Qdoc - Tips - Isuzu Disel Engine Manual

Overhaul Manual
di 2.2 and
se 2.2
TK 8009-3-OM (Rev. 3, 05/01)
Copyright © 2000 Thermo King Corp., Minneapolis, MN, U.S.A.

Printed in U.S.A.
This manual is published for informational purposes only and the information so provided
p rovided should not be considered
as all-inclusive or covering all contingencies. If further information is required, Thermo King Corporation should be
consulted.
Sale of product shown in this manual is subject to Thermo King’s terms and conditions including, but not limited
limi ted to,
the Thermo King Limited Express
E xpress Warranty.
Warranty. Such terms and conditions are available upon request.
Thermo King’s warranty will not apply to any equipment which has been “so repaired or altered outside the manu-
facturer’s plants as, in the manufacturer’s judgment, to effect its stability.”
No warranties, express or implied, including warranties of fitness for a particular purpose or merchantabil-
ity, or warranties arising from course of dealing o r usage of trade, are made regarding the information, rec-
ommendations, and descriptions contained herein. Manufacturer is not responsible and will not be held
liable in contract or in tort (including negligence) for any special, indirect or consequential damages,
including injury or damage caused to vehicles, contents or persons, by reason of the installation of any
Thermo King product or its mechanical failure.
This manual is published for informational purposes only and the information so provided
p rovided should not be considered
as all-inclusive or covering all contingencies. If further information is required, Thermo King Corporation should be
consulted.
Sale of product shown in this manual is subject to Thermo King’s terms and conditions including, but not limited
limi ted to,
the Thermo King Limited Express
E xpress Warranty.
Warranty. Such terms and conditions are available upon request.
Thermo King’s warranty will not apply to any equipment which has been “so repaired or altered outside the manu-
facturer’s plants as, in the manufacturer’s judgment, to effect its stability.”
No warranties, express or implied, including warranties of fitness for a particular purpose or merchantabil-
ity, or warranties arising from course of dealing o r usage of trade, are made regarding the information, rec-
ommendations, and descriptions contained herein. Manufacturer is not responsible and will not be held
liable in contract or in tort (including negligence) for any special, indirect or consequential damages,
including injury or damage caused to vehicles, contents or persons, by reason of the installation of any
Thermo King product or its mechanical failure.
APA06
Thermo King di 2.2 Diesel Engine
This manual covers the overhaul, repair and maintenance All Thermo King 2.2 diesel engines are four cylinder, four
procedures for Thermo King di and se 2.2 diesel engines. stroke, water cooled engines that use a direct injection fuel
system.
Design changes and improvements have been made to the di
and se 2.2 engines over the years in a continuing effort by The engines are configured so that all maintenance can be
Thermo King to provide the latest in diesel engine technol- performed from one side of the eng ine.
ogy. Before beginning any service to your engine, please
This heavy duty engine is designed with five main bearings
review the engine chart on page 108 to determine
determine which
on the crankshaft. Its rugged construction, when combined
version di or se 2.2 engine you have. Doing so will help
with a routine preventive maintenance program, will pro-
assist the mechanic with determining special service proce-
vide many hours of satisfactory service.
dures and interchangeability of components between the
various engines. Eventually, even the best designed engines require an over-
haul. This manual provides the proper procedures to restore
Although the di 2.2 and se 2.2 engines are different ver-
the engine to a rebuilt condition. A properly rebuilt engine
sions of the same engine, the following components are not
will provide thousands of further hours of satisfactory ser-
interchangeable: Injection pump, gear case cover, gear case
vice.
backing plate, oil base, transfer pump, flywheel housing,
intake and exhaust manifolds, oil filter and housing, crank- The specifications section lists the sizes and tolerances
case breather, water pump, thermostat housing and timing used in the original assembly of the engine. All tables for
gears. oversize and wear limits for particular components are
found in the sections dealing with these specific compo-
Refer to the Parts Interchange Section located in the rear
nents.
of the manual.
Thermo King se 2.2 Diesel Engine
Table of Contents
di 2.2 & se 2.2 Diesel Engine Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1

Torque Values for di 2.2 & se 2.2 Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Engine Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Inspection and Reconditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Cylinder Block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Crankshaft Wear Ring (radial seal only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Timing Gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Transfer Pump Cam Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Valve Guides . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
Cylinder Head Valve Depth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Valve Spring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Rocker Arm Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
Push Rods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
Lifters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Pistons. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Wrist Pins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
Connecting Rods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Oil Filter Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Oil Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Water Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Engine Breathing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39
Engine Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45
Assembly Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45
Cam Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45
Crankshaft Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48
Rear Plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49
Rear Crankshaft Seals and Seal Plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Front Plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53
Idler Gear Support. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Flywheel Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Pistons and Rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Connecting Rods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Oil Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57
Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Valve Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58
Oil Filter Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59
Bellhousing / Oil Pan Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60
Manifolds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62
Injection Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Injection Nozzles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Table of Contents—continued
Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Bleeding the Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
Hand Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
Injection Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Injection Nozzles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Transfer Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Transfer Pump Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Installation and Timing of Injection Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Electrical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Gear Reduction Starter (Hitachi) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Starter Disassembly and Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
Glow Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
Run In Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Engine Run In . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Bleeding Air from the Coolant System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Dynamometer Run In Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Valve Clearance Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
Testing Engine Compression . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Parts Interchange. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
se 2.2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Injection Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Gear Mounting Flange Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
Oil Base . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
Transfer Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
Flywheel Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Oil Filter and Oil Filter Base . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Crankcase Breather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
Thermostat Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Water Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Intake and Exhaust Manifolds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
di 2.2 & se 2.2 Diesel Engine Specifications
The following specifications are given for a standard engine. Except where noted, the specifications for both engines are the
same. For oversize tables or allowable wear limits, refer to the appropriate section in the text.
General
Type Four Stroke, Four Cycle, Water Cooled
Number of Cylinders 4
Cylinder Arrangement In-line Vertical, Number 1 at pulley end
Bore 3.465 in. (88 mm nominal)
Stroke 3.622 in. (92 mm nominal)
Displacement 136.6 cu in. (2238.5 cm3)
Horsepower 34.8 @ 2200 rpm
Fuel Injection Timing
Refer to engine chart on page 108 0.02 in. (0.5 mm) @ 14 BTDC (timed on No. 1 cylinder)
to determine correct timing. 0.02 in. (0.5 mm) @ 6 BTDC (timed on No. 1 cylinder)
Valve lash:
Intake (cold) 0.016 in. (0.40 mm)
Exhaust (cold) 0.016 in. (0.40 mm)
Firing order 1-3-4-2
Compression ratio 20:1
Compression pressure More than 427 psi (2942 kPa) @ 250 rpm
High speed (transport units)* 2200 rpm (Varies with unit. Check specific unit manual)
Low speed (transport units)* 1300 to 1350 rpm (Varies with unit. Check specific unit manual)
Oil pressure (hot) More than 43 psi (294 kPa) @ 1400 rpm
More than 64 psi (441 kPa) @ 2200 rpm
Nozzle injection pressure 2633 to 2704 psi (18142 to 18632 kPa)
Oil base capacity 16 qts (15.2 liters)
Engine serial number Stamped on cylinder block just above oil filter
Engine rotation Clockwise (viewed from pulley end)
Valve Spring and Guide

Valve Spring:
Free Length 1.81 in. (46 mm)
Inclination 0.118 in. (3.0 mm)
Set length 1.52 in. (38.6 mm)
Tension at set length 43.4 lb (19.7 kg)
Valve Guide Inside Diameter:
Intake 0.3150 to 0.3156 in. (8.001 to 8.017 mm)
Exhaust 0.3150 to 0.3156 in. (8.001 to 8.017 mm)
Valve Stem Outside Diameter:
Intake 0.3128 to 0.3141 in. (7.946 to 7.978 mm)
* Consult the applicable service manual for correct speed settings.
1
di 2.2 & se 2.2 Diesel Engine Specifications (Rev. 05/01)
Valve Spring and Guide (continued)

Valve Stem Clearance:
Intake 0.0015 to 0.0028 in. (0.039 to 0.071 mm)
Valve Guide set depth (from valve spring seat):
Intake 0.475 in. (12.07 mm)
Exhaust 0.475 in. (12.07 mm)
Valve Depth
Intake 0.011 negative to 0.007 in. positive (0.275 to 0.175 mm)
Exhaust 0.011 negative to 0.007 in. positive (0.275 to 0.175 mm)
Valve Seat angle 45 degrees
Valve Face angle 45 degrees
Valve Seat contact width:
Intake 0.054 to 0.069 in. (1.38 to 1.76 mm)
Valve margin 0.051 in. (1.3 mm)
Valve Train
Lifter diameter 0.5108 in. (12.97 mm)
Lifter clearance to block 0.0004 to 0.0016 in. (0.01 to 0.4 mm)
Push rod length 8.150 in. (207 mm)
Rocker arm bore 0.7484 to 0.7500 in. (19.01 to 19.05 mm)
Rocker arm shaft diameter 0.7476 to 0.7480 in. (18.99 to 19.00 mm)
Rocker arm to shaft clearance 0.0004 to 0.0024 in. (0.01 to 0.06 mm)
Camshaft
Lobe height:
Intake 1.5913 in. (40.42 mm)
Exhaust 1.5984 in. (40.60 mm)
Cam lift:
Intake 0.245 in. (6.22 mm)
Exhaust 0.252 in. (6.40 mm)
Cam bearing bore 1.9682 to 1.9710 in.(49.99 to 50.06 mm)
Journal diameters 1.9670 to 1.9675 in. (49.96 to 49.97 mm)
Clearance to bearing 0.0010 to 0.0034 in. (0.025 to 0.085 mm)
End play (set by thrust plate) 0.002 to 0.004 in. (0.05 to 0.11 mm)
Piston, Piston Rings

Piston, type: Cam ground-full float pin
Diameter
Grade A 3.4633 to 3.4640 in. (87.967 to 87.986 mm)
2
Piston, Piston Rings (continued)

Grade B 3.4637 to 3.4644 in. (87.977 to 87.996 mm)
Grade C 3.4641 to 3.4648 in. (87.987 to 88.006 mm)
Grade D 3.4644 to 3.4652 in. (87.997 to 88.016 mm)
Clearance to cylinder wall 0.0020 to 0.0025 in. (0.051 to 0.064 mm)
Wrist pin bore 1.2206 to 1.2209 in. (31.002 to 31.010 mm)
Projection above block 0.022 to 0.040 in. (0.572 to 1.018 mm)
Piston rings
Ring to groove clearance (top side):
No. 1 compression 0.0017 to 0.0037 in. (0.043 to 0.094 mm)
No. 4 oil control 0.0019 to 0.0037 in. (0.048 to 0.094 mm)
Ring end gap:
No.1 0.004 to 0.014 in. (0.10 to 0.35 mm)
No. 2 0.008 to 0.014 in. (0.20 to 0.35 mm)
No. 3 0.006 to 0.012 in. (0.15 to 0.30 mm)
No. 4 0.004 to 0.014 in. (0.10 to 0.35 mm)
Piston Wrist Pin:
Length 2.795 in. (71 mm)
Outside diameter 1.2205 in. (31 mm)
Inside diameter 0.709 in. (18 mm)
Clearance to rod bushing 0.0004 to 0.0008 in. (0.01 to 0.02 mm)
Connecting Rods
Large-end bore 2.205 in. (56 mm)
Allowable twist per 4 in. (100 mm) Less than 0.002 in. (0.05 mm)
Allowable parallelism per 4 in.(100mm)Less than 0.002 in. (0.05 mm)
Side clearance to journal 0.007 to 0.011 in. (0.175 to 0.290 mm)
Width 1.30 in. (33 mm)
Crankshaft
Main bearing I.D. 2.3608 in. to 2.3622 (59.96 to 60.00 mm)
Main bearing journal diameter 2.3589 to 2.3595 in. (59.917 to 59.932 mm)
Main bearing clearance 0.0013 to 0.0033 in. (0.035 to 0.083 mm)
Rod bearing I.D. 2.0859 to 2.0849 (52.98 to 52.96 mm)
Rod bearing journal diameter 2.0832 to 2.0838 in. (52.915 to 52.930 mm)
Rod bearing clearance 0.0011 to 0.0027 in. (0.029 to 0.069 mm)
Rear seal surface diameter 3.937 in. (100 mm)
Crankshaft end play 0.002 to 0.008 in. (0.05 to 0.20 mm)
3
Cylinder Block
Main bearing bore 2.5197 in. (64 mm)
Lifter bore 0.5110 to 0.5125 in. (12.98 to 13.018 mm)
Cylinder wall finish 16 micro-inch
Timing Gears (varies with engine model)

Gear width:
Crank gear 1.024 in. (26 mm)
Idler gear, camshaft 1.535 in. (39 mm)
Idler gear, injection pump 0.669 in. (17 mm)
Injection pump gear 0.669 in. (17 mm)
Camshaft gear 1.024 in. (26 mm)
Idler gear, crankshaft:
Bushing inside diameter 1.7717 to 1.7728 in. (45.000 to 45.030 mm)
Support diameter 1.7695 to 1.7707 in. (44.945 to 44.975 mm)
Bushing to support clearance 0.0010 to 0.0033 in. (0.025 to 0.085 mm)
Timing gear backlash:
Crank gear to camshaft idler gear 0.0023 to 0.0035 in. (0.058 to 0.090 mm)
Camshaft idler gear to injection
0.0004 to 0.0075 in. (0.010 to 0.189 mm)
pump idler gear
Injection pump idler gear to
injection pump gear 0.0012 to 0.0041 in. (0.030 to 0.105 mm)
Camshaft idler gear to camshaft 0.0024 to 0.0035 in. (0.061 to 0.089 mm)
gear
Cylinder Head
Height 3.62 in. (92 mm)
Valve seat material Martensitic heat resisting steel
Valve seat insert bore (intake) 1.5748 to 1.5760 in. (40 to 40.03 mm)
Valve seat insert bore (exhaust) 1.3386 to 1.3398 in. (34 to 34.03 mm)
Valve seat outside diameter:
Intake 1.5791 to 1.5799 in. (40.11 to 40.13 mm)
Bore for valve guides 0.5512 to 0.5520 in. (14.000 to 14.021 mm)
Valve guide O.D. 0.5522 to 0.5528 in. (14.026 to 14.040 mm)
Lubrication System
Oil pump
Type Gear pump
Delivery volume 4.15 gal/min. (15.7 liters) @ 1,000 pump rpm
Relief Valve set at 40 to 65 psi (275 to 448 kPa)
Oil filter bypass valve set at 11 to 17 psi (78 to 118 kPa)
4
Gear to body clearance 0.0020 to 0.0032 in (0.050 to 0.082 mm)

Gear to cover clearance 0.0020 to 0.0045 in. (0.050 to 0.114 mm)
Oil type CD or CG-4 grade
20, 30, 40, 50, 20W or 10W30
Oil change interval Consult applicable service manual for oil change interval
Oil filter full flow:
Large capacity Thermo King P/N 11-9100
Standard capacity Thermo King P/N 11-9099
Dual element Thermo King P/N 11-7382
Fuel System
Nozzle type NP-DLLA154P
Injection Pressure 2633 to 2704 psi (18142 to 18632 kPa)
Tightening torque 27.5 ft-lb (37 N.m)
Injection lines, O.D. 0.236 in. (6 mm)
Injection lines, I.D. 0.055 in. (1.4 mm)
Injection timed at:
First Generation engines 14 BTDC 0.020 in. (0.5 mm)
Second Generation engines 14 BTDC 0.020 in. (0.5 mm)
Third Generation engines 6 BTDC 0.020 in. (0.5 mm)
Transfer pump lobe lift 0.197 in. (5.0 mm)
Injection pump rotation Counterclockwise (viewed from gear end)
Electrical System
Glow plug type Sheathed
Thread size 12 mm x 1.25 mm
Rated voltage 11 volts
Rated current 7.1 amperes
Resistance 1.55 ohms
Starter motor (Hitachi):
Voltage 12 V dc
Rotation (viewed from pinion end) Clockwise
Clutch Over-running clutch
Method of engagement Magnetically-engaged sliding pinion
Pull-in current of solenoid 57 amps
Hold-in current of solenoid 20 amps
Brush tension 716 oz (3.2 kg)
No Load:
Voltage 11 volts
Current Less than 140 amperes
RPM More than 3,900 rpm
Loaded:
5
Voltage 8.76 volts

Current 300 amperes
Torque More than 6.1 ft-lb (8.3 N.m)
Horsepower 1.8 hp (1.3 kw)
RPM 1500 rpm
Locked rotor 3V at less than 880 amps with more than 18.8 ft-lb (25.5 N.m) of torque
6
Torque Values for di 2.2 & se 2.2 Engines
Torque
Dia. Pitch Length
Part No. mm (in.) mm (tpi) mm (in.) N.m ft-lbs.
Bellhousing Reamer Bolt 55-5463 10 1.25 70 41 30
Bellhousing to Block Mtg Bolt 55-5476 10 1.25 55 41 30
Bellhousing to Oil Pan Mtg Bolt 55-5429 12 1.75 40 76 56
Camshaft Gear Mtg 55-3454 12 1.5 47 110 74
Camshaft Idler Gear Hollow Bolt 55-5499 8 1.25 23 19 14
Camshaft Idler Gear Mtg Bolt 55-5559 8 1.25 70 19 14
Camshaft Rear Bearing Cover Bolt 8 1.25 20 19 14
Camshaft Thrust Plate Mtg Bolt 55-2443 8 1.25 16 19 14
Connecting Rod Bolt 55-2435 11 1.25 56 84 62
Crankcase Breather Assy Bolt 55-5467 10 1.25 25 41 30
Crankcase Breather Assy Nut 55-5468 8 1.25 19 14
Crankcase Breather Assy Stud 55-5466 8 1.25 28 19 14
Crankcase Bolt (front) 55-5490 16 1.5 40 218 161
Cylinder Head Mtg Bolt 55-5451 11 1.5 122 85 63
Exhaust Manifold Flange Mtg Bolt 55-0139 (5/16) (18) (1.00) 19 14
Exhaust Manifold Mtg Bolt 55-5507 8 1.25 30 19 14
Exhaust Manifold Mtg Studs 55-5454 8 1.25 40 19 14
Exhaust Manifold Mtg Studs 55-5454 8 1.25 60 19 14
Flywheel Housing Reamer Nut 55-5465 10 1.25 41 30
Flywheel Rear Plate to Block Bolt 555464 10 1.25 40 41 30
Flywheel Rear Plate to Block Bolt 55-5465 8 1.25 35 19 14
Flywheel Mtg Bolt 55-4513 14 1.5 35 117 86
Front Plate Mtg Bolt 55-5456 8 1.25 20 19 14
Fuel Leak Off Line 55-2467 8 1.25 18 15 11
Glow Plug (base thread) 44-6601 12 1.25 22 16
Injection line 11-589 12 1.5 30 22
Injection Nozzle Retaining Nut 55-2430 10 1.25 37 27
Injection Nozzle Retaining Stud 55-5452 10 1.25 75 37 27
Injection Pump Bleeder Screw 55-2024 6 1.0 10 5 4
Injection Pump Fuel Feed Hollow Screw 55-2034 14 1.5 29 28 21
7
Torque Values for di 2.2 & se 2.2 Engines (Rev. 05/01)
Torque
Dia. Pitch Length
Part No. mm (in.) mm (tpi) mm (in.) N.m ft-lbs.
Injection Pump Idler Gear Mtg Bolt 55-5491 12 1.25 67 103 76
Injection Pump Mtg Bolt, brkt to brkt 55-5521 8 1.25 19 14
Injection Pump Mtg Bolt, brkt to block 55-5523 8 1.25 19 14
Intake Manifold Mtg Bolt 55-5506 8 1.25 25 19 14
Intake Manifold Mtg Studs 55-5453 8 1.25 32 19 14
Intake Manifold Nut 55-5468 8 1.25 1 in. 22 16
Main Bearing Bolt 55-2411 12 1.5 97 170 125
Oil Fill Tube Mtg Bolt 55-3531 6 1.0 11 8
Oil Filter Assy Mtg Bolt 55-5417 10 1.25 80 41 30
Oil Filter Assy Mtg Bolt 55-5498 10 1.25 45 41 30
Oil Pan Mtg Bolt 55-5485 8 1.25 25 19 14
Oil Pan Mtg Bolt 55-5486 8 1.25 40 19 14
Oil Pipe Clip Bolt 55-2462 8 1.25 12 19 14
Oil Pump Mtg Bolt 55-5488 8 1.25 30 19 14
Rocker Arm Baffle Access Panel Screw 55-5457 4 .7 10 2 1.5
Rocker Arm Cover Cap Nut (special) 55-5458 8 1.25 12 9
Rocker Arm Cover Mtg Bolt 55-5495 10 1.25 65 54 40
Starter Bolt 55-5515 12 1.25 65 61 45
Starter Bolt Nut 55-5516 12 1.25 61 45
Thermostat Adapter Mtg Bolt 55-5455 8 1.25 18 19 14
Timing Gear Cover Mtg Bolt 55-5473 8 1.25 60 19 14
Timing Gear Cover Mtg Stud 55-5453 8 1.25 40 19 14
Transfer Pump Mtg Bolt 6 1.0 18 8 6
Transfer Pump Mtg Bolt Nut 6 1.0 8 6
Water Pump Mtg Bolt 55-5470 8 1.25 30 19 14
Water Pump Mtg Nut 55-5468 8 1.25 19 14
8
Engine Disassembly
NOTE: Before disassembling the engine, drain the engine

