INSTA LLA TION

Your e ngine needs clean Diese l oil of standard make . (2) Your engine needs lubricating oil of corre ct grade .
Maintain the corre ct oil le vel in sump. (3) Your engine needs abundant clean air. Engine Room should be we ll
ventilated. Keep air cleane r clean. (4) Your engine needs genuine spare parts for its mainte nance . (5) Your
engine needs regular cleaning, oiling and attention. (6) Your engine nee ds tightening of all nuts after an initial
run of 20 hours. Avoid ove rloading the e ngine.

FOUNDA TIONS: The engine should always be installe d on a good cement concre te foundation block . The
composition for concre te mix ture is 1:2:4. Afte r pouring, the concre te should be allowed to se t for at. least
three days before engine is bolted down, in ve ry hot & dry climate , the block should be moistened with wate r
during this se tting pe riod. W ith made up ground, soft wate r logged or poor sandy s the size ñ the concre te
block be suitably modified.

ERECTION: The Engine should be leve led up on foundation Block by placing thin me tal strip unde r the engine
fee t just close to the foundation bolts.
In case of a coupled se t, drive n unit must be lined up with the e ngine and joined through a flexible coupling.
In case of belt driven unit the driving be lt must run as close up to the Flywhee l as possible to avoid undue
strain on bearings and crankshaft. W he re ‘fast’ and ‘loose’ pulle ys are used, the ‘fast’ pulle y must be nearest
to the flywhee l.
An incorre ctly installed e ngine may give endless trouble.

EXHA UST SYSTEM: A standard engine is fitted with an exhaust silence r. If the exhaust piping be extende d to
the out side of the building up to a length of 3 me te rs, the exhaust silence r can be fitte d on the end of iron
pipe scre w 1 Y2” BSP.
If exhaust system is longe r, following pipe size is re commended.
Pipe line : Up to 3 me te r — 38.0mm (1 ‘, 4”) Bore
3to 6 mete r — 50.8 mm (2”) bore
6 to 10 mete rs — 63.5 mm (2½”) bore ove r
0 mete rs — 76.Omm (3”) bore
Howe ve r, the exhaust system is as short as possible with a minimum numbe r of be nds and must be e re cte d in
easily de tachable se ctions to facilitate cleaning during ove rhaul. Ne ve r embe d in concre te . The faulty system
can se riously reduce the powe r of the e ngine.

RUN THROUGH SYSTE M OF COOLING: Conne ct the inle t conne ction from the delive ry of the pump to the
wate r inle t on cylinde r block . C onne ct suitable length of pipe to the wate r outle t on cylinde r head for disposal
of run through wate r.

FUEL SUPPLY:
(1) Type of fue l: Use clean Light Diese l O il confirm ing the spe cification to B.S. No, 209-1947 class an
ISO: 1460-1974. Insist on purchasing the fuel from authorized deale rs of the oil companies. Avoid supply of
residue oil or blend the reof Vaporizing Oils are unsuitable as fue l for this engine, he nce avoid admix during
Ke rose ne or pe trol with LDO.
(2) The fue l oil system includes the following fitments for e nsuring cleanliness and conseque nt dependable
se rvice of fuel inje ction equipments for a long pe riod.
(i) Fue l oil straine r with the tank is the primary filte r to remove the fore ign matte rs. Always make sure
that the fue l oil straine r is in position. The fue l tank should be full at the end of the day’s work to avoid the
condensation of moisture from air in empty tank due to cold at night and to give time for settling any
sediments be fore the engine is used again. Clean thoroughly the tank afte r eve ry 250 hours (monthly) and
straine r e ve ry alte rnate day by tapping on woode n block .
(ii) Fue l Oil Filte r: The filte r is fitted with 3 ply cotton braided e lement. Clean the e lements afte r e ve ry
250 hours run by washing in clean paraffin of fue l oil without removing from the cove r.
C lean fue l is of the utmost importance in maintaining a high standard of pe rformance .

