must be checked.
1 The main bearings should be screwed on so
that the crankshaft cannot move in an axial
direction.
2 Fit a dial gauge as illustrated.

134 145
Position of dial gauge when checking the
external ring gear

3 Rotate the crankshaft and check at the same

time how much the external ring gear runs
out. The run-out must not exceed 0.05 mm.

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Open crankcase ventilation

Open crankcase ventilation

Specifications

Tightening torques
Bolts for filter housing cover 7.5 Nm +/- 0.5 Nm

Measurements
Maximum oil carryover and condensed water 4 grams/hour or 5 cc/hour
Crankcase pressure. Industrial engines are run 15 mbar +/- 5 mbar at 1,900 rpm
at operating speed. and full load.
Crankcase pressure with exhaust brake 25 mbar +/- 5 mbar.

Removal
Pos. Action Remarks
1 Detach the intake hose.
2 Remove the bleed pipe. Quick release coupling at the
crankcase ventilation filter
housing.
3 Remove the drain pipe. Quick release coupling at the
fluid trap.
4 Remove the crankcase ventilation filter housing.

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 Open crankcase ventilation

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Open crankcase ventilation

Assembly
• Insert the filter as illustrated.

IMPORTANT! Make sure that the filter is fitted

back correctly in the filter retainer. The
crankcase gases should be led via the longest
route through the filter so that the oil mist can be
separated properly.

134604
1
1 Intake to filter
2 Drain

Fitting
Pos. Action Remarks
1 Fit the drain pipe.
2 Fit the crankcase ventilation filter housing.
3 Fit the bleed pipe.
4 Fit the intake hose.
5 Check that all the hoses are intact and no hoses are kinked.

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 Open crankcase ventilation

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Open crankcase ventilation

Checking the open crankcase ventilation

If a fault is suspected in the open crankcase

ventilation, a number of checks can be carried
out.
• External check of filter, hoses and pipes.
• Internal check of filter, hoses and pipes.
• Measuring oil carryover.
• Crankcase pressure measurement.

External check of filter, hoses and pipes

1 Make sure the intake hose between the
rocker cover and the filter box is intact and
that it is fastened properly.
2 Check that all screws and hose clips are
fastened properly.
3 Check that the filter box is not damaged.
4 Check that the bleed hose passes freely
through the hole in the noise baffle.

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 Open crankcase ventilation

Internal check of filter, hoses and pipes

1 Check that the drain is not clogged by
removing the drain pipe and blowing
through it.
2 Make sure the filter is intact and not clogged
with soot and oxidised oil.

3 Check that the filter box seal is not

damaged.
4 Make sure there is no frost or ice in the
crankcase ventilation hoses and pipes.

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Open crankcase ventilation

Measuring oil carryover

1 Unscrew the bleed hose from the bleed pipe.

2 Connect a container to the bleed hose and

fasten it with a cable tie or similar. Make
sure that the container is not in contact with
any hot engine parts.
3 Tilt the cab back.

4 Leave the container in place for a long

period of time, approximately 24 running
hours.
5 Check the oil carryover at regular intervals.
The maximum permitted oil carryover
plus condensed water is 4 grams/hour or
5 cc/hour.

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 Open crankcase ventilation

Measuring crankcase pressure

1 Connect a manometer to the oil filler pipe.

2 Leave the manometer where it is and direct

it into the cab.
3 Start the engine.

134602
4 Note the crankcase pressure while the
engine is idling. Use the form on the next
page.
5 Run the vehicle under load at an engine
speed of 1,900 rpm and note the crankcase
pressure.
Industrial engines: Generating sets are run
at operating speed.
6 Repeat steps 4 and 5 three times.
7 Check the crankcase pressure downhill
while activating the exhaust brake.
Repeat step 7 three times.
8 Check the readings and compare them with
the permitted pressures.

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Open crankcase ventilation

Form for measuring the crankcase pressure

Date Chassis/Engine number Mileage/ Customer

Operating
hours

Vehicle/engine application:

Noting the problem

High levels of oil carryover
When did the problem occur for the first time:

High levels of oil carryover

Pos. Operating range Test No. 1 Test No. 2 Test No. 3

1 Idling speed mbar mbar mbar
2 Load 1,900 rpm, uphill. Industrial mbar mbar mbar
engines are run at operating speed.
3 Exhaust brake, downhill mbar mbar mbar

Test carried out by: ______________________

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Closed crankcase
ventilation, industrial
engines
Troubleshooting
Increased blow-by in engine
Blow-by is the flow of gases through the engine
crankcase and out via the crankcase ventilation.
The closed crankcase ventilation system is very
sensitive to changes in blow-by in the engine. If
the blow-by increases, the amount of gas
passing through the crankcase ventilation will
also increase.
The crankcase gases can then take with them
small drops of oil from the crankcase. When the
amount of oil increases, the oil separator will
not be able to fulfil its task of separating out all
the oil. Oil will then accompany the air into the
charge air system.
Causes of an increase in blow-by are leaking
piston rings, valve guides, turbocharger or
compressor. Gas leakage from the charge air
system down to the crankcase also gives rise to
increased blow-by and therefore increased oil
carryover from the crankcase ventilation.
01:01-05 ©
Scania CV AB 2010, Sweden
Closed crankcase ventilation
Too much oil in the oil sump
If the engine is filled with too much oil, the
excess will splash around in the crankcase and
be atomised. This means that the crankcase
gases will contain a large amount of atomised
oil and that the crankcase ventilation will not be
able to separate the oil properly. This will result
in a large oil carryover from the crankcase
ventilation.
Air leak in the crankcase
In a well-functioning closed crankcase
ventilation system, there should be a certain
amount of vacuum in the crankcase. If air enters
the crankcase from outside, the flow of gas from
the crankcase through the crankcase ventilation
will increase. This is the same as an increased
blow-by and will lead to an increase in oil
consumption.
An air leak in the crankcase can be caused by:
• The oil filler cap is not properly secured.
• The rubber plug on the dipstick handle is
not located correctly.
67
Closed crankcase ventilation

Closed crankcase ventilation: Turbocharger

positioned low down.

Closed crankcase ventilation: Turbocharger

positioned high up.
1 Intake hose
2 Ventilation unit
3 Bleed hose
4 Drain hose
5 Fluid lock

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