oil and coolant, disconnect the battery cables, and remove
the engine from the unit.
2
1. Remove the starter.
2. Remove the fuel injection nozzle-to-pump return lines.
1
3. Remove the fuel injection lines. Cover all injection
lines and fuel lines with plastic covers or tape. The
smallest amount of dirt can damage the fuel system.
4. Remove the intake manifold assembly, but leave the
mounting studs in.
5. Remove the glow plug bus bar.
6. Remove the glow plugs using a deep well socket.
7. Remove the exhaust manifold (and the exhaust restric- 1. Retainer 2. Special Tool
tion on early engines that are so equipped).
Removing Injection Nozzles
8. Remove the exhaust manifold heat shield.
NOTE: The retainer cannot be removed without also
9. Remove the crankcase breather assembly
removing the nozzle. If the nozzle is stuck in the cylinder
10. Remove the fuel injection nozzle return lines (short head and does not come out, continued prying could
lengths of black hose). damage the threads. If the nozzle is stuck, make a special
11. Remove the injection nozzles. Remove the retainer nut tool from an old injection line box nut. Use the special
and special washer. Then using a pry bar, carefully pry tool to remove the nozzle.
up on the retainer. The nozzle and the retainer should
come out together. Follow the instructions in the note
1
below for handling the copper sealing washer.
2
NOTE: Unlike the C201 nozzles, the di and se 2.2 noz-
zles have only one sealing washer. It is a heavy, thick,
tapered copper washer (tapered side down). Replace
3
the washer each time the nozzle is removed. If the
copper washer does not come off easily, slowly warm
it to ease removal.
4
1. Brazed Stop Nut 3. Straightened Injection Line

2. Sliding Weight 4. Box Nut
Special Tool for Stuck Nozzles
9
Engine Disassembly (Rev. 5/01)
12. Remove the rocker arm cover by removing the three

cap nuts. Inspect the rubber washers under the cap nuts
1
and replace if necessary during assembly.
13. Remove the rocker arm support mounting bolts by

alternately turning each bolt one turn at a time. This
evenly releases the valve spring pressure on the rocker
arm assembly. Remove the rocker arm assembly.
14. Remove the push rods. Keep them in order if they are
to be reused.
15. Remove the hose between the thermostat housing and

the water pump. Remove the thermostat housing.
Remove the water pump.
16. Remove the oil filter assembly. 1. Reinstall 3 Bolts
17. Remove the fuel transfer pump. Checking Timing Gear Lash
18. Remove the front crankshaft bolt. A breaker bar may be 22. Remove the timing gear cover bolts from the injection
needed. pump. If necessary, remove the two block-to-bracket
bolts on the lower injection pump mounting bracket.
19. Remove the crankshaft pulley boss. The boss is a slip
Not all engines are equipped with the lower bracket.
fit, but it may require the use of a puller.
Remove the injection pump.
20. Remove the timing gear cover.
23. Remove the transfer pump cam oil feed line.
21. Place three of the timing gear cover bolts in the injec-
24. Remove the injection pump idler gear.
tion pump and tighten. Check the timing gear lash at
this point. If the lash is within specifications, there is a 25. Remove the camshaft idler gear.
good possibility that the gears are reusable. If the lash
26. Loosen the cylinder head bolts in the sequence shown.
is excessive, replace the gears.
This requires removing all injection nozzles. Remove
the cylinder head bolts and remove the cylinder head.
Pry slots are provided in case the head should stick.
NOTE: Do not set the head face down with the glow
plugs installed or the glow plug tips will be damaged.
10
NOTE: Refer to engine chart on page 108 to deter-

1 9 16 8 mine which oil pan you have. Late style engines are
10 17 15 manufactured with a two piece oil pan which should
2 7 NOT be disassembled. The separate halves CAN NOT
BE SPLIT while on the engine. DO NOT DISAS-
11 18 14
3 SEMBLE the oil pan - only remove as one assembly.
6
If the pan should accidentally be disassembled, coat
4 12 13 5 the sealing surfaces with silicone sealer and torque
Cylinder Head Bolt Removal the socket head screws (8 mm or 10 mm) as shown.
27. Remove the bell housing.

28. Carefully mark the flywheel so it can be reinstalled in
its original position and remove the flywheel.
29. Remove the rear plate. Note that two oil pan bolts
beneath the plate must be removed to free the plate.
NOTE: The oil pan has small slots on the mounting
face to assist in removal.
10 mm Mounting Bolts 8 mm Mounting Bolts

36.0 ft-lbs. (6.9 N•m) 24.5 ft-lbs.(4.9 N•m)
Two Piece Oil Pan
32. Remove the oil pump and the oil supply pipe.
33. Remove the connecting rod bearing caps. Remove the

pistons and connecting rods up through the top of the
cylinder bore after removing the ring ridge, if neces-
sary. Mark each piston with its cylinder number.
34. Arrange the connecting rods, bearings caps and pistons

in order if they are to be reused. The connecting rods
and caps are numbered 1, 2, 3 and 4 by the manufac-
turer. Marking is not normally needed.
35. Alternately loosen the main bearing cap bolts and

APA122 remove the bolts and caps. The main bearing caps are
Rear Plate Removal factory marked so they need not be marked.
30. Remove the front plate.
31. Make sure that all oil is drained from the oil pan.
11
NOTE: The cast-in arrows on the main bearings caps 38. Remove the cam bearings.
point to the rear of the engine (flywheel end). The
NOTE: Cam bearings can be damaged by the solvents
main bearing caps are also numbered, with No. 1
used to clean the block. New cam bearings should always
being the rear (flywheel end) main cap.
be installed when an engine is overhauled. The cam bear-
4 ings supplied by Service Parts are semi-finished and will
need to be line bored by a machine shop. Always check the
bearings against the cam shaft before installing.
39. With a valve lapping tool, remove the lifters after

removing the camshaft.
NOTE: Remove the rear camshaft bearing cover

before cleaning the engine block with solvents. The
1 2 3 cap is aluminum and may be damaged by certain
1. Front 3. Rear Flywheel End cleaners.
2. Middle 4. Embossed “C”
Main Bearing Position 2
36. Remove the crankshaft. Note the orientation of the

thrust bearings for proper installation of the bearings
during assembly. Remove the thrust bearings and the
upper main bearing inserts.
37. Remove the bolts from the camshaft thrust plate and
remove the camshaft.
1. Lifter 2. Valve Lapping Tool

Lifter Removal
1
1. Thrust Plate Bolts
Camshaft Thrust Plate Bolts
12
Inspection and Reconditioning
NOTE: Refer to the Specifications Chapter for specific Cylinder Block

dimensions that are not given in this chapter. 1. Inspect the cylinder block for cracks, damage, and dis-
tortion. Using a straight edge and a feeler gauge, check
This chapter covers the cleaning, inspection, overhaul, and
the block-to-head mating surface. If there is more than
assembly of individual engine components. The next sec-
0.003 in (0.07 mm) distortion, resurface the block. Do
tion of this manual describes the assembly of the engine.
not remove more than 0.010 in. (0.25 mm) from the
After disassembling the engine, check the components and
block surface.
discard unusable parts such as gaskets, O-rings, burned
valves, and broken rings. Check the items that may need
machine shop work first so this work can be completed by
the time the rest of the engine is ready to assemble.
1. Head Mating Surface 4. Main Bearing Bore

2. Cylinder Bore 5. Cam Bearing Bore
3. Pan Mating Surface 6. Lifter Bore
Block Measurements
13
Inspection and Reconditioning (Rev. 5/01)
2. Check the cylinder bores for taper, out-of-round, pock-

eting or any other problems that would indicate the
need to bore the block. The bores should be no more
than 0.002 in. (0.05 mm) out-of-round, or have more
than 0.003 in. (0.07 mm) taper. If the bores are in good
condition, deglaze the cylinders with a glaze breaker.
Cylinder Bore Deglazing

Piston Size Identification
3. If boring is required, determine the proper oversize pis-
NOTE: Measure the piston 2.75 in. (70 mm) from the
ton. Pistons are available in 0.010, 0.020, 0.030 and
top at the right angle to the wrist pin.
0.040 in. (0.25, 0.50, 0.75 and 1.00 mm) oversizes.
Measure each of the four pistons. Bore and hone the The letter will be A, B, C or D. All engine manufactur-
cylinder to obtain 0.0020 to 0.0025in. (0.051 to 0.064 ers have a tolerance range for their pistons and a mark-
mm) piston- to-wall clearance. The use of a taper gauge ing system to determine where the piston is located in
will help maintain a straight bore. the tolerance range. The engine bore sizes are also
graded, and when the engine is originally assembled,
NOTE: Pistons will vary in diameter. Each piston
the larger pistons are put into the larger bores. The tol-
must be measured and the cylinder bored accordingly.
erance range is small, usually measured in ten thou-
All di and se 2.2 pistons have a letter stamped in the top sandths of an inch, but a quality manufacturer will go
of the piston between the valve relief areas. through this extra work to ensure the best possible fit
between piston and bore.
14
In di and se 2.2 engines, A pistons are the smallest, and der bore. Check the top and bottom of the cylinder bore
D pistons are the largest; however, only two grades of to be sure that there is no taper.
Service Part replacement pistons are offered; A and C.
Because of this small variance in piston diameters and
the close piston to wall clearances in this engine, it is
vitally important to measure each piston and bore and
hone accordingly.
A and C pistons use the same part number and are

treated as the same part. Note the letter on top of the
piston (see page 14) and measure the piston to make
sure of the size.
If the pistons are reused, make sure they are placed in

the same cylinders they were removed from. If a D pis-
Piston Fit Measurement
ton was placed in an A size bore, it would be too tight.
If an A piston was placed in a D size bore, it would be
too loose. 5. After the block is deglazed or bored, remove the water
distributor tube from the block. The tube should be
Nominal Piston Sizes (standard bore)
checked or replaced during a major overhaul.
Grade A 3.4633 to 3.4640 in. (87.967 to 87.986 mm) To remove the tube, locate the core plug at the back of
Grade C 3.4641 to 3.4648 in. (87.987 to 88.006 mm) the block. Pry out the plug. This exposes the water tube
Piston Wear Limit 0. 002 in. (0.05 mm)
anchor pin. Drive this pin forward out of the block.
Finished Bore Size = Piston diameter + piston to cylin-
der wall clearance.
Finish hone the cylinders to a 16 micro-inch finish.
4. Obtain long 0.001 in. (0.025 mm) and 0.0015 in.

(0.0375 mm) feeler gauges. Lay a feeler gauge against
the piston vertically at a position 90 degrees from the
wrist pin holes. This is the widest part of the piston.
Now carefully try to install the piston along with the

feeler gauge into the proper cylinder bore. The piston
and proper size feeler gauge should require 1 to 3 lb.
(0.45 to 1.3 kg) of force to be moved while in the cylin-
Removal of Water Tube
15
6. Measure the camshaft bearings in the block. The stan- 9. Check or replace all core plugs.
dard dimension is 1.9682 to 1.9710 in. (49.99 to 50.06
mm). If the bearings have more than 0.004 in.
(0.10 mm) wear, nicked or damaged surfaces, or if the
block is to be boiled out, remove the bearings and all
core plugs.
7. Install the main bearing caps in their proper positions.

Torque the bearing caps to 125 ft-lb (170 Nm) Check
the main bearing saddle alignment and main bearing
bore for out of round.
NOTE: The cast-in arrows on the main bearings caps

main bearing caps are also numbered, with No. 1
being the rear (flywheel end) bearing .
1
Checking Main Bearing Saddle Alignment
4 3 2
1. Embossed “C” 3. Middle

2. Rear Flywheel End 4. Front
Main Bearing Position
If the main bearing bores are more than 0.001 in.

(0.0254 mm) out-of-round, the block must be align
Main Bearing Bore
bored. To check saddle alignment, use a straight edge
and a 0.0015 in. (0.0381 mm) feeler gauge. Lay the
straight edge in the bores. The feeler strip should drag
under the straight edge at each main bore.
8. Measure the lifter bores in the block. The bores should

be 0.5110 to 0.5125 in. (12.981 to 13.018 mm). Very
little, if any, wear is associated with these bores. Clean
up small scratches or nicks with a brake cylinder hone.
16
Crankshaft Outside Diameter of Finished Main Journals
1. Check the cranks

crankshaft
haft journals,
journals, crank pins and oil seal Journal Diameter Diameter
Undersize in in in
surface for evidence of wear, damage or clogging of oil Millimeters* Millimeters Inches
ports.
0.75 mm
mm 59.167-59.182 2.3294-2.3300
2. Measure
Measure the
the crank
crankshaf
shaftt main
main journ
journals.
als. The stand
standard
ard 1.0 mm 58.917-58.932 2.3196-2.3202
dimension is 2.3589 to 2.3595 in. (59.917 to 59.932
*NOTE: Service Parts main bearings are furnished in
mm). The crankshaft must be ground undersize if the
metric undersizes of 0.25, 0.50, 0.75 and 1.0 millimeters.
journal shows any of the following
following conditions:
The conversion from millimeters is not exact (1 mm =
• Out-
Out-of
of-r
-rou
ound
nd mor
moree than
than 0.0
0.001
01 in
in (0.02
(0.0254
54 mm)
mm) 0.03937007 in.). Therefore, the “inch” column of under-
sizes loses approximately 0.0102 in. per undersize rather
• Taper
aper gre
great
ater
er than
than 0.0
0.001
01 in.
in. (0.
(0.02
0254
54 mm)
mm)
than exactly 0.010 in. per undersize. 0.25 mm undersize is
• Wear
ear grea
greate
terr tha
than
n 0.00
0.001
1 in.
in. (0.0
(0.025
254
4 mm)
mm)
roughly equivalent to 0.010 in. undersize, 0.50 mm to
Consult the grind chart for main journals shown below. 0.020 in. undersize, 0.75 mm to 0.030 in. undersize, and
1.00 mm to 0.040 in. undersize. The most accurate method
of determining the correct
correct journal undersize diameter
diameter is to
assemble and torque a main bearing cap on the block with
the proper undersize bearing in the block. Measure the
bearing inside diameter.
diameter. Subtracting the clearance desired
from that figure results in the correct journal undersize
diameter.
diameter.
3. Measure
Measure the rod journals.
journals. The standard
standard dimension
dimension is
2.0832-2.0838 in. (52.915-52.930 mm). The crank pins
must be ground undersize if the rod journal shows any
of the following conditions:
AGA40
• Out-
Out-of
of-r
-rou
ound
nd mor
moree than
than 0.0
0.001
01 in
in (0.02
(0.0254
54 mm)
mm)
Measuring Crankshaft Main Journals • Taper

aper gre
great
ater
er tha
than
n 0.00
0.001
1 in.
in. (0.02
(0.0254
54 mm)
mm)
• Wear
ear gre
great
ater
er tha
than
n 0.00
0.001
1 in.
in. (0.0
(0.025
254
4 mm)
mm)
Consult the grind chart for rod journals shown below.
Outside Diameter of Finished Rod Journals
Outside Diameter of Finished Main Journals
Journal Diameter Diameter
Journal Diameter Diameter Undersize in in in
Undersize in in in Millimeters** Millimeters Inches
Millimeters* Millimeters Inches
Standard 52.915-52.930 2.0832-2.0838
Standard 59.917-59.932 2.3589-2.3595
0.25 mm
mm 52.665-52.680 2.0734-2.0740
0.25 mm
mm 59.667-59.682 2.3491-2.3497
0.50 mm
mm 52.415-52.430 2.0636-2.0642
0.50 mm
mm 59.417-59.432 2.3392-2.3398
0.75 mm
mm 52.165-52.180 2.0537-2.0543
1.0 mm 51.915-51.930 2.0439-2.0445
17
**NOTE: Service Parts rod bearings are furnished in met-

ric undersizes of 0.25, 0.50, 0.75 and 1.0 millimeters. The
1
conversion from millimeters is not exact (1 mm =
0.03937007 in.). Therefore, the “inch” column of under-
sizes loses approximately 0.0102 in. per undersize rather
2
than exactly 0.010 in. per undersize. 0.25 mm undersize is
roughly equivalent to 0.010 in. undersize, 0.50 mm to
0.020 in. undersize, 0.75 mm to 0.030 in. undersize, and
1.00 mm to 0.040 in. undersize. The m ost accurate method 1. Solid
Solid Desig
Design
n (used
(used w
with
ith flat
flat styl
style
e gear
gear cover
cover))
of determining the correct
correct journal undersize diameter
diameter is to 2. Rubber
Rubber Damp
Damper
er Design
Design (used
(used with
with domed
domed style
style
assemble and torque a rod and cap with the proper under- gear cover)
size bearing in the rod. Measure the bearing
bearing inside diame- Pulley Boss Types
ter.
ter. Subtracting the clearance desired from that figure
results in the correct
correct journal undersize diameter.
diameter.
2
1
4. Place the crank
crankshaf
shaftt in the
the engine
engine block,
block, resting
resting on the
old front and rear main upper inserts. This will allow
the shaft to be rotated. Using a dial indicator on the
middle main journal, rotate the crankshaft one full turn
and note the largest reading. The crankshaft deflection
equals 50% of the largest indicator reading. Crankshaft
deflection should be more than 0.0015 in. (0.0381 mm).
1. Seal Surface 3. Pulley Boss