LUBRICA TION: The guarantee of the engine pe rformance and durability is ope rative with the following or
equivalent heavy duty Diese l Engine (De te rgent) Lubricating oils of the standard oil company. For Guidance of
the consume rs, we give be low the proprie tary brands of Lubricating oil to be use d according to diffe rent
tempe rature conditions:

Brand O il Be low 4.4 C Be t 4.4 C to 30 c Be t 30 C to 40 c O ve r 40 c

Indian O il Delvac oil 910 Delvac oil 920 Delvac oil 930 Delvac oil 940
Hindustan Pe troleum HP SAE 10 HP SAE 20 HP SAE 30 HP SAE 40
Burmah She ll Rote lla oil 10 Rote lla oil 20 Rote lla oil 30 Rote lla oil 40
Esso Esso Lub. Esso Lub. Esso Lub. Esso Lub.
HD 10 HD 20 HD 30 HD 40
Caltex SAE 10 SAE 20 SAE 30 SAE 40

Change of lubricating Oil: (Afte r e ve ry 250 hours run of the engine )

(1) Drain the sump oil when the engine is hot and replace the drain plug. (2) C lean the sump chambe r with
clean cotton waste . (3) Pour the flushing oil of the standard company or 5 lite rs quantity. (4) Run the e ngine
on the light load for about 15 minutes. (5) Drain the flushing oil. Clean the chambe r. (6) Pour the corre ct
grade of lube O il in the sump of the crank case up to the top mark or 5 lite rs quantity.
The engine is now ready for ope ration.
Drained flushing oil should be stored neatly for re use at the time of nex t change of lubricating oil.

IMPORTA NT: Do not m ix up the diffe rent grades of lube. O il. Cheap, unsuitable or dirty oil will cause trouble
and doe s immeasurable harm to the engine .

Change of Lubricating Oil: (Afte r e ve ry 250 hours run of the e ngine)

Insist on the approved grade of oil in a sealed containe r from the authorize d supplie rs only.
BEFORE STA RTING THE ENGINE: (1) Remove the crank case door and fill the sump with Lubricating oil upto
the top mark of the dip stick or 5 lite r quantity. (2) Apply oil to each oil hole in the top of the big e nd bearing
and to main bearings. (3) C lose the crank case door and fill the cylinde r head valve sump, caps in push rod
ends and tappet heads with lubricating oil as required. (4) Fill the rocke r shaft grease cup with good quality
grease. (5) Put oil on e ve ry oil hole s, sliding parts such as rocke rs, tappe ts, gove rnor and pump linkages and
e ve ry auxiliary machine ry drive n from the engine. (6) Swing the valve lifte r unde r exhaust tappe t and crank
the engine one dozen times to ensure the circulation of lube oil to all the bearing points. (7) Swing the
lubricating pump handle up & down one doze n times and che ck up the circulation of lub. oil to all the
bearings.
STARTING & STOPPING
TO START ENGINE : (1) Always form a practice to che ck the lubricating oil leve l, the fue l le vel and wate r
circulating system . (2) In case of the first starting of the Engine , e nsure that all the above said points of
Lubrication have been attended to and that fue l system is primed to remove air locks. (3) Swing valve lifte r
unde r exhaust tappe t. (4) C he ck and tighten, if ne cessary, the foundation bolts. (5) Disengage Governor Hand
le ve r by Pushing downward to enable fuel to be inje cted. (6) Put starting handle on the Engine C rank shaft
ex tension and rotate it. Disengage exhaust valve lifte r as quick ly as possible and lock in off position, Engine
should fire as soon as Ex haust valve is re leased, keep firm grip on starting handle and remove it slowly and
care fully from crankshaft. (7) Che ck that cooling wate r is prope rly circulating. (8) Apply the load as soon
engine attains full speed.

TO STOP ENGINE: (1) Lift Gove rnor hand le ve r. (2) When Engine is about to stop engage valve lifte r. (3)
Engine should ne ve r be stopped by shutting the fuel supply or lifting the Exhaust valve alone .

SPEED REGULA TION: To increase the speed turn the adjusting nut in clock wise dire ction. And to reduce the
spee d, turn nut in opposite dire ction. Use rs are advised not to increase the speed ove r the rated one.
WOR KING TEMPER ATUR E: The lowe r portion of the engine (crank case ) will ge t hot afte r it has worked for
some time . Engine owne r need not be worried about this. The engine should run hot for e fficient pe rfor
mance . The heat will be so much as not to allow the ope rator to keep his palm on crank case .
FAILUR E TO START OR RUN PROPER LY
TIP O F EASY STARTING: (ESSENTIALS)
1. Engine must turn easily when de compressed, if not, Che ck that valve lifte r is corre ctly adjusted.
2. Inje ction creak m is heard. If not, the cause may be one or more as unde r:
No Fue l oil in tank .
Air lock in fue l system.
Fue l Pump de live ry valve seat damaged.
Fue l Filte r is choked.
3. C ompression should be good on high compre ssion ratio. If not che ck for the following (i) we ar on the
cylinde r (ii) Piston rings worn out or carboned in groove s (ii) Leakages through inle t or Exhaust valve. (iv)
Fue l pump rack has free movement.