1. Dial In
Indicator
2. Cran
Crank
kshaft
aft Timi
iming Gear
Gear
Measuring Crankshaft Deflection
Checking Gear Wear, Seal Surface and Pulley Boss
5. Inspect
Inspect the pulley
pulley front
front seal
seal surface
surface for excess
excessive
ive wear
wear..
6. Removing
Removing the crankshaft
crankshaft timing
timing gear
gear requires
requires the use
Worn or damaged pulley bosses must be replaced as no
of a standard gear puller. When replacing the gear and
repair sleeve is available. The pulley boss is hand fit
the pulley boss, use silicone sealant on the crankshaft
and can be removed by tapping with a soft hammer.
hammer.
before installing the gear and pulley boss. The sealant
NOTE: Two types of pulley bosses were used and they prevents oil leakage.
ARE NOT interchangeable. When replacing the pul-
ley boss be sure it is the same style as the original. See 7. Check
Check the
the rear
rear cranks
crankshaf
haftt wear ring
ring surf
surface
ace for
for a
groove left by the lip seal. See following section for
the following picture to determine which pulley boss
you have. replacement.
18
. the rear. Make sure that the ring is square with the axis
1 of the crankshaft.
NOTE: The wear ring is un i-directional. Before driv-

ing it onto the crankshaft, ensure that the wear ring is
properly positioned.
positioned.
6. Using
Using tool
tool No.
No. 204-592
204-592 and
and a hammer
hammer,, drive
drive the ring
ring
0.31 in. (8 mm) onto the crankshaft.
1. Wear Ring
Checking Rear Seal Surface
8. The cranks
crankshaft
haft journals
journals on these
these engines
engines are
are surfa
surfaced
ced
hardened with a nitriding process. If the journal diame-
ter is worn 0.002 in. (0.05 mm) or more it will need to
be reground undersize or replaced.
2
Crankshaft Wear Ring (radial seal only)

3
Removal and replacement
1. 0.31 ± 0.02 in. 3. Beve
Bevele
led
d O.D.
O.D.
To provide a better oil seal, the rear of the crankshaft has a
(8 ± 0.5 mm)
chromium-plated
chromium-plated wear ring.
2. Cha
Chamfe
mfered I.D.
1. Hold the cranks
crankshaft
haft firmly
firmly.. Place
Place a chisel
chisel on the O.D.
O.D.
Driving Wear Ring onto Crankshaft
surface of the wear ring facing the center of the crank-
shaft. Tap the chisel to expand the ring.
NOTE: Use only taps. A heavy blow will break the

ring and the chisel will mar the crankshaft
crankshaft surface.
2. Pull
Pull the
the wear
wear ring
ring to the rear
rear to remo
remove
ve it.
it.
3. Clean all dirt,

dirt, grease
grease and
and oil
oil from
from the
the cranksh
crankshaft
aft ring
ring
area.
4. Heat the replac

replacement
ement wear ring in boiling
boiling water or in an
oven at approximately 200 F (93.0 C).
5. Coat the inside

inside surface
surface of
of the
the wear
wear ring
ring with
with a thin
thin
coating of Loctite or silicone sealant. Position the ring
on the crankshaft with the beveled O.D. surface toward
19
Timing Gears the gear and bushing. The bushing is not sold sepa-
Three different types of timing gears were used: rately.
• First Design Coarse Mesh - through S/N #219283 4. Check the injection pump idler gear bearings for noise
• Second Design Hardened Coarse Mesh - beginning or roughness and inspect the transfer pump cam lobe
with S/N #219284 for wear.
• Third Design Hardened Fine Mesh - beginning with 5. To remove the injection pump idler gear bearings,
S/N #221207 remove the front and back snap rings.
NOTE: The gears ARE NOT interchangeable and must be 6. Tap out the spindle with a soft mallet.
replaced as a set.
7. Using a suitable tool, press out the bearings applying
pressure to the outer race only.
1 8. To remove the transfer pump cam lobe, support it as
2 3 shown. Press the lobe off.
Removing Transfer Pump Cam
1. Injection Pump Idler 3. Camshaft

9. Heat the new cam lobe in boiling water or an oven to
2. Camshaft Idler 4. Crankshaft approximately 200 F (93.0 C), and drop the lobe on the
Timing Gears gear. There is no particular orientation of the lobe.
1. To remove the timing gear from the camshaft, remove 10. Install the new bearings back in the gear making sure to
the center bolt and tap the gear off with a soft-faced press on the outer race only. Install snap rings and spin-
hammer. Remove the crankshaft timing gear (if it has dle.
not already been removed) with a standard puller.
2. Examine the timing gears for chipped or worn teeth.
During engine assembly, the timing gears will be
checked for gear lash, so only a visual check is neces-
sary now.
3. Measure the inside diameter of the camshaft idler gear
bushing. The standard dimension is 1.7717 to 1.7728
in. (45.000 to 450.030 mm). If the bushing is badly
scored or worn more that 0.003 in. (0.072 mm), replace
20
Transfer Pump Cam Repair weld spatter. Use a wire feed welder or TIG welder to pro-
vide a clean spatter free weld. Allow the weld to cool at
The transfer pump is driven by a cam that is mounted on the
B idler timing gear. This cam can come off the gear or can room temperature. Do not immerse the gear to cool it.
be loose on the gear. Welding done as described will not harm the gear in any
way or effect the gear backlash. Reassemble the engine.
The engine will not necessarily stop running if the cam is
loose or fallen off because the injection pump has an inter-
nal pump of it’s own that is used to operate the timing piston
in the injection pump. That pump is capable of pulling fuel
from the fuel tank, especially if the unit is mounted lower
than normal, or the fuel tank level is high. The internal
pump may be able to keep the unit running, but not able to
provide enough fuel for restart, or in some cases it will
allow restarts, but the engine has difficulty coming up to
speed.
Typical symptoms are;
• The engine will crank but will not start.
• The engines runs, but is hard starting and difficult to get

up to speed.
• The engine was running, but won’t restart after being

shut off.
• The transfer pump is not pumping fuel or pumping fuel

at a low rate.
• Any problem that appears to be fuel delivery problem. Welding the Pump Cam to the Idler Gear
Inspection and Repair

Remove the transfer pump and look at the cam. If it is in
position on the B idler gear use a sharp tool such as a probe
to push on the cam to make sure it doesn’t move. If it moves
on the idler gear, or is dropped off the gear, it must be
repaired.
Remove the front timing cover and remove the B idler gear.
Mark the B idler gear to the inspection pump gear and to the
A idler gear in case the valve springs or injection pump
springs try to rotate the pump or camshaft.
Weld the pump cam to the gear using three 0.50 inch beads
spaced evenly around the cam. (See the following illustra-
tion.) Use tape on the cam surface and gear teeth to prevent
21
Camshaft 4. Measure the camshaft journal diameters. The standard

dimension is 1.9670 to 1.9675 in. (49.96 to 49.97 mm).
1. Check the cam shaft journals, lobes and oil pump drive
Replace the camshaft if the journals are worn more than
for wear or damage.
0.002 in. (0.05 mm).
2. Measure the camshaft lobe height. The standard dimen-
sion is 1.5913 in. (40.42 mm) for intake and 1.5984 in.
(40.60 mm) for exhaust. More that 0.005 in. (0.127
mm) wear indicates the camshaft should be replaced.
Check the lobe faces for damage. Clean up slight
imperfections with an oil stone
AGA53
Measuring Camshaft Journal Diameters
5. Inspect the oil passageways and the oil bleed hole for
obstructions.
1
AGA54
Camshaft Lobe and Gear Inspection
3. Measure camshaft deflection with a dial indicator and a

set of “V” blocks. Rotate the camshaft one full turn and
note the largest reading. The camshaft deflection is
50% of this reading. Replace the camshaft if the deflec-
tion is greater than 0.003 in. (0.7 mm) deflection.
1. Oil Bleed Hole

Rear Journal and Oil Passageway Inspection
AGA55
Measuring Camshaft Deflection
22
Cylinder Head If the engine has acquired many hours of running time,
it is a good idea to replace the guides because they are
The cylinder head for the engine is a direct injection head,
usually worn after such a period. Because the valve seat
therefore it does not have prechambers, hot plugs, heat
grinding procedure is piloted off of the guides, a new
dams, etc., making it easier to service.
straight guide will ensure an accurate valve seat.
Disassembly
1. Remove the bus bar and glow plugs if they have not
been removed already. Do not set the head face down
with the glow plugs installed or the glow plug tips will
be damaged.
2. Use a valve spring compressor to remove the valves
from the head.
3. Remove the steel spring seats and retain for assembly.
Boil the head out if possible.
Cleaning Valve Guides

2. To remove the guides, use tool No. 204-355 to drive the
guides out toward the lower face of the cylinder head.
Removing Spring Seat Washer
Valve Guides
1. Use a valve guide carbon beater to remove carbon from
the guides. Measure the inside diameter of the guides
using a small hole gauge or graduated set of tapered 1. Tool No. 204-355
pilots. The standard dimension is 0.3150-0.3156 in. Removing and Installing Valve Guides
(8.000-8.017 mm). If guides show more than 0.003 in.
(0.07 mm) wear, replace the guides.
23
Cylinder Head Valve Depth

1
2 The depth at which the valves rest in the head (valve depth)
is a critical dimension for most diesel engines. If the valves
are set too deep as a result of valve grinding, the combustion
chamber volume enlarges and the compression ratio drops.
This results in hard starting. Therefore, it is very important
to check valve depth before any valve or seat grinding is
attempted. If this dimension is already at the limit, the valve
seat inserts or valves, or possible both, may have to be
replaced.
1. To check the valve seat depth, install the valves in their

respective seats and check the depth.
2. Normal depth is 0.011 in. (0.275 mm) negative to 0.007

1. 0.475 in. (12.07 mm) Intake in. (0.175 mm) positive. Valves should not be more that
2. 0.475 in. (12.07 mm) Exhaust 0.022 in. (0.57 mm) negative for both intake and
exhaust. Grind the valves at a 45° angle and check the
Valve Guide Set Depth
depth again to determine if the depth is still within tol-
3. Install the new valve guides using the appropriate tool. erance.
Using a depth micrometer or caliper, set the guides to
0.475 in. (12.07 mm) as shown.
4. After installation, the guides may need reaming with a

0.3155 in. (8.013 mm) hand reamer. Ream both the
exhaust and intake guides.
AGA62
Checking Valve Depth
If the seat width exceeds 0.070 in. (1.75 mm) for intake
and 0.63 in. (1.60 mm) for exhaust, 30 degree and 60
degree stones may be used to narrow and raise or lower
Reaming Intake and Exhaust Guides the seat.
24
45° 60°
30°
1. 0.050- 0.070 in. (1.22-1.75 mm)

Valve Seat Angle
APA124
Using Valve Seat Grinding Equipment
Grinding
1. If the valve depth does not exceed the specified limit,
grind the seats to a 45 degree angle. A hard stone will
be required. Since the valve guide bore is 0.315 in.
(8.001 mm) standard, regular valve seat grinding equip-
ment can be used. N o metric pilots are required.
APA125 As the seat is ground, periodically check the seating of

the valve with Prussian Blue or a similar dye to ensure
Installing Grinding Pilot that the seat is contacting as close to the middle of the
valve face as possible.
3. If the limit still has not been exceeded, grind the seats 2. After all the valve seats have been ground, the valves
as well. may be lapped. Put a small amount of a medium grit
4. Measure the depth once again. If it is now beyond the compound on each valve face. Using a valve lapping
specified limit, the seat or valve, or possibly both, will toll, briefly spin the valve against the seat. Then lift the
have to be replaced. valve and rotate it about a quarter of a turn. Drop the
valve back into the seat and continue lapping. Repeat
this procedure until the compound is used up. Remove
all traces of lapping compound.
25
Replacement Valves
1. Use a commercial-type valve seat replacement tool to 1. Inspect and measure the valve stems. Standard diameter
remove the seat from the head. If such a tool is not is 0.3128-0.3141 in. (7.946-7.978 mm) for intake and
available, use a welding torch and heat the valve insert 0.3119-0.3131 in. (7.921-7.953 mm) for exhaust.
red hot (1330 to 1400 F [721 to 760 C]) at two spots Replace if worn more than 0.002 in. (0.05 mm). Maxi-
directly opposite each other. Allow the insert 3-5 min- mum clearance between valve and guide should not
utes to cool and contract. exceed 0.008 in. (0.20 mm) for exhaust and 0.006 in.
2. Now pry the insert out with a screwdriver or a small pry (0.15 mm) for intake.
bar. Clean out any carbon or foreign material that may 2. Regrind the valve face to a 45 degree angle.
be in the insert bore.
3. Check for bent valves while they are in the grinding
3. Check the outside diameter of a new valve seat insert machine.
and the inside diameter of the valve seat bore. The
insert should be 0.003-0.005 in. (0.76-0.127 mm) larger 4. Check the valve margin. If there is less than 0.040 in.
than the bore to ensure a good interference fit. Chill the (1.0 mm) margin left, replace the valves. Standard mar-
insert and install it with a seat installing tool. Assuming gin is 0.051 in. (1.3 mm).
the valve guides have been reconditioned or replaced,
the new valve seats may now be ground to 45 degrees.
AGA64
1. 0.051 in. (1.3 mm)

Valve Margin
Valve Spring
1. Check that the spring free length is 1.81-1.75 in. (46-
44.5 mm) and the inclination is no more that .118 in.
(3.0 mm).
2. Using a spring compressor, check that at the set length,

1.52 in. (38.6 mm), the pressure is 43.4-36.8 lb. (19.7-
16.7 kg).
APA126
Removing and Installing Valve Seat
26
Cylinder Head Reassembly

After all cylinder head components have been recondi-
tioned, ground or replaced, the head is ready for assem-
bly.
NOTE: There are two types of valve seals supplied by
Service Parts; Original Equipment Manufacturer
3 (OEM) seals, which are included in the gasket set
and Thermo King replacement seals which are sold
individually in packages of 8. Normally, both seals
do the same job, although some engines utilizing used
AGA71 valves that continue to exhibit excessive oil consump-
1. Inclination 3. Square tion after an overhaul, may benefit by changing the
2. Free Length seals from one type to the other.
Measuring Valve Spring Free Length and

Inclination
1 2
1. OEM Seal 2. Thermo King Seal

Valve Seal Types
1. Place the valves in the guides, and install the valve

stem seals, being careful that the teflon insert does not
get scratched or pulled from its rubber carrier. Use the
installation tool (if supplied with the seals) for ease of
installation. Later seal sets may not include this tool.
APA127
Testing Valve Spring Tension
Typical Valve Stem Seal Installation
27
2. Before placing the springs in position, make sure that Rocker Arm Assembly
the steel spring seats are in place to ensure that the steel 1. To disassemble the rocker arm assembly, remove the
spring does not wear the cast iron head. clips at both ends of the shaft. Then remove the springs,
3. Install the valves, springs, and retainers. rocker arms and supports. Arrange the rocker arms in
the sequence of disassembly to ensure correct assem-
bly.
APA128
1 3
2
4
Installing Spring Seat Washer 1. Clip 3. Spring
2. Rocker Arms 4. Support
Rocker Arm Assembly
4. After the valves are installed, place the head on its side
and fill up the exhaust ports with diesel fuel. Check 2. Measure the rocker arm shaft deflection with a dial
around the exhaust valves for leaking fuel. Only a small indicator and a set of “V” blocks. Rotate the rocker arm
seepage should be visible. Repeat this step for the shaft one full turn and note the largest reading. The
intake valves. If the leakage seems excessive, the leak- rocker arm shaft deflection is 50% of this reading.
ing valve will have to be removed and lapped again. Replace the rocker arm shaft if the deflection is greater
than 0.005 in. (0.127 mm).
APA129
Check Rocker Arm Shaft Deflection
3. Measure the outside dimension of the rocker arm shaft.

Testing Sealing Ability of Valves The standard dimension is 0.7476-0.7480 in. (18.99-
19.00 mm). Replace the shaft if it is worn more than
0.005 in. (0.127 mm).
28
4. Measure the inside diameter of the rocker arm bush- Measure the outside diameter of the lifter with a microme-
ings. The standard dimension is 0.7484-0.7500 in. ter. Standard diameter is 0.5108 in. (12.97 mm) wear.
(19.01-19.05 mm). If there is more than 0.005 in.
Replace the lifter if there is more than 0.002 in. (0.05 mm)
(0.127 mm) wear, replace the rocker arms. Do not reuse
wear.
any rocker arm/shaft combinations that exceed a com-
bined clearance of more than 0.005 in. (0.127 mm) or
high oil consumption may result due to excess oil throw Pistons
off into the valve seals or crankcase breather areas. 1. Remove and discard the old piston rings.
2. Heat the piston in hot water, 120-140 F (49-60 C), and

then push out the piston wrist pin.
NOTE: When working with a piston and rod assem-

bly, do not clamp it in a steel jaw vise. Use a soft jaw
vise, or use soft covers over the steel jaws. Clamping
the rod in a steel vise will put small nicks in the rod.
1
These nicks become stress raisers that can cause pre-
mature rod failure.
3. If the pistons are to be reused, perform steps 4 through

1. Hardened Steel Face
6.
Contact Face Wear
4. All di and se 2.2 engines have a letter stamped on the
5. Check wear on the rocker arm contact face. Recondi- top of the piston between the valve relief areas. (See
tion or replace as necessary. Inspection and Reconditioning the Cylinder Block).
This letter indicates the size of the piston within the
6. Assemble the rocker arm shaft, supports, rocker arms,
manufacturing to tolerance range- A being the smallest,
springs and other hardware. Be sure to loosen all the
and D the largest. The tolerance range is 3.4633 to
valve lash adjusting screws.
3.4652 in. (87.967 to 88.016 mm). Each letter is
NOTE: Tightening down the rocker arm shaft with approximately 0.0004 in. (0.01 mm) larger than the pre-
the valve lash adjustments in the original position vious one.
may bend the push rods.
Measure the piston diameter. The measurement should
be taken about 2.75 in. (70 mm) from the t op of the pis-
Push Rods ton and at a right angle to the piston pin. The pistons
Check the push rods for bending and wear at the ends.
Replace the rods if these conditions appear.
Lifters
Check the face of the lifters for wear or damage. Replace
the lifter if these conditions appear.
29
should not be reused if they are worn more than .002 in.
(0.05 mm). 1
2
3
AGA45
Measuring the Piston
5. Clean the ring grooves with a ring groove cleaner,

being careful not to scrape any metal from the piston. If Piston Ring Set
it is not possible to obtain a ring groove cleaner, a used
ring can be broken and sharpened to do the job.
AGA46
Cleaning Ring Grooves Checking Ring Groove Clearance
6. Using a new set of piston rings, check the ring-to-

groove clearance (see Specifications) by inserting a Wrist Pins
feeler gauge along with the ring and roll it all the way The wrist pin and bushing carries a great deal of load in a
around the piston ring groove. Excessive side clearance small area, so the wrist pin fit is very critical. A qualified
requires piston replacement. Do not install the rings machine shop should do the pin fitting when the engine is
yet, the end gap must be checked first. overhauled.
30
1. If the block requires boring and new pistons are used, Connecting Rods
replace the wrist pins. Because of the very close toler-
Beginning with engine serial no. 936751, new connecting
ances of the wrist pin, piston bore and rod bushing bore
rods P/N 11-6873 are used. The new rod is heavier than the
0.0004-0.0008 in. (0.01-0.02 mm) measuring wear
old one and has knurled bolts. Because of the difference in
becomes very difficult using standard micrometers and
weight the two types cannot be mixed. Both are available
small hole or telescopic gauges.
from Service Parts, old style P/N 11-5824 and new style
P/N 11-6873.
Reconditioning a connecting rod requires varied and expen-

sive equipment. If this equipment is not available, most
machine shops are able to recondition the rods to “like-
new” specifications. To recondition the rods yourself, use
the following procedure:
1. The connecting rods should, if possible, be glass bead

cleaned, which stress relieves them.
2. The connecting rod and cap should be assembled and

torqued without the bearing. Measure the big end bore.
AGA47
If it is more than 0.001 in. (0.0254 mm) out-of-round, it
Wrist Pin Measurement
should be reconditioned.
2. If precision gauging equipment is not available, the
wrist pin to bushing fit can be checked by oiling the
wrist pin and inserting it in the bore. It should be snug
and require at lease a hand-push fit.
AGA48
Connecting Rod Bore Measurement
3. Use a rod alignment fixture to check for connecting rod

Checking Wrist Pin-to Bushing Clearance
twist or parallelism. The standard value for rod twist is
31
0.002 in (0.05 mm) per 4 in. (100 mm). The service Manifold
limit is 0.008 in. (0.20 mm) per 4 in. (100 mm). 1. Check the manifold for cracks, damage or carbon build
up.
The standard value for rod parallelism is 0.002 in. (0.05
mm) per 4 in. (100 mm). The service limit is 0.006 in. 2. Check for distortion using a straight edge and feeler
(0.15 mm) per 4 in. (100 mm). If the rod is twisted or gauge. Resurface or replace the manifold if the distor-
bent beyond the service limit, the rod will have to be tion is greater than 0.006 in. (0.15 mm). Earlier engines
straightened or replaced. have an exhaust restrictor to control oil migration.
Clean and check this if the engine is so equipped.
3
1
1. Per 4.00 in. (100 mm)

2. Parallelism no more than 0.006 in. (0.15 mm) Checking Manifold Distortion
3. Twist no more than 0.008 in. (0.20 mm)
Measuring Connecting Rod Twist and Parallelism
Oil Filter Assembly
4. Press out the piston wrist pin bushing using a suitable
Two different oil filter assemblies are used on these engines;
tool. Reinstall the new bushing, and if a bushing
Full Flow and Dual 1500. The di 2.2 normally uses a full
expanding tool is available, expand the bushing in the
flow oil filter assembly and the se 2.2 normally uses a dual
bore. Ream or hone the new bushing to the finished-
1500 oil filter assembly. Either assembly will fit on either
size. Each bushing should be fitted to its own individ-
engine, but the dual 1500 element filter will not fit on the
ual wrist pin with precision gauging equipment.
full flow filter base and the full flow filter will not fit on the
dual element filter base.
The oil filter assembly incorporates an oil pressure relief
valve to maintain the engine oil pressure at 40 to 65 psi (275
to 448 kPa) and a bypass valve to protect the engine from
oil starvation if the filter becomes plugged with accumu-
lated sludge.
APA130
Removing Wrist Pin Bushing
32
1
5
1. Dirty Oil From Pump 3. Clean Filtered Oil to Engine 5. Oil Returned to Sump through
2. Filter Bypass Valve 4. Pressure Regulator Pressure Regulator
Full Flow Filter System
33
3
4
1
5
1. Dirty Oil From Pump 5. Excessive Oil Bleed Port on Pressure Regulator
2. Filter Bypass Valve 6. Clean Oil from Bypass Filter Returned to Sump
3. Clean Oil from Full Flow Filter to Engine 7. Fine Micron Bypass Filter
4. Pressure Regulator 8. Coarse Micron Full Flow Filter
Dual Flow 1500 Filter System
34
Reconditioning the Assembly
1. Remove and discard the old filter.

2. Remove the bypass and relief valves and oil pressure
safety switch.
3. Thoroughly clean all parts and examine them for cracks
and other damage.
4. The relief valve cannot be disassembled. The valve
must be replaced if oil pressure is low because of
excessive oil being bypassed. It is interchangeable with
the C201 oil relief valve.
5. Replace the O-ring seals on the bypass and relief valves
before assembling.
35
Oil Pumps
Different types of oil pumps were used in these engines.
The most noticeable difference in the oil pumps is the
strainer size. The small strainer oil pump has a strainer that
is much smaller and has seven 0.28 in. (7 mm) holes instead
of a screen. There are some other minor differences but all
are inspected in the same way.
1 1
4
1. Knock Pin Type 3. Gear Support Point 1. Shrinkage Fit Pinion 3. Gear Supporting
Pinion Points
2. Single Supported 4. Large Strainer 2. Double Supported 4. Small Strainer
Driven Gear Driven Gear
Large Strainer Oil Pump Small Strainer Oil Pump
(interchangeable with small strainer pump) (no longer available as a service replacement part)
36
Oil Pump Inspection
3 1. Remove the strainer by unbending the tabs. Only four

2 tabs are used on the original assembly. Use the four
unused tabs when reassembling. If all eight tabs have
1 been removed, replace the oil pump.
2. Remove the oil pump cover bolts and the cover.

11
3. Remove the idler gear.
4. The driven gear, its shaft and pinion gear are not nor-
mally removed because the driven gear is pressed on
the shaft and the pinion gear is pinned to the shaft.
4
5. Visually inspect the gears and pump body for scratches
5 and other damage.
6
6. Place the idler gear in the pump body.
7
7. Check for excessive clearance between the body cover
8 surface and gears with a straight edge and feeler gauge-
10 0.002 to 0.0045 in. (0.050 to 0.114 mm) is the standard
dimension.
1. Oil Pump Assembly 7. Cover

2. Pin-pinion gear 8. Bolt-cover
3. Gear-pinion gear 9. Screen
4. Gear-idler 10. Pipe-oil pump
5. Gear-driven 11. Bolt-mtg. oil pump
6. Cover-oil pump body
Oil Pump Body Cover Gear Clearance
Oil Pump Assembly (exploded view)
NOTE: Oil pump rebuild kits are not available. Only items
#1, #2, #3, #10 and #11 are available as replacement ser-
vice parts.
37
Gear to Oil Pump Body Wall Clearance
8. Check for excessive clearance between the gear tips

and pump body inner wall with a feeler gauge-0.002 to
0.0031 in. (0.050 to 0.082 mm) is the standard dimen-
sion.
9. If any of these measurements exceed the recommended
tolerances by more than 0.002 in. (0.05 mm), replace
the oil pump assembly.
Water Pump
Although a number of different water pumps were used on
di 2.2 and se 2.2 engines over the years, a replacement water
pump is available through Service Parts which fits all
engines. A new water pump is P/N 11-8478, a remanufac-
tured water pump is P/N 811-8478.
NOTE: Water pump rebuild kits are not available. A worn

or damaged water pump must be replaced.
38
Engine Breathing System PCV Valve Cover Breathers

There are four types of breather systems used on the di 2.2 Both of the positive and negative PCV valve systems vent
and se 2.2 engines. crankcase gases only to the intake and do not draw any fresh
1. Chimney breather can with negative crankcase pres- air into the crankcase, which is called a closed crankcase
sure. system.
2. Side breather can with negative crankcase pressure
(beginning with S/N 102568).
3. PCV valve on valve cover with positive crankcase pres-

sure (beginning with S/N 221207).
4. PCV valve on valve cover with negative crankcase

pressure (beginning with S/N E10889).
The breather should be disassembled and cleaned on a regu-

lar basis.
Chimney and Side Can Breathers

The chimney and side breather can use an opening in the
block that draws fresh air into the crankcase. Engines with
worn rings will force crankcase gases or oil out of the PCV Type Engine Breather
breathers.
2
1
1. Chimney Breather Can 2. Side Breather Can

Can Type Engine Breathers
39
Closed Crankcase with PCV Valve Closed Positive PCV System
An improved closed PCV system was incorporated on Sec- The following schematic illustrates the closed Positive
ond Generation se 2.2 engines (beginning with serial No. Crankcase Ventilation (PCV) operation.
221207) and on all Third Generation se 2.2 engines. The
In the unrestricted position, gas flow exits the crankcase via
system utilizes a spring and diaphragm, located in the valve
the push rod passages and past the orifice and diaphragm. In
cover, to maintain a constant flow of crankcase gas regard-
the past, as air cleaner restriction increased, vacuum and
less of the intake manifold pressure. This results in a system
flow would increase in the crossover line lowering the
with a constantly regulated crankcase pressure even in the
crankcase pressure. To prevent this, the PCV diaphragm
presence of ring wear or a restricted air cleaner.
expands into the passageway, restricting the flow to main-
tain a constant, slightly positive crankcase pressure.
CAUTION: To prevent injury always check
engine oil level with the engine shut off. The pos-
itive PCV system will cause oil to be thrown out of
the dipstick tube if the dipstick is removed while
the engine is running.
1 1 1
7 2 7 2 7 2
6 6
6
5 5 5
3 3 3
4 4 4
Unrestricted Position Partially Restricted Position Fully Restricted
1. PCV Valve 5. Baffle Plate

2. Spring 6. To Crossover Tube
3. Valve Cover 7. Diaphragm (on bottom of spring)
4. Push Rod Passages
Closed Positive PCV System
40
Closed Negative PCV System The negative pressure system functions similar to the posi-
The following schematic illustrates the closed negative tive PCV system but maintains a negative crankcase pres-
crankcase ventilation (PCV) operation. sure.
1
2
3
6
5
4
Unrestricted Position Partially Restricted Fully Restricted Position

1. PCV Valve 5. Baffle Plate
2. Diaphragm (on top of spring) 6. To Crossover Tube
3. Valve Cover 7. Spring
4. Push Rod Passages
Closed Negative PCV System
41
Checking Crankcase Pressure
1. An adapter to check crankcase pressure can be made Breather System Typical Crankcase Pres-
from a C201 dipstick (11-2893) and a fitting (55-2857). sures*
Chimney Breather Can -3 in. to -8 in. water column
2. Remove the dipstick from the cap and drill a 11/32 in.
(8.7 mm) hole in the cap. Tap the hole with an 1/8 in. Side Breather Can -3 in. to -8 in. water column
NPT tap and install the fitting.
-1.5 in. to +3.5 in. water
Closed Positive PCV
3. This adapter will provide a convenient hook-up for the column
Magnehelic gauge to monitor crankcase pressure. -2.5 in. to -7.5 in. water
Closed Negative PCV
column
4. To use the adapter, remove the oil dipstick and replace
it with the adapter. Connect the low pressure side of the *measured with a new air filter installed.
gauge to the adapter and observe the readings on high
Typical Crankcase Pressures
and low speed.
If your readings are significantly more positive than those
3 shown, you may have excess blowby past the rings. A com-
2
1 pression check should be performed to confirm this.
To convert a positive pressure PCV system to a negative

pressure system install Service Parts Kit P/N 10-340.
The following items can effect your crankcase pressure

readings.
1. Fitting
Crankcase
2. Fill Cap Pressure
3. Discard Dipstick Effect Typical Cause
Vacuum Gauge Adapter Increase Piston Rings Stuck or Worn
Decrease Air Cleaner Dirty or Plugged
Increase Breather Hose Plugged with Dirt or Ice

2
1 Decrease PCV Diaphragm Torn
Increase PCV Diaphragm Frozen to Seat in

Valve
Troubleshooting Chart
1. Adapter
2. Magnehelic Gauge 10 in. (254 mm)
Mearsuring Engine Pressures
42
Crossover Hose Alignment PCV Breather Vent
During a routine service, check the orientation of the cross- The PCV valve that regulates the crankcase pressure can
over hose from the air intake adapter to the valve cover. It is develop excessive pressure in the engine crankcase if the
important to avoid kinks and bends in the hose to prevent atmospheric vent in the cover of the valve is plugged.
icing during cold weather operation.
NOTE: If your engine has a crankcase pressure signifi-
cantly over 3 inches (7.6 mm) WC positive, or has blown
out its oil level switch, check this vent for blockage.
1
2
3
1. Valve Cover 3. Air Intake Manifold

2. Crossover Hose
Correct Crossover Hose Alignment
1. Vent Hole
1 PCV Breather Vent
1. Restricted Crossover Hose

Incorrect Crossover Hose Alignment
43
BLANK PAGE
44
Engine Assembly
Assembly Precautions Cam Bearings

NOTE: Refer to the Specifications chapter for specifica- NOTE: Cam bearings can be damaged by the solvents
tions not given in this chapter. used to clean the block. New cam bearings should always
be installed when an engine is overhauled. The cam bear-
After the components of the engine have been disassem-
ings supplied by Service Parts are semi-finished and will
bled, repaired, reconditioned, or replaced, the engine can be
need to be line bored by a machine shop. Always check the
assembled. It is very important to keep the engine as clean
bearings against the cam shaft before installing.
as possible while it is being assembled, because dirt is one
of the major factors that contributes to the failure of rebuilt 1. Install the cam bearing using a cam bearing driver.
engines. To avoid problems, take these precautions: Make sure each bearing is installed in the proper posi-
tion. Oil hole alignment is acceptable if the hole in the
1. Do not assemble the engine in an area where any type
bearing has at least 50% of its area open to the hole in
of grinding is done.
the block. The bearings may be installed at room tem-
2. Keep your workbench, tools, and hands clean. perature or they can be chilled to make installation eas-
ier.
3. Keep sub-assemblies covered until they are needed.
4. If the engine must be left, even for a short period of

time, cover the engine until you return.
5. Make sure to follow the sequence of assembly exactly.

If certain parts are not installed in the correct order, the
engine may require some disassembly to install these
parts properly.
6. Check all the assembly tolerances such as bearing

clearance, end play, and gear lash carefully. Neglecting
these tolerances can cause serious reliability problems 1
in a rebuilt engine.
NOTE: Cam bearings supplied by Service Parts are

1. Cam Bearing Driver
semi-finished. If cam bearings are replaced, the bear-
ings will need to be line bored. If there is any ques-
Cam Bearing Installation
tions concerning type of bearing, check the bearings NOTE: The C201 cam bearing driver will not work on
against the camshaft before installing. this engine. The cam bearings are larger. A new
driver and pilot can easily be machined to fit the C201
tool.
45
Engine Assembly (Rev. 5/01)
2
1 4
3
1. Flywheel end 3. Notch toward rear 1
2. Arrows point 4. Water Pump end
toward Flywheel
end 1. Valve Lifter
Cam Bearing Location Valve Lifter Installation
4. Install or check all oil galley plugs and the rear cam-
2. The front and middle cam bearings are the same. The shaft bearing cover. Silicone sealant must be applied to
rear cam bearing is wider and has a notch on one side. the mating surfaces of the camshaft bearing cover to
The front and middle bearings each have two holes prevent oil seepage.
(only one is used). The hole centered in the middle of
the bearing with a groove machined on one side is the
Crankshaft Clearance
hole that is lined up with t he hole in the block. The off-
1. Place the new upper main bearing inserts in the block.
set hole is not used. Both holes in the rear bearing are
Check that all oil holes are aligned.
utilized. One hole allows oil into the bearing, and a
NOTE: All upper main bearings must have oil holes.
machined groove in the bearing routes oil to the second
The lower inserts do not have oil holes.
hole. This hole feeds the rocker arm assembly. The
notch in the bearing faces the rear (flywheel end) of the
engine.
NOTE: The arrows on all three cam bearings point to

the rear of the engine.
3. Coat the lifter barrels and faces with engine assembly

compound or engine oil and install the lifters.
NOTE: This MUST BE DONE before the camshaft is

installed.
Main Bearing Positions
46
2. Carefully place the crankshaft in the block. NOTE: The cast-in-arrows on the main bearing caps
3. Install the half-circle thrust bearings in the block on
main bearing caps are also numbered, with No.1
both sides of the middle main bearing.
being the rear (flywheel end).
1
4 3 2
1. Embossed “C” 3. Middle

2. Rear (flywheel end) 4. Front
1. Groove
Main Bearing Cap positions
Thrust Bearing Installation
4. Place a piece of Plastigauge on each main journal. 5. Remove the main caps and check that the main bearing
Place the lower main bearing inserts in the main bear- clearance is 0.0013 to 0.0033 in. (0.030 to 0.083 mm).
ing caps. Install and torque the main bearing caps to
6. Using a dial indicator or feeler gauge, check the crank-
123 ft lb (167 N.m) in increments of 30 ft lb (41 N.m)
shaft end play. Standard is 0.002 to 0.008 in. (0.05 to
0.20 mm) with a wear limit of 0.012 in. (0.30 mm). If
the clearance is excessive (usually from grinding the
journal undersize) shims must be cut from shim stock
to bring the end play within specifications. It is rare that
there is not enough end play. Check for a warped thrust
bearing. If the end play is still insufficient, lap the
thrust bearings.
AGA35
Checking with Plastigauge
47
Camshaft
Lubricate the camshaft lobes, journals and bearings with
engine assembly compound, or engine oil, and install the
camshaft. Install the camshaft thrust plate, torque the bolts
to 14 ft-lb (19 N•m) and install the camshaft gear. Torque
the camshaft gear mounting bolt to 74 ft-lb (110 N•m). Use
a dial indicator to check camshaft end play. If it exceeds the
service limit of .008 in. (0.20 mm), replace the camshaft
gear or camshaft thrust plate.
NOTE: The gear mounting bolt may be easier to torque

after the camshaft idler is installed. It allows the camshaft
to be locked up by blocking the crankshaft.
End Play Measurement
7. Coat the main bearing inserts and crankshaft journals

with engine assembly compound or engine oil. Place a
very light coating of silicone sealant on the sealing sur-
face of the front main cap and under the main cap bolt
heads. Install all main caps and torque to 125 ft-lb (170
N•m) in increments of 30 ft-lb (41 N•m).
NOTE: Front main cap must be lined up flush with

front of block or oil will leak because the front plate is
distorted.
1 Checking Camshaft End Play
1. Silicone Sealant
Applying Sealant to Main Bearing Caps
48
Rear Plate 1. Apply a thin coating of silicone sealant to the shaded

The rear plate is positioned on the rear of the block by a pin areas as shown.
and the special alignment bolt. The alignment of the plate is
critical for two reasons, centering the rear seal on the crank-
shaft and the alignment of the cylinder block and rear plate
at the oil pan sealing surface.
1. Apply Silicone Sealant

Rear Plate Sealant Areas
2. Install the plate and torque 8 mm bolts to 14 ft-lb. (19

N•m) and the 10 mm bolts to 30 ft-lb. (41 N•m).
Rear Crankshaft Seals and Seal Plates

Two types of rear crankshaft seals and seal plates were used
1. Must be flush with cylinder block on di 2.2 and se 2.2 engines; Radial Crankshaft Seals and
Axial Crankshaft Seals.
Rear Plate Position
Rear Plate Installation

If the rear crankshaft seal is not centered on the crankshaft,
oil leaks and premature seal failure will result.
The plate must be flush with the rear of the block or oil 1
leaks will occur because of oil pan misalignment.
Installing the original plate on the cylinder block should not

cause problems, however using a new plate or a plate from
another engine could result in misalignment because of the
pin position. 2
If a new plate is used, carefully check for plate misalign-

1. Radial Crankshaft Seal 2. Axial Crankshaft Seal
ment. If it is flush with the block all the way across the rear,
it indicates the seal will also be centered correctly. Seal Identification
49
Radial Rear Crankshaft Seal

All di 2.2 and se 2.2 engines produced prior to serial
#198650 had radial rear crankshaft seals (P/N 33-2208)
with matching seal plates (P/N 11-5792). Use ONLY Radial
crankshaft seals and matching seal plates on these engines.
Removal and Installation

1. Remove the old radial rear crankshaft seal and wear
ring (see “Crankshaft Wear Ring (radial seal only)” on
page 19 for wear ring removal details).
2. Install the radial rear crankshaft seal after coating the

outside diameter with silicone sealant. Drive the seal to
1
the bottom of the bore in the plate, using tool 204-592.
2 3
1. Larger Diameter Opening

2. Smaller Diameter Opening
3. Depth of Large Diameter Opening
Rear Seal Identification
NOTE: The rear seal plate is identified by the size of the

smaller diameter hole as shown in the table below.
New Style Seal Old Style Seal

Plate Plate
P/N 11-8857 P/N 11-5792
#1 Approximately Approximately
Installing Radial Rear Crankshaft Seal Larger 4.645 in. 4.645 in.
Diameter (117.9 mm) (117.9 mm)
Axial Rear Crankshaft Seals #2 Approximately Approximately

Smaller 4.570 in. 4.315 in.
All se 2.2 engines after serial #198650 use a new axial rear
Diameter (116.0 mm) (109.6 mm)
crankshaft seal (P/N 33-2634). This change also includes
#3 Approximately Approximately
the use of a new rear seal plate (P/N 11-8857). The replace-
Depth of 0.6 in. 0.5 in.
ment seal is packaged as an assembly. Use ONLY Axial
Larger (15.2 mm) (12.7 mm)
rear crankshaft seals and matching seal plates on these
Diameter
engines.
NOTE: The new seal may only be used with the new seal
plate. Do not separate the metal ring and rubber seal
assembly or the rubber lip will be damaged. Use the fol-
lowing information to identify seal plates.
50
NOTE: In extreme emergencies the old seal can be 1. Remove the two hex head screws and the removable
installed in a new seal plate. A wear ring (11-5833) must half of the seal puller from the seal removal tool.
be installed on the crankshaft before installing the seal.
Take extreme care to insure that the seal is installed no
more than 0.040 in. (1.016 mm) below the outside surface
of the seal plate.
When a new style seal plate is used as a replacement for an

old style plate, the wear ring should be removed from the 1
crankshaft and a new style axial seal installed. When 2
removing the wear ring, use great care to prevent damage to
the crankshaft. 3 5
NOTE: Any scratches, nicks or damaged areas of the 4

crankshaft must be cleaned up or the new metal ring may
not seal to the shaft. 1. Tool Fits Behind Lip 4. Stationary Half
on Metal Seal Ring
Axial Seal Removal 2. Removable Half 5. Seal in Place
The seal removal tool (204-848) is designed to remove the 3. Removal Bolt
axial rear seals. If the seal has been previously replaced Axial Seal Removal Tool
using Loc-Tite or a similar sealant on the metal ring the pos-
sibility exists that the removal tool will straighten the lip on 2. Press the stationary half of the seal puller past and
the metal ring instead of removing the seal assembly. If this behind the outer lip of the metal ring of the seal.
occurs the rubber portion of the seal may be removed by 3. While holding the stationary side of the tool engaged
prying it out. The metal ring can then be removed by care- on the lip, press the removable half of the tool in and
fully cutting it with a chisel. behind the lip on the other side of the seal.
NOTE: Any scratches, nicks or damaged areas of the 4. Reinstall the hex head screws that secure the removable
crankshaft must be cleaned up or the new metal ring may half of the seal puller. At this point the removable half
not seal to the shaft. will not be flat against the top of the tool, but will be
close enough to get the cap screws started.
5. Carefully tighten the screws while holding the tool

behind the lip. As the screws are tightened the tool will
pull together and firmly grip the lip.
6. With the tool firmly locked behind the lip, tighten the
removal bolt. The entire seal assembly will be drawn
out.
51
Axial Seal Installation
The seal installation tool (204-847) is designed to install

the axial rear crankshaft seal at the correct depth and to
insure the correct preload between the rubber lip and the
metal ring.
4
NOTE: Do not attempt to install this seal without using
3
the installation tool. Driving the seal in by hand will crush
the rubber lip into the metal ring and cause the seal to 2
burn up when the engine is run.
1
If necessary, the inside diameter of the metal ring can be
lightly coated with Loc-Tite 620 or silicone gasket sealer.
5
The original seal ring was installed without sealant, but the
use of sealant offers some insurance against leaks if the
crankshaft has some surface damage. However, sealant will
make future removal of the ring more difficult. If necessary,
a light coating of silicone sealant may also be applied to the 1. Installation Bolt 4. Mandrel
outside diameter of the seal. 2. Cup 5. Check Cutout to be Sure
1. Remove any imperfections from the surface of the the Mandrel Contacts
crankshaft that contacts the metal ring of the seal. the Cup
Check your work by placing the installation tool cup 3. Seal
over the end of the crankshaft to check fit. The cup
Axial Seal Installation Tool
must fit smoothly over the crankshaft or it will bind
when installing the seal. 3. Place the seal over the installation tool mandrel with
the metal face of the seal toward the engine.
2. Attach the installation tool mandrel to the crankshaft
4. Place the tool cup over the mandrel as shown. This
using two flywheel bolts. The cup stops must be facing
allows you to see when the cup has completely bot-
away from the crankshaft as shown.
tomed on the mandrel.
NOTE: There are three different types of flywheel
5. Carefully tighten the installation tool bolt. This pulls
bolts. If the bolt with an integral washer is used, part
the cup over the mandrel and presses the seal into
of the washer must be ground away so it does not
place. When the bolt stops turning check the cutouts on
extend past the mandrel. The other two bolt styles may
the cup to be sure it is completely bottomed on the
interfere if a point of the hex is facing directly out.
mandrel. The seal is now installed to the proper depth.
Grind down the points as required.
6. Remove the installation tool.
NOTE: If there are any imperfections on the crank-
shaft the cup may jam and be difficult to remove. Tap-
ping alternately on each side will assist in removing a
jammed cup. This problem can be eliminated by test-
ing the fit of the cup on the crankshaft before install-
ing the seal.
52
Front Plate 2. Place the camshaft idler gear on the camshaft idler gear
support. Make sure the X on the tooth of the camshaft
Using a new gasket, install the front plate. Make sure the
idler gear is indexed between the two X’s on the teeth
two hallow dowels are installed to position the plate.
of the crankshaft timing gear, and the Y on the tooth of
NOTE: The front main cap must be positioned flush with the camshaft idler gear is indexed between the two Y’s
the front surface of the block or the front plate and timing on the teeth of the camshaft timing gear.
cover will be warped. 3. Install the injection pump idler gear, make sure the Z on
the tooth of the camshaft idler gear is indexed between
the two Z’s on the teeth of the injection pump idler
gear, torque the retaining bolt to 76 ft-lb (103 N•m).
Install the camshaft idler gear retaining cap and the
transfer pump cam oil fed line. The oil feed line should
point toward the transfer pump cam. Torque the bolts
to14 ft-lb (19 N•m).
1 1
1. Alignment Dowels
Position of Alignment Dowels
Idler Gear Support

1. Install the camshaft idler gear support with the oil feed
hole pointing upwards towards the head surface.
Pump Cam Oil Feed Line
1. Hole Facing Toward Head Surface

Installing Camshaft Idler Gear Support
53
Z’s
X’s
Y’s
Timing Gear Marks
54
Flywheel Installation
Install the flywheel. The flywheel on this engine does not
have a pin to correctly orient the flywheel timing marks to 1
the crankshaft. A few early engines do not have an arrow
stamped on the flywheel indicating “up” to assist in correct
installation. Use the following procedures for engines with-
out arrows.
NOTE: The following sequence of flywheel/bellhousing

installation steps must be followed on early engines to
ensure correct positioning of the flywheel timing marks to
the crankshaft. The flywheel can be installed in the wrong
position and if not corrected will make it impossible to
time the fuel injection pump.
1. Rotate the crankshaft to bring No.1 crank pin to top

dead center.
2. Install the flywheel on the crankshaft and secure it with

one bolt. The bolt needs only to be finger tight. 1. Indicates Up
3. Temporarily install the bellhousing and secure it with Note: 6-pin flywheel shown, 8-pin also used
one or two bolts. Flywheel Positioning
4. Remove the bolt from the flywheel and carefully rotate
Flywheel Interchangeability
the flywheel until the TC mark on the flywheel lines up
There are four possible combinations of 8-pin and 6-pin fly-
with the pointer on the bellhousing. Do not allow the
wheels with both small and large crankshaft compressors.
crankshaft to rotate.
Units with small crankshaft compressors and 6-pin fly-
5. Install the locking ring and torque the eight flywheel
wheels are interchangeable with 8-pin flywheels provided
bolts to 86 ft-lb (117 N•m) in the sequence shown.
you have the correct 8-pin clutch or 8-pin coupling.
NOTE: Later production engines have an arrow stamped
Units with large crankshaft compressors and 8-pin fly-
on the flywheel indicating “up”. Simply rotate the No. 1
wheels are interchangeable with 6-pin flywheels provided
crank pin to top dead center and install the flywheel with
you have the correct 6-pin clutch or 6-pin coupling.
the arrow pointing up.
NOTE: See TK-50254 for complete information regard-
ing interchageability of components and Service Part
numbers.
55
Pistons and Rings NOTE: When the engines are initially assembled at
1. Check the piston ring end gaps. The end gaps may the factory the numbers on the rods and caps gener-
exceed the upper limit by 10% (see table). If the end ally face away from the crankshaft. The rods could be
gaps are out of this range, however, make sure the pis- installed either way but is a good practice to note the
tons and rings are the same size and that the cylinder orientation during disassembly and assemble them the
bores are the correct size for the pistons and rings. If same way.
everything is correct but the end gaps are too small,
3. Place the piston rings on the pistons in the proper order.
carefully file the ring ends to obtain the correct end
All four rings are marked with a T. The T faces up.
gaps.
• No. 1 is a chrome barrel faced ring. It should never
be expanded over 1 in. (24.4 mm).
• No. 2 is a plain compression ring.
• No. 3 is a grooved combination scraper-

compression ring.
• No. 4 is an oil control ring with expander.
1
2
3
4
Checking Piston Ring End Gap
Ring Gap (Inches Gap (mm)

1st 0.004 to 0.014 (0.10 to 0.35)
2nd 0.008 to 0.014 (0.20 to 0.35)
Piston Ring Location
3rd 0.006 to 0.012 (0.15 to 0.30)
Oil 0.004 to 0.014 (0.10 to 0.35) 4. Make sure that there are no ring end gaps aligned with
each other or with the wrist pin. Coat the cylinder bore,
Piston Ring End Gap Table
pistons and rings with engine oil. Using a ring com-
pressor, install the piston assemblies with the marks
2. Heat the pistons in hot water 120 to 140 F (49 to 60 C).
pointing forward.
Coat the wrist pin and rod bushing with engine assem-
bly compound or engine oil.
The triangular marks on the tops of the pistons should
point to the front of the engine and the numbers of the
rods and rod caps should face away from the crank-
shaft, install the circlips.
56
Checking Rod Side Clearance
Installing Pistons
Oil Pump
Install the oil pump. Torque the mounting bolts to 14 ft-lb
Connecting Rods (19 N•m). Install the oil supply pipe.
1. Place the rod bearing inserts in the rods and rod caps.
Place a piece of Plastigauge on each rod journal, install NOTE: Do not install the oil pan yet. The engine should
the rods and caps and torque to 62 ft-lb (84 N•m). in be pressure tested first.
increments of 20 ft-lb (27 N•m). The numbers on the
rods and caps should face away from the crankshaft.
Remove the rod caps and check that the rod bearing
clearance is 0.0011 to 0.0027 in. (0.029 to 0.069 mm).
Coat the rod bearing inserts and rod journals with
engine assembly compound or engine oil, install the
rods and caps and torque to 20 ft-lb (27 N•m).
2. Using a feeler gauge, check the rod side clearance. If
the clearance is less than .007-.011 in. (0.175-0.290
mm), the rod can be removed and its side faces lapped
on a lapping board.
Oil Pump Installation
Cylinder Head
1. Install the cylinder head gasket (TOP mark up) and the
cylinder head. If the head alignment dowels have been
removed for block boring, make sure the open cut faces
the camshaft when installing the dowels.
57
2. NOTE: Proper torquing sequence of the head bolts is STEP #3: Starting again with head bolt #1, repeat the
very critical. A three step angular torquing procedure same procedure outlined in STEP #2, turning each head
outlined below must be used. bolt 75° or from the 12 o’clock position to the 2
o’clock position. The head bolts are now properly tight-
ened.
12 5 13
4
Install the push rods. If the push rods are being reused,
16 8 1 9 replace them in the same order that they were removed.
17
Install the rocker arm assembly. Make sure the valve
adjusting screws have been loosened and backed out.
15 7 2 10 18 Tighten the rocker arm support mounting bolts by alter-
nately turning each bolt one turn at a time. This evenly
11 3 6 14
applies the valve spring pressure to the rocker arm
assembly. Torque the mounting bolts to 40 ft-lb (54
N•m) in 20 ft-lb (27 N•m) increments.
Headbolt Tightening Sequence
NOTE: Do not use an air wrench to install the rocker
arm support bolts. The tilting of the rocker arm
STEP #1: Starting approximately in the center of the
assembly combined with the speed of the air wrench
head, install head bolt #1 and torque it to 40 ft-lb. (54
will gall the bolts in the aluminum rocker arm sup-
N•m). Working your way outward in a angular pattern
ports.
as shown, install head bolt #2, then #3, etc. torquing
each bolt to 40 ft-lb. (54 N•m).
Valve Adjustment
STEP #2: Starting with head bolt #1, and the torque Adjust both the intake and exhaust valves to .016 in. (0.40
wrench in the 12 o’clock position, turn the head bolt an mm). Refer to the valve adjustment procedure in the R un In
additional 75° or until the torque wrench is in the 2 Section.
o’clock position. Repeat this procedure on each head
bolt in the same order as shown above.
Adjusting Valves
Additional Turning of Head Bolts
58
Oil Filter Assembly NOTE: Although a C201 engine is shown, a di and se

1. Install the oil filter assembly. Torque to 30 ft-lb (41 2.2 test is similar.
N•m). Install a fresh filter.
2. Pressure check the engine. Pressurizing the engine will

show any problem areas in the oiling system and will
prevent a dry start up when the engine is finally test
run.
Fill the pressure tank with engine oil and attach to fit-
ting that supplies the oil pressure gauge.
Check for any other open fittings, such as a feed line

for a bypass filter, and cap them off.
Pressurize the tank to 60 psi (413 kPa) and open the oil
1
line up to the engine.
The tank will fill the oil filter first and then pressurize
the entire oil system of the engine. Check each individ-
ual rod and main bearing for oil leakage. Each bearing
should drip at a fairly good rate. There should be no
large streams of oil from the bearings or any other part
2
of the engine. Any excessive leakage indicates a prob-
lem, such as a wrong bearing, cracked or porous block
casting, loose or missing galley plugs.
1. Oil Feed Line 2. Pressure Tank
The transfer pump cam oil feed line should be dripping
oil if the camshaft idler gear support has been installed Pressure Checking Engine
correctly.
3. Install the rocker arm cover using a new O-ring gasket.
Rotate No.1 cylinder to 28° BTDC to line up the cam- Torque the cap nuts to 9 ft-lb (12 N•m).
shaft feed hole with the supply port. Oil should appear
4. Press the front crankshaft seal into the timing gear
at the rocker arms.
cover after coating the outside edge of the seal with sil-
After the engine oil system has been pressured checked, icone sealant.
the assembly can be completed.
5. Using a new O-ring and square seal rings, install the
timing gear cover.
59
NOTE: The transfer pump SHOULD NOT be .

installed on the timing gear cover when installing the
cover.
1
2
1. Dowel Pin 2. Special Alignment Bolt

Bellhousing Dowel Pin and Shoulder Bolt
1. Square Seal Rings The second area is the junction of the oil pan and bellhous-
Installing Timing Gear Cover ing. If the positioning of the oil pan is not correct, the bell-
housing will be distorted when the two components are
Bellhousing / Oil Pan Installation bolted together, causing the bellhousing runout to increase
The installation of the bellhousing and oil pan are grouped well above 0.008in. (0.20 mm).
together because there are two critical areas in the installa- The bellhousing bolts to the back of cylinder block and
tion of these components and the installation of one influ- projects below the block. The oil pan bolts to the bottom of
ences the installation of the other. the cylinder block and projects rearward to the bellhousing.
The first area is the concentricity of the bellhousing to the The bellhousing and oil pan are bolted together at this point.
crankshaft. The bellhousing must be concentric with the
crankshaft centerline within .004 in. (0.10 mm), or the com-
pressor will be damaged. The bellhousing is aligned at the
factory, and this alignment is maintained by a dowel pin and
special shoulder bolt.
1. Critical Areas
Bellhousing / Oil Pan Interface
60
The oil pan on the C201 engine was located rigidly with
pins to the block, and if the base did not contact the bell-
housing tightly, spacers would be used to take up the clear-
ance.
The di and se 2.2 engine does not use shims. The dowels for
the oil pan are a loose fit allowing the pan to be shifted
slightly.
1. Apply silicone sealant around the ends of the rubber

gaskets. Insert the tips of the front gasket into the slots
provided in the main cap/block junction. The rear gas-
ket does not utilize tips.
1
2. Coat the gaskets and engine block with a light coat of
1. Silicone Sealant
silicone sealant as shown.
Apply Silicone Sealant to Shaded Areas
NOTE: The amount of sealer used must be very small
3. Place the oil pan on the cylinder block. Install the bolts
or the excess will squeeze into the crankcase. Sealant
and tighten finger tight.
squeezing out on the outside of the engine indicates
too much sealant. If sealant appears on the outside of 4. Place the bellhousing on the engine block. Install the
the engine, it is also squeezing out inside the engine. bolts, including the two bellhousing to oil pan bolts and
tighten finger tight.
5. Using a dial indicator mounted on the flywheel, check

the bellhousing runout. The bellhousing must be con-
centric with the flywheel to within 0.004 in. (0.1 mm).
If the runout is excessive, the compressor will be dam-
aged.
Installing Rubber Gaskets
Checking Runout of Bellhousing with Dial Indicator
61
6. If the runout figure is slightly above the limit, use a soft

hammer to tap the bellhousing into place. Then torque
all but the two bellhousing to oil pan bolts.
8 mm 14 ft-lb (19 N•m)
10 mm 30 ft-lb (41 N•m)
7. Use a feeler gauge to check the contact area between

the bellhousing and oil pan for clearance. Lightly tap
the oil pan toward the bellhousing with a soft hammer
to eliminate any clearance. Torque the two 12 mm bell-
housing to oil pan bolts to 56 ft-lb (76 N•m).
8. Torque the oil pan mounting bolts to 14 ft-lb (19 N•m).

Reaming Bellhousing for Dowel Pin
9. Check the bellhousing runout.
Occasionally the alteration of the original bellhousing cylin-

der block rear plate combination, such as the use of a new
short block or replacement of the original bellhousing make
it difficult to bring the bellhousing into the specified limit.
If this occurs, do the following:
1. Remove the dowel pin and special shoulder bolt.
2. Install the rear plate if it was removed. Install the fly-

wheel and bellhousing.
3. Make sure the rear plate is flush with the bottom of the
cylinder block.
NOTE: Without the dowel pins the rear plate may not Reaming Bellhousing for Shoulder Bolt
be concentric with the crankshaft, however the rear
seal will usually center the plate. A dial indicator may 7. Adjust the oil pan to eliminate any clearance in the bell-
be used before installing the flywheel to check con- housing to oil pan contact area. Torque the bellhousing
centricity. to oil pan bolts and then torque the oil pan bolts.
4. Use a dial indicator to align the bellhousing to within
0.004 in. (0.10 mm). Manifolds
Install the intake and exhaust manifolds. Earlier engines
5. Torque all bellhousing bolts.
have an exhaust restrictor to control oil migration. Reinstall
6. Ream the dowel pin hole to 7/16 in. and install an over- the restrictor if applicable.
size pin, P/N 55-5578. Ream the shoulder bolt hole to
0.498 in. and install an oversize bolt, P/N 55-6379.
62
Injection Pump 2. Install the water pump.

Install the injection pump (see the Fuel System Section).
3. Install the thermostat housing.
Injection Nozzles 4. Install the crankshaft pulley boss. Use a light coat of
1. Install the injection nozzles. Use new O-rings and seal- silicone sealant on the crankshaft to prevent oil seep-
ing washers. The sealing washers are installed with age. Torque the bolts to 161 ft-lb (218 N•m).
taper facing down. Torque the nozzle retaining nut to
27 ft-lb (37 N•m).
1. Taper Faces Down

Nozzle Sealing Washer
63
BLANK PAGE
64
Lubrication System
The di and se 2.2 engines have a pressure lubrication sys- and cylinder walls are lubricated by oil thrown from con-
tem. Oil is circulated by a gear-type oil pump driven off a necting rod bearings as the crankshaft rotates.
gear on the camshaft. The pump has several times the
From the rear camshaft bearing, oil passes through an oil
capacity required by the engine; excess oil is returned to the
gallery inside the engine to the rocker arm shaft where the
crankcase. The oil pump extends down into the oil pan, but
surplus drains back into the crankcase. Oil at the camshaft
is positioned far enough away from the bottom of the oil
idler gear support lubricates the idler bushing and passes
pan that any residue that settles to the bottom is not picked
through the transfer pump cam oil feed line to lubricate the
up by the screened inlet.
transfer pump cam and the injection pump idler gear.
From the oil pump, the oil passes through the oil supply
Oil pressure is automatically regulated to 40-65 psi (275-
pipe to the oil filter assembly. The oil filter assembly con-
448 kPa) by a spring-loaded relief valve. Oil pressure may
tains the oil pressure relief valve, the bypass valve and oil
exceed this setting when the oil is cold.
filter. The oil is forced through the oil filter into the main oil
galley. The main oil galley supplies oil to the main bearings, Oil pressure is affected by oil temperature, viscosity and
camshaft and camshaft idler gear support. engine speed. Subnormal oil pressure usually may be traced
to lack of oil, faulty relief valve, loose oil connections or
Oil passes from the main bearings, through drilled passages
worn bearings.
in the camshaft, to the connecting rod bearings. The tappets
3
4
6 5
1. Rocker Arm Shaft 3. Crankshaft 5. Oil Filter

2. Camshaft 4. Oil Pump 6. Low Oil Pressure Switch
Lubrication System
65
Lubrication System (Rev. 5/01)
BLANK PAGE
66
Fuel System
The fuel system used on the Thermo King di and se 2.2 die- The increased pressure moves a piston which in turn
sel engine is manufactured by Diesel Kiki, Ltd. under advances the timing of the engine. The banjo fitting also
license from Bosch. It uses a high pressure distributor (VE acts as a transfer point for overflow fuel coming from the
type) injection pump. Unlike the C201 in-line injection nozzles and a point to bleed air from the system.
pump, the governor, timing device, fuel supply pump and Injection pump leakage, injection nozzle overflow and
other components are located within the pump itself. excess fuel from the fuel filter orifice are then all sent back
to the fuel tank in the return line.
Operation NOTE: Do not switch banjo bolts from one injection pump
Fuel is drawn from the fuel tank by the transfer pump. The
to another. When calibrating an injection pump, use the
transfer pump delivers fuel to the primary filter and then to
banjo bolt that belongs to that pump. Using a different
the secondary filter. The outlet fitting at the secondary filter
banjo bolt after calibration can affect engine timing.
contains an orifice. The orifice controls the pressure in the
fuel system be allowing a certain amount of fuel to return to
Maintenance
the tank. Filtered fuel then passes through a line from the
The fuel system is relatively trouble-free, and, if properly
fitting between the secondary filter and the orifice, to the
maintained, will usually not require major service repairs
injection pump. Fuel enters the injection pump and then a
between engine overhauls.
fuel supply pump. Pressure in the injection pump is set by a
relief valve located in the output of the fuel supply pump Contamination is the most common cause of fuel system
and a small drilled orifice in the outlet banjo bolt on the top problems. Therefore, to ensure best operating results, the
of the pump. Excess fuel is recycled back through the fuel fuel must be clean and fuel tanks free from contaminants.
supply pump. As engine speed increases so does the internal Change the fuel filters regularly and clean the fuel strainer
injection pump pressure. on the inlet side of the transfer pump.
1 3
2
8 4
6
5
Return Fuel Line Supply Fuel Line
1. Water Separator 4. Bleed Screw 7. Injection Pump

2. Injection Line 5. Transfer Pump 8. Fuel Filter
3. Injection Nozzle 6. Hand Pump
Box Type Filter Fuel System
67
Fuel System (Rev. 5/01)
2
1
5
4
AGA224
1. Fuel Filter 5. Inlet Fuel Line

2. Injection Pump 6. Priming Pump
3. Fuel Transfer Pump 7. Bleed Screw
4. Prefilter 8. Return Fuel Line
Late Style Spin-On Filter Fuel System
68
9
10
5
8
4
7
6
1. Injection Nozzle 6. Inlet Strainer

2. Injection Line 7. Fuel Supply Line
3. Injection Pump 8. Fuel Return Line
4. Hand Pump 9. Secondary Fuel Filter
5. Transfer Pump 10. Primary Fuel Filter
Early Style Spin-On Filter Fuel System
69
Whenever the fuel system is opened, take the following pre- 3. Tighten the bleed screw and screw the hand pump han-
cautions to prevent dirt from entering the system: dle back in.
1. Cap all fuel lines. 4. Start the engine and observe the engine run for a few
minutes. If the engine fails to start, or starts but stops in
2. Work in a relatively clean are whenever possible.
a few minutes, repeat the procedure.
3. Complete the work in the shortest possible time.
Any major injection pump or nozzle repairs should be done

Hand Pump
The hand pump requires little service and is usually
by a quality diesel injection service speciality shop. The
replaced as an assembly. If the hand pump does not appear
necessary service equipment and facilities are not found in
to be working, check the following items before replacing
most engine rebuild shops because of the large investment
the pump:
required.
1. Fuel level in the tank.
The following procedures may be done in the field:
2. Possible air leaks in fuel supply line from the tank.
1. Bleed air from the fuel system.
3. Remove the hand pump and examine the inlet check
2. Fuel tank and filter system maintenance.
valve.
3. Hand pump replacement or repair.
4. Remove the outlet adapter, and examine the outlet
4. Transfer pump replacement or repair. check valve. To test a hand pump, install it on the trans-
fer pump if it was removed. Place a container of diesel
5. Injection line replacement.
fuel about 3 ft (1 m) below the hand pump and place
6. Pump and governor adjustments. the inlet hose into the container.
7. Pump timing. The hand pump should draw diesel fuel to the transfer
pump in 60 strokes. If the hand pump requires more
8. Nozzle spray pattern testing and adjustment.
than 120 strokes, it should be replaced.
Bleeding the Fuel System

If the engine runs out of fuel, repairs are made to the fuel
system, or air gets into the system for any other reason, the
fuel system will have to have the air bled out.
Proceed as follows:
1. Loosen the bleed screw on top of the injection pump

about one turn.
2. Unscrew the hand pump handle and manually prime the

fuel system until air bubbles are no longer visible in the
fuel coming out of the bleed screw.
70
Injection Pump
Injection Pump Cover O-Ring Replacement 2

1
The di 2.2 and the se 2.2 injection pump cover O-ring seal
can be changed without removing the injection pump from
the engine. The proper seal can be purchased from a Zexel
(Diesel Kiki) dealer under part number 146600-1000.
1. Prior to disassembly thoroughly clean the pump with

suitable cleaner and blow it dry.
4
2. Remove the fuel lines and intake manifold.
3
3. Remove the fuel return hose from the pump cover and
tie it back out of the way.
4. Remove the fuel inlet hose from the pump and tie it out
of the way. If the hose is left connected fuel may con- 1. Fuel Outlet 3. Fuel Inlet
tinually siphon from the filters into the pump.
2. Two Piece Lever 4. 8D wire & Diode
5. Remove the 8D wire and spike diode connector from
Injection Pump
the fuel solenoid terminal. The diode must be removed
from the terminal to allow the seal to slipped over the 7. Note the alignment of the marks on the throttle lever in
pump cover. relation to the mark on the throttle shaft. They will not
6. Remove the throttle control rod from the throttle lever. always be in perfect alignment but will usually be
within a few degrees. The throttle shaft must be
NOTE: There are two versions of the throttle lever on di
replaced in the same position when reassembled.
2.2 injection pumps. Early style pumps have a one piece
throttle lever. Later pumps have a two piece lever. If you 8. Use a pliers to unhook the return spring from the throt-
are working on a pump with a one piece lever go directly tle lever. Again note the position of the spring. It can be
to step #9. If you have a two piece lever you may have to reassembled at least two different ways. The correct
remove the throttle lever to get access to the inner gear end way is to have the straight end down on the pump cover
pump cover screw. Use the following steps. and engaged against the boss on the high speed limiting
screw. The hook is then placed in the hole in the middle
of the lever.
9. Remove the throttle lever nut and lock washer and

remove the throttle lever and spring. Note that there is a
thin steel washer located between the throttle lever and
the throttle shaft boss. It usually stays with the lever
and falls out later.
71
10. Remove
Remove the four pump
pump cover retainin
retaining
g screws.
screws. The low NOTE: Do not remove the spring from the throttle shaft
speed screw may have to be moved to access the inner, linkage. The O-ring can be easily installed without discon-
distributor end screw. necting the spring. If for any reason the spring is discon-
nected, it should be reinstalled with the open end of the
loop facing down.
1 2
1
1. Alig
lignment
ent Dowel
2. NOT remove spring
DO NOT remove
Pump Cover
13. Remove
Remove the old O-ring
O-ring from
from the cover by
by cutting
cutting it or
sliding it up around the cover.
1. Hold
Hold pump
pump cove
coverr down
down
2. Remo
Remov
ve thi
this
s scr
scre
ew la
last
Pump Cover Retaining Screws
NOTE: The pump cover is spring loaded and should be

held down firmly until the last screw is removed. The
outer,
outer, gear end screw should be removed last.
11. Carefully lift

lift the injection pump cover until the dowel
1. Cut old O-ring
pin in the cover is disengaged from the pump body.
Slowly let the full load lever push the cover forward O-ring Removal
until it is no longer spring loaded.
12. Tip the

the pump cover
cover up on
on the edge of
of the pump
pump body as
far as possible.
72
14. Install
Install the new
new O-ring by slidin
sliding
g it down around
around the NOTE: If the dowel pin is not resting on the pump b ody it
cover and placing it in the slot. is still resting on the full load lever. You may have to move
the cover around slightly to index it. Level off the cover
and push it down and forward against the spring tension
until the dowel drops into it’s bore. Doing it correctly may
take a little practice. Push down against the spring pres-
sure and check to see that the entire pump cover is con-
tacting the pump body. If not, the
the cover is still
still not installed
correctly.
correctly.
18. Install
Install the outer,
outer, gear end
end mounting
mounting screw first
first to hold
the cover in place, then install the three other screws.
O-ring Installation
15. Loosely
Loosely place
place the cover
cover on the pump
pump as shown in the
the
following photograph. The cover should be parallel
with the pump body.
NOTE: Because the full load screw is resting

resting on top of the
full load lever,
lever, the dowel pin will be slightly above the sur-
face of the injection pump.
16. Slightly
Slightly elevate
elevate the front
front of the
the pump cover
cover and then
then
slide it back until it contacts the fuel solenoid.
Installing Retaining Screws

Pump Cover Alignment
19. If you had to remove
remove the throttle
throttle lever,
lever, reinstall
reinstall the
17. Just before
before the cover
cover reaches the
the fuel solenoid,
solenoid, the full return spring and lever. Make sure to index the lever
load screw should drop off the full load lever. The with the shaft using the marks. The low speed stop
dowel pin should now be touching the pump body. screw may have to be backed all the way out to get
clearance for correct alignment
73
. 4. Remove
Remove the
the boot
boot from
from the
the high
high speed
speed solen
solenoid
oid..
1 2
5. Pull the plunger
plunger out
out of
of the
the solenoi
solenoid
d enough
enough to loosen
loosen
the jam nut. An allen wrench placed in the hex opening
in the face of the plunger will keep the plunger from
turning. Turn the plunger eye bolt clockwise to increase
the speed and counter clockwise to decrease the speed.
6. Replace
Replace the
the control
control rod, start the unit and check
check the
speed. When the speed is correct, tighten the jam nut
and replace the solenoid boot.
NOTE: If the correct speed cannot be set close

enough with half turns of the eye bolt, use the allen
wrench to turn the plunger in smaller increments.
1. Corr
Correc
ectt Spr
Sprin
ing
gSSto
top
p
2. Inco
Incorr
rrec
ectt Spr
Sprin
ing
g Stop
top - DO NOT USE Low Speed
Spring Stop Position 1. Loosen
Loosen the
the jam nut on
on the low speed
speed adjustment
adjustment screw.
screw.
20. Reinstall the

the fuel inlet
inlet line, the outlet line and the throt- 2. Run the
the unit
unit with the speed
speed solenoi
solenoid
d de-enger
de-engerized.
ized.
tle rod on the pump. Adjust the screw to the speed desired.
21. Readjust
Readjust and secure
secure the low
low speed screw
screw.. 3. Shut
Shut the
the unit
unit off
off and retigh
retighten
ten jam nut.
nut.
22. Reinstall
Reinstall the
the 8D wire and the
the spike
spike diode on the
the fuel
Maximum Speed
solenoid.
The maximum speed limit screw is adjusted and sealed at
23. Start
Start and run the engine
engine and check
check for fuel
fuel leaks.
leaks. Read-
the factory. It should not need adjustment. If it has been
just low speed if necessary.
necessary.
tampered with, it should be adjusted to give .020 in. (0.5
mm) clearance to the pump control lever when the unit is in
Injection Pump Speed Adjustment
high speed.
To determine the correct speed settings for a particular
Thermo King unit, consult the maintenance manual for that
Full Load Adjusting Screw
model. As a general rule, most transport units run at 1300-
1350 rpm on low speed and 2200 rpm on high speed. Most The full load screw is reset and sealed at the factory and
generator sets run at 1800 rpm (single speed). There are should not need adjustment. If the adjustment has been tam-
exceptions to this general rule such as some Super II units, pered with, the injection pump should be recalibrated by a
so it is important to check the proper maintenance manual if diesel injection service shop.
there is a question.
In an emergency, a rough setting for the screw is approxi-
mately 0.61 in. (1.55 mm) from the tip of the screw to the
High Speed
face of the nut.
1. Start
Start the unit
unit and chec
check
k the
the high
high speed
speed rpm.
rpm.
2. Shut
Shut the
the unit
unit off.
off.
3. Remove
Remove the control
control rod
rod from
from the high
high speed
speed solenoid.
solenoid.
74
NOTE: The adjustment of the full load screw can damage

the engine and may void the warranty.
1. Maximum Speed Limit (factory set)

2. Full Load Adjusting Screw (factory set) Nozzle Tester
3. Low Speed Adjustment
2. Test for buzzing. Close the hand valve and operate the
Adjusting Speeds
handle several times rapidly with full strokes. If the
nozzle is operating properly, there will be a buzz and a
Injection Nozzles
high whistle.
Testing NOTE: If the pumping speed is increased, the buzzing

1. Attach the nozzle assembly to the nozzle tester P/N stops and the oil then leaves the nozzles with a hissing
204-290. noise.
WARNING: Keep hands away from spraying 3. Check the spray pattern. Operate the pump at about 1
nozzles. The pressure of the fuel spraying from stroke per second and observe the spray pattern. There
the nozzle can penetrate into flesh destroying should be four distinct uniform patterns, one out of
tissues and may cause blood poisoning. each quadrant of the nozzle.
75
Disassembly and Inspection

1. Clamp the nozzle body in a vise with the nozzle nut up.
Correct Top View
Carefully remove the nozzle nut, nozzle seat and nozzle
valve, locating pins and spacer. Keep the nozzle seat
and valve together as a set.
NOTE: If the nozzle seat turns with the nozzle nut the
locating pins may be broken. Soak the nozzle assem-
bly in a cleaning solution such as carbon cleaner
before removing the retaining nut.
2. Take the nozzle boy out of the vise and remove the
push rod, spring and adjusting shim(s).
3. Clean all the parts in clean filtered fuel using a nozzle

cleaning kit P/N 204-283.
Incorrect NOTE: Do not use any abrasive materials to clean the

nozzle seat, nozzle valve, the spacer, or the mating
4. Test the opening pressure. Open the hand valve so the surfaces of the nozzle body.
gauge will register. Slowly force the handle down and
4. Inspect all parts for damage or wear and replace as nec-
determine the opening pressure. The nozzle should
essary.
buzz distinctly during spraying. Opening pressure
should be 2633 to 2704 psi (18142 to 18632 kPa) and
Assembly and Opening Pressure Adjustment
all the nozzles should be within 70 psi (482 kPa) of
1. Clamp the nozzle body in a vise with the nozzle nut end
each other. If the opening pressure needs adjustment,
up.
the nozzle must be disassembled and the adjusting
shims changed. Refer to the nozzle assembly and open- 2. Place the adjusting shim(s) in the nozzle body. If the
ing pressure adjustment section. opening pressure of the nozzle needs to be adjusted
change the shims(s) accordingly. Add shims, or change
5. Test for dripping. Open the hand valve and operate the
to a larger shim to increase the pressure. Remove shims
pump slowly to build the pressure up to within 300 psi
or change to a smaller shim to reduce the pressure.
(2067 kPa) of the opening pressure. there should be no
dripping until the pressure is within 300 psi (2067 kPa0 3. Place the spring, push rod and locating pins in the noz-
of the opening pressure. zle body.
NOTE: during the testing procedures, there should be 4. Place the spacer over the locating pins and check the
very little if any fuel flowing from the tube. If enough alignment.
fuel is leaking past the nozzle valve and seat to flow
5. Submerge the nozzle valve and nozzle seat separately
out of the fuel return tube during testing, the nozzle
in clean, filtered diesel fuel. Place the nozzle valve in
should be repaired or replaced.
the nozzle seat while holding the seat. Pull the valve
out approximately .25 in. (6 mm).
76
Release the valve, it should slide into the seat by itself.

Turn the valve in the seat and repeat several times. If
the valve does not consistently slide smoothly into the
seat, replace the nozzle valve and seat set.
NOTE: When installing a new nozzle valve and seat

set, thoroughly clean them in solvent to remove the
anti-rust compound and then follow the above proce-
dures before installing the set.
6. Carefully place the nozzle valve and seat set on the

locating pins and the spacer. Check the alignment.
Install the nozzle nut and torque to 29 to 36 ft-lb (39 to
49 N•m)
7. Attach the nozzle assembly to a nozzle tester and test

the opening adjustment, carefully disassembly the noz-
zle, change the shim(s) as required, and assemble and
test the nozzle to obtain the correct opening pressure.
NOTE: Adjust opening pressure so that it is 200 psi

(1379 kPa) more than what specifications call for
2833 to 2904 psi (19,534 to 20,023 kPa). The injection
nozzles push rod, spring and adjusting shim need to
“seat” themselves. The “over-adjustment” of opening
pressure will compensate for the seating of the push
rod, spring and adjustment shim.
If further work is needed, send the nozzle to a diesel

injection service shop.
77
1
7
8
4
9
5
1. Adjusting Shim 4. Spacer Rod 7. Fuel Return Tube

2. Spring 5. Nozzle Valve and Seat 8. Nozzle Body
3. Push Rod 6. Nozzle Nut 9. Locating Pins
78
Transfer Pump
The transfer pump is driven by a cam on the injection pump
idler gear and forces fuel through the filter to the injection
pump. When the system reaches design fuel pressure, this
pressure prevents the spring from returning the piston until
some fuel is used. The pressure then drops allowing the
spring to return the piston, this maintains a fairly constant
system pressure. The transfer pump should maintain 18 to
20 psi (124 to 138 kPa) fuel pressure at the injection pump
in a spin-on filter fuel system, and should maintain 7 psi (48
kPa) in the box type filter fuel system.
Transfer Pump Inspection

1. Remove the transfer pump and depress the tappet with
a finger. If tappet cannot be depressed fully, it indicates 1. Hand Pump Assy. 11. Plug
that the push rod, tappet or the piston is seized or stick- 2. O-Ring 12. Eyebolt
ing. 3. Spring 13. Tappet
2. If the tappet can be depressed fully and the hand pump 4. Valve 14. Guide
operates properly, the piston may have excessive clear- 5. Eyebolt 15. Pin
ance. 6. Gasket 16. Roller
3. Remove the plug screw. 7. Adapter 17. Snap Ring
NOTE: The plug screw is under slight spring pres- 8. Piston 18. Washer
sure. 9. Spring 19. Plug
4. Examine the piston for wear. The clearance between the 10. Gasket
piston and body is 0.001 (0.025 mm).
Exploded View of di 2.2 Transfer Pump
5. If the clearance is excessive or piston or body is scored,
the pump will require replacement.
1 1
1
1. Cam Lobe 1. Cam Lobe 1. Cam Lobe

Beginning of Fuel Delivery Fuel Intake and Delivery Control of Fuel Delivery
Transfer Pump Operation
79
1. Pump Assy.-hand 7. Adapter 13. Tappet 19. Plug

2. O-Ring 8. Gasket 14. Guide 20. Piston
3. Spring 9. Plug 15. Pin 21. Spring
4. Valve 10. Not Used 16. Roller 22. Gasket
5. Bolt-eye 11. Gasket 17. Ring 23. Plug
6. Gasket-eye bolt 12. Bolt-eye 18. Washer
Exploded View of se 2.2 Transfer Pump
80
Transfer Pump Testing

Assemble the transfer pump and perform the following
tests.
1
Air Pressure Test
Cap off the outlet, screw in the hand pump handle and
tighten. Apply pressure to the inlet at 28 psi (193 kPa) and
submerge the transfer pump in clean diesel fuel. A small
amount of air, 1.8 cu. in. / min. (30 cc/min), should be leak- 2
ing between the push rod and pump body. Any other air 10 3
leaks should be repaired.
Suction Test 9
Installing the transfer pump and disconnect the fuel sole-
noid.
1. Connect a fuel hose approximately 6.6 ft (2 m) long to 8

the inlet adapter. Keep the hand pump handle screwed
all the way in.
2. Position a container filled with diesel fuel about 3.3 ft

(1 m) below the level of the transfer pump, and place 4
the loose end of the hose into the diesel fuel in the con-
tainer. 5
7 6
3. Turn the engine over with the starter. The transfer pump
should pump fuel out of the outlet within 60 revolu-
tions.
1. Hand Pump 6. Fuel Strainer
2. Small Air Leak 7. Filter
If more than 120 revolutions are required to pump fuel Normal
through the pump, repair or replace the transfer pump.
3. Outlet 8. Inlet
4. Check Valve 9. Check Valve
5. Push Rod 10. Pump Body
Cutaway View of Transfer Pump
81
Installation and Timing of Injection Pump

Currently there are three generations of 2.2 engines in ser-
vice and two different types of injection pumps and timing
marks.
NOTE: You must verify which type of engine you have

before proceeding with the installation on the injection
pump.
First Generation di 2.2 Engines
a. produced through April 1992

b. have coarse mesh timing gears
c. 14° Timing Mark
14° Timing Mark
Second Generation se 2.2 Engines First & Second Generation Engines
a. produced April 1992 through December 1998

b. have coarse mesh and fine mesh timing gears
c. 14° Timing Mark
Third Generation 2.2 EPA / Low Noise Engines
a. beginning 1998
b. serial number begins with “E”
c. have fine mesh timing gears
d. 6° Timing Mark
1. Remove the rocker arm cover and rotate the engine in

the direction of rotation, clockwise from the front, until
both push rods on No. 1 cylinder are loose and the
6° Timing Mark
injection timing mark on the flywheel lines up with the
pointer in the bellhousing.
Third Generation Engines
NOTE: First and Second Generation engines have NOTE: The injection timing mark is a line scribed in
14° timing marks, while Third Generation EPA/Low the flywheel. The 14° mark is approximately 1-3/8 in.
Noise engines have 6° timing marks. (35 mm) from the TC m ark and the 6° mark is approx-
imately 5/8 in. (1.6 mm) from the TC mark. The injec-
tion timing mark has no identification markings other
than the scribed line.
82
First and Second Generation Engines

On First and Second Generation Engines only, an alterna-
tive method is to remove both access covers from the timing
gear cover and rotate the engine in the direction of rotation
until the “O” on the cam g ear lines up with the pointer in the
cam gear access hole, and the injection timing mark lines up
with the pointer in the bellhousing. 1
The engine now has No. 1 cylinder at the fuel injection
mark of its compression stroke.
1. Before installing the pump, rotate the pump gear until

the “O” marked on the gear is approximately in the 10
o’clock position as you face the gear end of the pump.
2. Install the pump in the engine lining up the “O” with 1. Timing Mark
the timing mark cast into the access hole. Injection Pump Timing Mark
3. Install and torque the injection pump mounting bolts.
1. Injection Pump Gear Access Hole 3. Access Cover

2. Cam Gear Access Hole
Timing Gear Marks
83
Third Generation EPA/Low Noise Engines 2. Rotate the engine backwards, counterclockwise from
the front to approximately 3.5 in. (89 mm) from the TC
On Third Generation EPA/Low Noise Engines only, the
mark on the flywheel.
“O” on the cam gear and injection pump gear will not line
up with the pointer. The “O” on the cam gear will be 3. Adjust the dial indicator to zero. The pump plunger
approximately 1-1/2 notches from the pointer, and the “O” should be at the bottom of its stroke. To check this,
on the injection pump gear will also be approximately 1-1/2 rotate the engine back and forth no more than 0.5 in.
notches from the pointer. The “O”s will be positioned as (13 mm). The dial indicator should stay at zero.
shown.
4. Rotate the engine forward, clockwise from the front, to
the injection timing mark.
5. The dial indicator should now show the pump plunger

is at 0.020 in. (0.5 mm) from the bottom of its stroke
and ready to inject fuel.
6. If the timing position is not correct, loosen the bolts on

the front flange of the pump.
NOTE: The di 2.2 has two bolts on the front flange.

The se 2.2 has three bolts on the front flange.
7. If the dial indicator shows a figure larger than 0.020 in.

(0.5 mm). rotate the top of the pump away from the
engine until the dial indicator reads the correct value. A
smaller figure requires the pump be turned in towards
the engine until the correct value is reached. Tighten
the bolts and lock the pump in position.
8. Perform a final check by turning the engine backwards,

counterclockwise from the front, beyond the injection
Third Generation Engine Timing Mark
timing mark and then clockwise back to the injection
timing mark. The dial indicator should now be at 0.020
Checking the Timing using a Dial Indicator
in. (0.5 mm). Slight adjustments may be necessary.
1. Remove the 8 mm timing bolt located at the back of the
9. Remove the dial indicator and replace the timing bolt.
injection pump between the injection lines. Install the
special dial indicator, P/N 204-589 in its place. Make
sure the adapter bottoms out slightly on the pump hous-
ing. Insert the dial indicator into the adaptor until the
dial indicator contacts the pump plunger. Preload the
dial indicator at least 0.080 in. (21 mm) and lock the
dial indicator in place by tightening the locking collar.
84
Electrical
Gear Reduction Starter (Hitachi) Starter Solenoid

The starter solenoid actuates the shift lever that forces the
Construction and Operating Principle
pinion assembly to mesh with the ring gear and holds it in
The gear reduction starter consists of a motor that develops position while cranking. Contacts in the starter solenoid
starting torque, a gear reduction pinion assembly and a conducts electrical power to the motor. A series winding
starter solenoid. The starter solenoid energizes the motor actuates the shift lever and closes the contacts. A shunt
and shifts the pinion assembly to mesh with the engine ring winding holds the switch in that position until the starter
gear. The smaller armature shaft gear meshes with the larger switch is opened.
gear of the pinion assembly, producing the speed reduction
and torque increase. Pinion Assembly
The pinion assembly has an over-running clutch that allows
Motor
the pinion shaft to turn freely after the engine ring gear
The motor is a series wound dc motor, meaning the arma- spins the pinion faster than starter motor speed.
ture and field coil windings are wi red in series.
Troubleshooting
To identify faults in the starter system, refer to the trouble-

shooting flow chart.
3
2
5
1. Armature 7. Gear Case 4
2. Field Coil 8. Shift Lever 6
3. Brush 9. Torsion Spring

4. Rear Cover 10. Starter Solenoid
5. Pinion Shaft 11. Armature Shaft
Gear
6. Pinion Clutch 1. Start/Preheat 5. Field Coil
Reduction Starter Construction Switch
2. Series Coil 6. Battery
3. Shunt Coil 7. Solenoid Contacts
4. Armature
Reduction Starter’s Electrical Circuit
85
Electrical (Rev. 5/01)
Engine does not start. NO

Does starter rotate? 1
NO
YES
Does engine tun over with
continued cranking? Is there anything unusual about
the meshing of the pinion and
ring gear teeth?
NO
Check the pinion clutch for
damage. Replace if necessary.
YES
• Check pinion motion.

• Check the shift lever for
deformation, the torsion
spring for excessive wear
and the pinion for free
movement.
• Check the condition of the
pinion and the ring gear
teeth.
NO YES
(or turns slowly) • Charge or replace bat-
Check the battery’s charge, the
Does the flywheel rotate? battery terminal connections tery.
and condition. • Repair connections and
YES NO clean corrosion off bat-
tery terminals.
Check the consistency of the YES
Check fuel system. oil in the engine. Is it thick?
Change engine oil.
NO
Does the engine turn over if YES
Repair or replace starter.
the starter is replaced?
NO (or rotation is slow)
Inspect the inside of the engine.
Starter does not stop if start Repair or replace start switch, CAUTION: If any abnormality
switch is turned off. starter relay or starter solenoid. is found, immediately discon-
nect battery negative terminal.
86
Check the battery’s charge, the battery • Charge or replace battery.

1 NO
terminal connections and condition. • Repair connections and
clean corrosion off battery
O.K.
Check and repair wiring and
connections between starter
Can you hear the starter solenoid operating? NO solenoid and starter switch.
Check and replace if necessary:

• Starter switch
YES
• Starter solenoid
Remove starter from engine.

• Check brushes. If worn,
Does starter turn under no load conditions
NO replace.
by connecting battery positive terminal to
• If there is no wear on the
M terminal of starter and battery negative
brush, replace the motor
terminal to the starter case?
(including the field coil and
armature).
YES
The starter solenoid contacts are faulty.

Replace.
87
Starter Disassembly and Overhaul 3. Lift the brush springs with a brush spring lifter tool so
that the negative brush is separated from the surface of
1. Remove the 8 mm terminal nut from the starter sole-
the commutator. Then remove the brushes connected to
noid, and disconnect the stator lead wire. the field coil windings. Remove the brush holder
assembly.
4. Remove the armature from the stator.

5. Remove the stator from the gear case.
1. 8 mm Terminal Nut
Removing Terminal Nut
2. Remove the 4 mm bolts from the rear cover, remove the

5 mm through bolts from the motor, and remove the
rear cover.
Removing Brush Holder Assembly
1. 4 mm Bolts 2. 5 mm Bolts
Removing Rear Cover Removing Armature and Stator
88
6. Remove the 6 x 10 mm bolts that mount the starter 8. Remove the three 4 mm bolts holding the bearing
solenoid. Then remove the starter solenoid from the retainer to the gear case, and remove the bearing
gear case, and remove the torsion spring . retainer.
1 2
1
2
3 3
1. 6 x 10 mm Bolts 3. Torsion Spring
2. Starter Solenoid
1. 4 mm Bolts 3. Gear Case
Removing Starter Solenoid 2. Bearing Retainer
7. Remove the dust cover and then the shift lever from the Removing Bearing Retainer and Pinion Assembly
gear case .
9. Remove the pinion assembly from the gear case. Using
a slotted screwdriver, remove the pinion stop clip from
3
the pinion while pushing the pinion stop toward the
2 1 pinion.
1. Dust Cover 3. Gear Case

2. Shift Lever
Removing Dust Cover and Shift Lever
Removing Pinion Stop Clip
10. Remove the pinion stop and retaining spring from the
pinion shaft. Remove the pinion shaft from the clutch
assembly.
89
2. Test for continuity between the “S” and “M” terminals.

If there is no continuity, the series coil is open and the
1 switch must be replaced.
2
3
4 1
5
2
1. Pinion Stop Clip 4. Pinion Clutch

2. Pinion Stop 5. Pinion Shaft
3. Retaining Spring
Disassembling Pinion Assembly AGA144
Starter Inspection 1. “S” Terminal 2. “M” Terminal
1. The starter solenoid can be tested with an ohmmeter. Testing Series Coil
First, test for continuity between the “S” terminal and
3. Test the continuity of the solenoid contacts, between
switch body. If there is no continuity, the shunt coil is
the “B” and “M” terminals. Press the plunger into the
open and the switch must be replaced.
solenoid to check the continuity. Try this test several
times while wiggling the plunger. Roughness or corro-
2 sion may make the continuity of the contacts unreli-
able; if so, replace the solenoid.
AGA143
AGA145
1. Switch Body 2. “S” Terminal
Testing Shunt Coil 1. “B” Terminal 2. “M” Terminal
Testing Solenoid Contacts
90
Brush Holder Assembly .
1. Test the brush holder assembly with an ohmmeter. The

positive brush holder should show infinite resistance to
the plate and negative brushes should have continuity
to the plate.
Test Brush Springs
AEA370 Stator Assembly
1. Inspect the stator and field coils for any damage, loose
field cores, or signs of overheated field coils such as
Testing Brush Holder Assembly discolored or burnt insulation. Field coils that show
signs of overheating should be replaced.
2. Measure the length of the brushes. Replace all the 2. Check the field coils for continuity from each brush or
brushes as a set if any brush is less than 0. 35 in. (9 mm) brush lead wire to the stator lead wire.
on the short side.
AEA371
1. Brush
AEA373
Measure Brush Length
Testing Field Coils
3. Inspect the brush springs for signs of overheating or
other damage. Measure the brush spring tension with a
spring scale. The tension should be 5.5 - 7.7 lb (2.5 -
3.5 kg) at the point of contact with a brush sitting on the
commutator. Replace the brush springs if necessary
91
3. Test the field coil insulation. Place an ohmmeter on

Rx1000 and check from the stator lead wire to the sta-
tor case. The ohmmeter should show infinite resistance.
Any continuity indicates bad insulation.
NOTE: If one coil is bad all the coils will show conti-
nuity. Check the coils individually to isolate the bad
one.
Measure Commutator Diameter
3. Using a dial indicator and a lathe, check the armature

core for surface distortion, deflection and out of round.
Check the commutator for roughness, corrosion and out
of round. The maximum deviation is .004 in. (0.10
mm). It may be possible to turn the armature to meet
specifications. Clean the commutator with fine sandpa-
per (500-600 grit). Turn the commutator in a lathe if
needed.
AEA373
Testing Field Coil Insulation

2
Armature Assembly 1
1. Inspect the armature and commutator for any thrown

solder, deformed windings, signs of overheating and
shaft or gear damage.
2. Measure the commutator on the brush path. The stan-
dard diameter is 1.44 in. (36.5 mm). Replace the arma-
ture if the commutator is less than 1.40 in. (35.5 mm). AGA141
1. Commutator 2. Core
Dial Indicate Armature
92
5. Test the armature for open or shorted coils using a

growler. An ammeter or a test light is used to check the
current induced into the armature by the growler. Move
the test leads from commutator segment to commutator
segment while rotating the armature in the growler. An
open or shorted coil will show no or low current and
will not light the test light. If a coil is bad, replace the
armature.
6. Test insulation of the armature coils. Using a growler,

test for current between the commutator segments, test
for current between the commutator segments and the
core and shaft. An ammeter should show no current and
AEA375
a test light should not light. Using a ohmmeter on
Rx1000, there should be no continuity. If the insulation
is bad replace the armature.
Clean Commutator
7. Check the armature bearings. The bearings should be
4. After turning the commutator in a lathe, check the smooth and quiet. Replace the bearings if they are
undercut of the insulating material. If the undercut is rough, noisy or have excessive free play.
less than 0.008 in. (0.2 mm), file it down to 0.20-0.031
in. (0.5-0.8 mm)
2
1
3
Correct
AEA377
Testing Armature Insulation

AGA142
Incorrect
1. Insulator 3. Commutator Segments

2. Undercut 0.020 - 0.031 (0.5 - 0.8 mm)
Insulating Material Undercut
93
Pinion Assembly
1. Inspect the pinion assembly for signs of wear, damage 4. Check the bearing. The bearing should be smooth and
or corrosion. quiet. Replace the bearing if the bearing is rough, noisy
or has excessive free play.
2. Check the pinion clutch operation. While holding the
clutch gear stationary, rotate the pinion shaft. It should
turn smoothly in one direction and the clutch should
lock in the other direction.
Bearing Check
5. After completing these checks, lightly grease the pinion

Check Pinion Clutch shaft and assemble the pinion assembly.
3. Push on the shift lever end of the pinion shaft and see Starter Reassembly
that the pinion slides out smoothly. Repair any rough-
The reduction starter can now be assembled. Where lubrica-
ness or stiffness. Excessive grease may make the
tion is required, use light grease. Observe the torque specifi-
motion stiff, so only a light coating of grease should be
cations shown below when tightening bolts.
used.
Bolt Torque
4 mm Bearing Retainer 15 - 20 in.-lb (1.7 - 2.3 N•m)
4 mm Rear Cover 15 - 20 in.-lb (1.7 - 2.3 N•m)
5 mm through 43 - 55 in.-lb (4.9 - 6.2 N•m)
6 mm Solenoid Mount 51 - 72 in.-lb (5.8 - 8.1 N•m)
8 mm Solenoid Terminal Nut 64 - 85 in.-lb (7.2 - 9.6 N•m)
1. Place the pinion assembly in the gear case. Install the

bearing retainer and bolts.
2. Install the shift lever, torsion spring and dust cover.

Check Pinion Clutch
94
3. Place the solenoid in the shift arm and gear case, pry If the motion is outside this range, the solenoid mount-
the pinion forward to aid assembly, install the solenoid ing must be adjusted as follows:
mount bolts.
First, remove the 6 mm bolts holding the solenoid to
1 the gear case. Do not disconnect the shift lever.
2
Second, rotate the spacer washers to increase or
3 decrease the spacing. Increasing the spacing will
decrease the pinion motion.
Finally, replace the solenoid mount bolts and measure

the pinion motion. Repeat the spacing adjustment until
the measurement falls in the specified range.
5. Place the stator on the gear case.
1. Gear Case 3. Starter Solenoid 6. Place the armature in the stator and check that the
2. Dust Cover armature shaft gear meshes with the pinion clutch gear.
Solenoid and Shift Lever Assembly 7. Install the brush holder assembly. Place the brushes in
the brush holder and check that the brushes move
4. After assembly, connect a 12 Volt battery to the sole-
freely.
noid, positive to the “S” terminal and negative to the
the “M” terminal. The pinion snaps out into the 8. Place the brush springs on the brushes and check that
engaged position. Measure the additional distance the the springs hold the brushes against the commutator.
pinion travels when pulled out to its stop. The addi-
tional distance should be 0.012-0.059 in. (0.3-1.5 mm).
Brush Spring Tension
9. If the brush spring tension have not already been

Pinion Motion Check checked, measure the brush spring tension with a
spring scale. The tension should be 5.5-7.7 lb.(2.5-3.5
kg). Replace the brush springs if necessary.
10. Install the rear cover, rear cover bolts and through bolts.
95
No Load Test Glow Plugs

To check the starter specifications, perform the following
Glow plugs heat the combustion chamber to aid in quick
test. However, do not run the test for more than 30 seconds
starting. They are energized when the preheat switch is
at a time.
pressed and when the starter switch is pressed.
1. Set the starter securely on a test bench and make the
The heating element is encased in the stainless steel sheath
connections.
filled with sintered magnesium oxide powder. One end of
the heating wire is connected to the center electrode.
1
The glow plugs are connected in parallel so that if one of
them fails, the other plugs will remain operative.
2 To check for defective glow plug, remove the bus bar
between the glow plugs. Using an ohmmeter, check each
plug individually for continuity, dead shorts to ground and
for a resistance of approximately 1.8 ohm. Normally, each
plug should draw approximately 7 amps.
3
4
1. Switch 3. Battery
2. Ammeter 4. Voltmeter
Starter Connections
2. When the switch is turned on, current flows through the

starter in a no-load condition.
3. The no-load current should be less than 140 amps, the

voltage should be 11 volts and the speed 3,900 rpm.
NOTE: Do not run the starter with no load for more

than 30 seconds or damage to the starter will occur.
96
Run In Procedure
Engine Run In 2. Slowly add coolant into the system until you see cool-
The run in of a rebuilt engine will often determine the oil ant at the accumulator hose fitting on the thermostat
consumption, power output, and other variables during the housing, or at the accumulator hose if the hose was dis-
service life of the engine. It is important to run in a rebuilt connected from the accumulator, or at the bypass hose
engine properly. How an engine will be run in is determined fitting.
by the type of equipment and the time that is available.
3. Connect the accumulator hose to the thermostat hous-
Thermo King recommends an engine be run in on a dyna- ing or the accumulator, or connect the bypass hose to its
mometer if possible. fitting.
Pressurize the lubrication system of the engine with an oil
4. Add coolant into the system until it appears to be full.
pressure tank if the engine has been stored for any length of
time. This prevents a dry start. 5. Make sure the amount of coolant that goes back into the
system is approximately equal to the amount of coolant
All new or rebuilt engines should be run in low speed for
that came out of the system.
the first 10 minutes when initially started. This ensures that
any air is purged from the cooling system and that oil flow 6. Start the engine and let it run for 1 minute in LOW
is established to all parts of the lubrication system. SPEED, and then shut it off.
7. Check the coolant level and add coolant if necessary.

Bleeding Air from the Coolant System 8. Repeat steps six and seven until the coolant level stabi-
Air must be thoroughly bled from the block before the
lizes.
engine is started.
NOTE: If the engines runs with air trapped in the block, Dynamometer Run In Procedure
the engine may be damaged. The high water temperature 1. Pressurize the lubrication system of the engine with an
switch may not protect an engine that has air trapped in oil pressure tank if the engine has been stored for any
the block. A high water temperature switch is designed to length of time. This prevents a dry start.
measure the temperature of engine coolant, it cannot
2. Start the engine and run it at 1400 rpm with a light load
measure trapped air in the block.
of 2-3 hp.
Normally when the cooling system on a di 2.2 or se 2.2
3. Run the engine at 1400 rpm for 15 minutes with
engine is drained, approximately 8 qt. (7.6 l) of coolant
approximately 5 hp load.
drains out. Often when the system is refilled, it appears that
about 4 qt. (3.8 l) of coolant fill the system. This happens 4. Run the engine at 2200 rpm for 30 minutes with a 8-9
because air is trapped in the engine block. Air can be hp load.
trapped in the block by coolant that remains above the ther-
5. Run the engine at 1400 rpm for 30 minutes with a 5 hp
mostat after the system is drained.
load.
NOTE: Do not start the engine without bleeding the air
6. Run the engine at 2200 rpm for 10 minutes with a 10-
out of the block.
12 hp load.
1. Disconnect the accumulator hose from the thermostat
If time permits, additional run in time is desirable. Vary the
housing or from the accumulator before adding coolant
speed and load in ranges between 3 to 8 hp and 1400 to
into the cooling system. On units without accumulator
2200 rpm ranges.
hoses, disconnect the bypass hose under the thermostat
housing.
97
Run In Procedure (Rev. 5/01)
Run In Procedure Without Dynamometer
If a dynamometer is unavailable, use the following proce-

dure:
1. Run the engine on a test stand with no load for approxi-

mately 15 minutes in both low speed (1400 rpm) and
high speed (2200 rpm). Check the engine for abnormal
noises, coolant, fuel, or oil leaks.
NOTE: DO NOT run a newly rebuilt engine without a

load for a long period of time. This can cause the
engine’s oil consumption to be higher than normal.
2. Mount the engine in a unit and run the unit on high

speed heat for 2 hours. Occasionally return the unit to
low speed heat to vary the compression pressures and
Engine Test Stand
engine temperatures.
3. Mount the unit on a trailer and run the unit in high Valve Clearance Adjustment
speed heat with trailer doors open for 2 to 10 hours
depending on the time available. NOTE: Remove the wire from the fuel solenoid to prevent
the engine from starting and causing personnel injury.
1. Remove the rocker arm cover. Torque the cylinder head

bolts to 63 ft-lb (85 N•m) before adjusting the valves.
The valve clearance should be checked after the first
500 hours of engine operation.
It is very important that the valves be adjusted to the

correct specifications for satisfactory engine operation.
Insufficient valve clearance will result in compression
loss and misfiring resulting in burned valves and seats.
Excessive valve clearance will result in noisy valve
operation and abnormal wear of the valves and rocker
arms. The intake and exhaust valves are adjusted with
the valves closed.
2. The valves are adjusted to 0.016 in. (0.4 mm). When

Go Power Dynamometer
the right gap is obtained, BE SURE to tighten the lock
while holding the adjusting screw in position.
98
Turn the engine using a wrench on the front crankshaft 3. Turn the crankshaft clockwise from the front, until the
bolt. TC mark on the flywheel aligns with the pointer om the
flywheel housing.
1
2
AGA148
1. Adjustment Screw 2. Lock Nut

Valve Clearance
Top Dead Center Marks
4. Wiggle the push rods on the No. 1 intake and exhaust

valves. If both rods are loose enough to turn freely, the
No. 1 piston is at TDC on the compression stroke. This
is the first adjusting position.
If instead, the No. 1 push rods are tight and the No. 4
are loose, the No. 4 piston is at TDC in the compression
stroke. Turn the crankshaft clockwise from the front,
AGA114
until the TC mark on the flywheel is aligned. Now both
Adjusting the Valve Clearance No. 1 push rods should be loose, and No. 1 piston at
TDC of the compression stroke.
99
5. Adjust both valves on the No. 1 cylinder, the intake 7. BE SURE to tighten each lock nut while holding the
valve on the No. 2 cylinder, and the exhaust valve on adjusting screw in position.
the No. 3 cylinder.
8. Install the rocker arm cover making sure that the gasket
6. Turn the crankshaft one full turn, clockwise from the is in position.
front, and align the TC mark. This is TDC of the No. 4
cylinder compression stroke. Adjust the No. 2 exhaust
valve, the No. 3 intake valve, and the No. 4 intake and
exhaust valves.
Front Rear
Cylinder Number 1 2 3 4
Valve Arrangement E I E I E I E I
Piston in Number 1 cylinder is at
TDC on compression stroke. O O O O
Piston in Number 4 cylinder is at
TDC on compression stroke. O O O O
Valve Adjustments and Cylinder Configurations
100
Testing Engine Compression 3. Remove all the glow plugs.
Compression should be checked while the engine is near 4. Install a compression tester, P/N 204-439.
operating temperature.
5. Crank the engine with a starter and observe the reading.
An engine in good condition will register 427 psi (2942
Procedure
kPa) or more at cranking speed (250 rpm) using com-
1. Run the engine until operating temperature is reaching. pression tester 204-439. Variations between cylinders
Stop engine. should not exceed 10% of the compressor pressure
(Because compression space is small and gauges vary
2. Remove the wire from the fuel solenoid and loosen all
in construction, readings will vary). The important fac-
4 fuel lines at the injection nozzles.
tor in determining the engine conditions is the variation
CAUTION: The fuel solenoid must be discon- of compression pressures and hard starting due to lack
nected to prevent fuel from being injected into of compression.
cylinder which could result in the engine start-
NOTE: If the engine cannot be run, repeat Steps 2, 3,
ing during testing operations.
4 and 5. Compression readings will be 10% lower
The fuel lines must be loosened at the injection noz- than those of a warm engine.
zles during the test because temperatures and pres-
sures developed if the engine should fire would
destroy the tester. The tester manufacturer will dis-
claim responsibility for damage resulting from firing.
101
BLANK PAGE
102
Parts Interchange
se 2.2 Injection Pump

The se 2.2 engine is the same as the di 2.2 engine with the
The se 2.2 injection pump and the di 2.2 injection pump
following exceptions:
cannot be interchanged. The se 2.2 injection pump has a
Injection Pump three bolt mount. The di 2.2 injection pump has a two bolt
Timing Gear Cover (Gear Case Cover) mount.
Front Plate (Gear Case Cover Backing Plate)
The flange that mounts the injection pump to timing gear
Oil Base
cover and front plate cannot be exchanged because the bolt
Transfer Pump
pattern is different. The se 2.2 flange has five bolts. The di
Flywheel Housing
2.2 flange has six bolts. The timing gear cover and the front
Oil Filter and Oil Filter Base
plate are not interchangeable because of the different (five
Water Pump
or six bolt) pump mounting flanges.
Thermostat Housing
Intake and Exhaust Manifolds The injection pump gear is interchangeable.
The following information should be used as a guideline for The flange that mounts the injection pump gear is not inter-
interchanging these parts or the se 2.2 and di 2.2 engines changeable because the bolt pattern has been shifted six
themselves. Refer to Service Bulletin T & T 096 for more degrees relative to the keyway (see “Gear Mounting Flange
complete information. Identification” on page 104).
3
2
3
2
1
1
4
1. di 2.2 Two Bolt 3. di 2.2 and se 2.2

Mount Gear 1. se 2.2 Three Bolt 3. di 2.2 and se 2.2
2. di 2.2 Six Bolt 4. di 2.2 Gear Mount Gear
Flange Mounting Flange 2. se 2.2 Five Bolt 4. se 2.2 Gear
Flange Mounting Flange
di 2.2 Injection Pump
se 2.2 Injection Pump
103
Parts Interchange (Rev. 5/01)
NOTE: Using the wrong gear mounting flange will cause Oil Base
problems because it changes the timing by six degrees. It is
The oil base on the se 2.2 engine is designed to be used with
difficult to see the difference in the gear mounting flanges.
a three point mounting system and cannot be used on an
Use the template to identify a gear mounting flange.
engine that will be installed in a unit that has four point
The injection pump, the pump mounting flange, the timing mounting system.
gear cover, the front plate, and the gear mounting flange
must all be the same type. To switch the injection pump
from one type of engine to another would require replacing
the entire front of the engine except for the timing gears.
Gear Mounting Flange Identification

1. Place the gear mounting flange on the template with the
black painted side facing down towards t he paper.
2. Line up the center hole and keyway in the flange with

the center hole and keyway drawn on the template.
3. One of the lines on the template will line up with one of
the bolt holes in the flange. This line indicates the type se 2.2 Oil Base
of engine the flange is built for.
Transfer Pump
The hand pump on the transfer pump for the se engine is
1 2 mounted horizontally to clear the front door on the SMX
unit. There is no clearance problems on Sentry, Super II, or
SB units. Therefore the di 2.2 transfer pump can be used on
the se 2.2 engines in these units. There may be some inter-
ference problems with the filter minder if an se 2.2 transfer
pump is used on an older Super II or SB unit. The hand
pump can be moved to a vertical position on the se 2.2
transfer pump by removing the adapter P/N 11-7413 and
mounting the hand pump vertically. Exchanging transfer
pumps between se 2.2 and di 2.2 engines may also require
exchanging or transferring banjo bolts, plugs, etc.
1. di 2.2 2. se 2.2
Gear Mounting Flange Template
104
Oil Filter and Oil Filter Base

The se 2.2 engines uses a two stage oil filter that combines a
1
full flow and a bypass filter. The base and the filter can be
switched as an assembly. Either assembly will fit on either
engine, but the dual element filter will not fit on the full
flow filter base and the full flow filter will not fit on the dual
element filter base.
1. Remove to Install Hand Pump Vertically

se 2.2 Transfer Pump
Flywheel Housing
The se. 2.2 flywheel housing can be used on di 2.2 engines.
The di 2.2 flywheel housing can be used on se 2.2 engines 2
with the following exceptions: SMX 50 units, Super II units
built after June of 1992, and Sentry II 50 units built after
September of 1993.
1. Oil Filter Base 11-5856

2. Dual Oil Filter 11-3712
di 2.2 Oil Filter and Oil Filter Base
se 2.2 Flywheel Housing
105
Crankcase Breather
The se 2.2 crankcase breather can be used on a di 2.2 engine
if it is installed as a complete assembly. Adapter P/N 11-
7389 must be installed and drain back fitting P/N 11-5572
1
must be installed in an available post in the oil base. The di
2.2 crankcase breather can be used on the se 2.2 engine if
the drain back port in the oil base is plugged.
1. Oil Filter Base 11-2689

2
2. Dual Oil Filter 11-3712
se 2.2 Oil Filter and Oil Filter Base
1. Adapter 11-7389
2. Drain Back Fitting 11-5572
se 2.2 Crankcase Breather
106
Thermostat Housing Intake and Exhaust Manifolds

The accumulator water return port has been removed from The se 2.2 intake and exhaust manifolds have been rede-
from the thermostat housing for the se 2.2 engine. The se signed to reduce the engine width for the SMX unit.
2.2 thermostat housing can be used on di 2.2 engines if the
The se 2.2 intake manifolds can be used on di 2.2 engines.
accumulator hoses are rerouted. The di 2.2 thermostat hous-
The di 2.2 intake manifolds cannot be used on the se 2.2
ing can be used on se 2.2 engines except in SMX units.
engine because the manifold hots the injection pump.
The exhaust manifolds are interchangeable between the two

engines but they are not easily interchanged between units
designed for the other engine because of the exhaust con-
nections.
1
1
1. No Ports
se 2.2 Thermostat Housing
Water Pump
The outlet on the water pump for the se 2.2 engine has been
shortened by an inch and the accumulator water hose port
has been removed. Units with se 2.2 engines supply water to
the accumulator from a port on the rear of the engine head.
The se 2.2 water pump can be used on di 2.2 engines if the
accumulator water lines are rearranged to the current con-
figuration. The di 2.2 water pump can be used on se 2.2
2
engines except in SMX units.
1. Intake 2. Exhaust
se 2.2 Intake and Exhaust Manifolds
1. No Port
se 2.2 Water Pump
107

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Overhaul Manual

Copyright © 2000 Thermo King Corp., Minneapolis, MN, U.S.A.

Thermo King di 2.2 Diesel Engine

di 2.2 & se 2.2 Diesel Engine Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1

Valve Spring and Guide

Valve Spring and Guide (continued)

Piston, Piston Rings

Piston, Piston Rings (continued)

Timing Gears (varies with engine model)

Gear to body clearance 0.0020 to 0.0032 in (0.050 to 0.082 mm)

Voltage 8.76 volts

NOTE: Before disassembling the engine, drain the engine

1. Brazed Stop Nut 3. Straightened Injection Line

12. Remove the rocker arm cover by removing the three

13. Remove the rocker arm support mounting bolts by

15. Remove the hose between the thermostat housing and

16. Remove the oil filter assembly. 1. Reinstall 3 Bolts

NOTE: Refer to engine chart on page 108 to deter-

27. Remove the bell housing.

10 mm Mounting Bolts 8 mm Mounting Bolts

33. Remove the connecting rod bearing caps. Remove the

34. Arrange the connecting rods, bearings caps and pistons

35. Alternately loosen the main bearing cap bolts and

Rear Plate Removal factory marked so they need not be marked.

30. Remove the front plate.

39. With a valve lapping tool, remove the lifters after

NOTE: Remove the rear camshaft bearing cover

2. Middle 4. Embossed “C”

Main Bearing Position 2

36. Remove the crankshaft. Note the orientation of the

1. Lifter 2. Valve Lapping Tool

NOTE: Refer to the Specifications Chapter for specific Cylinder Block

1. Head Mating Surface 4. Main Bearing Bore

2. Check the cylinder bores for taper, out-of-round, pock-

Cylinder Bore Deglazing

A and C pistons use the same part number and are

If the pistons are reused, make sure they are placed in

Finish hone the cylinders to a 16 micro-inch finish.

4. Obtain long 0.001 in. (0.025 mm) and 0.0015 in.

Now carefully try to install the piston along with the

7. Install the main bearing caps in their proper positions.

NOTE: The cast-in arrows on the main bearings caps

1. Embossed “C” 3. Middle

If the main bearing bores are more than 0.001 in.

8. Measure the lifter bores in the block. The bores should

Crankshaft Outside Diameter of Finished Main Journals

1. Check the cranks

Measuring Crankshaft Main Journals • Taper

**NOTE: Service Parts rod bearings are furnished in met-

1. Seal Surface 3. Pulley Boss

NOTE: The wear ring is un i-directional. Before driv-

Crankshaft Wear Ring (radial seal only)

NOTE: Use only taps. A heavy blow will break the

3. Clean all dirt,

4. Heat the replac

5. Coat the inside

Removing Transfer Pump Cam

1. Injection Pump Idler 3. Camshaft

Typical symptoms are;

• The engine will crank but will not start.

• The engines runs, but is hard starting and difficult to get

• The engine was running, but won’t restart after being

• The transfer pump is not pumping fuel or pumping fuel