KNOCKING:
This may be caused by the following
(1) Valve probably Ex haust sticking in guide and hitting piston — C lean valve stem and guide. (2) Loose
bearings — fit corre ctly. (3) Insufficient clearance be twee n piston and cylinde r head — Che ck and adjust. (4)
Inje ction too early and or inje ction pre ssure high — che ck and adjust. (5) Loose flywhee l on crankshaft
drive tape r keys tightly. (6) Imprope r fue l oil — che ck and rene w.
C AR BO N DEPOSITIO N:
Ex ce ssive carbon deposition may be due to:
(1) Chocke d Ex haust system — dismantle and clean. (2) R unning ove rcoole d be cause of ex ce ssive supply of
cooling wate r. (3) Fue l oil not of standard make . (4) Lubricating oil of lowe r grade. (5) Inje ction not spraying
corre ctly — che ck and replace Nozzle. (6) Tim ings adjusted for late Inje ction of fue l. (7) Ex cessive exhaust
back pre ssure .
SMOKY EXHA UST:
The exhaust should be clear at full load. If it is not, take ste p to clear it. Black smoke is due to incomple te
combustion of fue l, caused by the following reasons.
(1) Ex cess load resulting into extra quantity of fue l to be inje cted. (2) Air intake chocked. (3) Inje ctor nozzle
chocked — Re sult: Poor spray. (4) Fue l oil not of standard grade. (5) Whe n the faint black smoke is caused,
which is gene rally due to low load or ove r load. Heavy blue smoke is the result of lubricating oil passing
through the piston rings due to carboned in grooves or worn cylinde r.

ENGINE STOPS:
(1) If fuel tank is empty. (2) If fue l inje ction system ge ts wate red or air locked. If the fue l inje ction system is
chocked. (3) If ove r loaded. (4) If ove r heated due to shortage of cooling wate r or lubricating oil.

LOSS OF POWER:
May be due to the following reasons:
(1) Loss of compression. (2) Tappe t clearance hot corre ct. (3) Exhaust pipe chocke d. (4) Fue l inje ction system
or fuel pump out of oi or timings are not adjusted. (5) Air cleane r chocked.
FAILUR E TO O BTAINED NOR MAL SPEED:
(1) Engine started with ove rload. (2) Bearing not prope rly fitte d or too right. (3) Insufficient fue l. (4) Inje ction
re tarded.

COOLING: In the place whe re the wate r is impure , the jacke t, around the cylinde r line r and inside the
cylinde r head should be freed from any-deposits.
To remove hard deposit from cylinde r wate r jacke t, fill it with a solution of washing soda in the proportion of 1
Kg. of Soda to 5 Lite rs of wate r than wash out the Jacke t with fresh wate r.

MA INTENA NCE ROUTINE:

Daily:
Che ck supply of fue l oil. Turn Grease cup of Rocke r shaft.
Cn Leakages of oil, wate r and fuel. C lean the e ngine.
Che ck le vel and condition of lubricating oil. Che ck Exhaust smoke.
Che ck nil around valve stems. Che ck cooling wate r circulation.
Keep the fue l Tank full at the e nd of day’s work .
Lubricate ex te rnal parts with oilcan.
Che ck the lub. oil circulation.
JUST AFTER EVERY 100 HO URS RUN OF ENGINE: C lean oil Bath, Air cleane r thoroughly and refill the fresh
tub. oil.
Make sure that the ve nt hole in fue l tank cap is clear.
Che ck tightness of all nuts. As the machine is liable to produce vibration while running, it is Most Essential
that the use rs should che ck all the nuts and tighten according to requirement.
JUST AFTER EVER Y 250 HOUR S RUN O F ENGINE:
Thoroughly clean out fue l Tank . Knock out soot from sile nce r & Exhaust piping.
Change the Lubricating oil. Apply oil to Aux ilIary Machine ry.
Adjust valve clearance . Remove fue l inje ctor clean & che ck fue l spray.
C lean delive ry valve of fuel pump. C lean the fue l.filte r & sump filte r.
JUST A FTER EVERY 500 HOURS RUN OF ENGINE:
Change the fue l filte r e lement. Examine the valve s and clean and “grind in” if ne ce ssary.
JUST A FTER EVERY 1000 HOURS RUN OF ENGINE:
Now your e ngine needs complete ove rhaul.
De carbonise Engine . Remove sediment from Main Fue l Tank.
In case whe n Gaske t is changed. Drain and clean fue l and wate r tanks.
clearance should be che cked. Replace Fuel filte r element.
Che ck and clean air and Exhaust Manifold. Che ck inje ctor nozzle for obstruction or
Che ck wate r jacke t for scale . Wear in orifice.
Che ck free working of Gove rnor Linkage s. Che ck Big e nd Bearing.
Always deal immediate ly with any signs of de fe ctive running Minor irre gularities always be come worse and in
the end, your e ngine falls Out of se rvice . Hence the use rs are advise d in the ir own inte rest to follow strictly
the above maintenance schedule rathe r than to loose the ir valuable time to close the engine and ge t it
repaire d e ve ry now and then.
MA INTENA NCE
CLEA NING OF AIR CLEA NER: Mount the air filte r in a horizontal position and maintain the corre ct oil le vel
as marked on the filte r body. If the le ve l is too high, the Engine will inhale the lubricating oil, which will cause
ex cessive carbon deposits on the valve s, piston e tc. If too little oil is used, the cleaning action will not be
efficient. Che ck the oil le vel week ly, and if ne cessary add fresh Lubricating oil as is used for the Engine .
Change the oil and cle an comple te ly e ve ry 100 hour’s running, or more fre quently, if the re is any sign of the
oil be com ing impre gnated with sand or dirt. To clean air cleane r remove it from Engine and dismantle, Wash
in ke rosene and allow to dry. Exam ine rubbe r washe r during dismantling and change, if ne cessary.
VACUUM BR EATHER : The function of the vacuum breathe r on the crank case door is to maintain partial
vacuum in the crank case so that the lubricating oil will not pass through the bearings and joints. In case the
me tal disc sticks with paints or grime, clean and scrap out the flat surface of the disc, while cleaning care
should be taken not to k ink or distort it.
Place the distance pie ce prope rly which supports the cove r.
TO CHECK CYLINDER HEA D CLEA RA NCE: Place two small pie ces of lead on top of piston above the line of
Gudgeon Pin and not be neath the valve or Transfe r port. Tighten down Cylinde r Head and turn Piston slowly
past Top Dead Ce ntre. Remove C ylinde r Head and measure thick ness of lead. If this does not fall be tween
1.14 to 1.27 mm or 0.045 in. or 0.050 in. se t the clearance .
The clearance may be adjusted by the use of pape r joints placed be tween the C ylinde r Block and the
C rank case .
If the clearance is too large , it may be due to worn bearings or a bent Conne cting Rod.
TO REMOVE PISTON RINGS A ND REPLA CE: Remove cylinde r head the cylinde r block . Ai remove crank case
door. Disconne ct the big end bearing of the Conne cting Rod and note which way the dippe r faces and the
manne r in which the big end is marked so that it can be reassembled in its original position. Lift out Piston
and conne cting Rod. Reassemble Big e nd loose ly and remove e ithe r circlip, warm piston and drive Out the
gudgeon pin.

METHOD OF REMOVING PISTON RING

Keep the piston on a flat surface and inse rt thin strips of me tal be tween the top
R ing and the Piston at four diffe re nt places. This will m ake easy to take off ring
ove r the strips of metal. Repeat the same process for the othe r Rings.
Piston rings are ‘SPR INGY’ but will break if roughly handled
Afte r removing the rings, clean the Piston and Piston R ing grooves pe rfe ctly. If
Piston Rings to be used are ne w, it should be free from grease or any othe r
deposits. While in case of old R ings, Roll each one round its own groove , Whe re
the used R ings are slack and ne w one of no improvement, change the Piston itse lf.
Place the R ing in lowe r part of the C ylinde r and measure the close gap be twee n the
two ends with a fee le r gauge . The corre ct close gap should be in be tween 0.022” or
0.558 mm. Assemble the rings in the grooves by sliding them ove r strips of me tal
as done in case of removal.

TO R EASSEMBLE: (a) Re fit Piston and Conne cting Rod, noting numbe r marked on Big end bearing and
dire ction the dippe r faces. (b) Put pape r C ylinde r Block Joints equal to numbe rs remove d. Place a flat bar
across C rank case close on Conne cting Rod and bring Piston skirt firm ly down on to it. (c) Apply oil to the
piston rings and stagge r the gaps. Place Piston R ing clamp in position and compress rings. The Clamp should
close quite easily. Howe ve r when force is required to fit the rings. It is be tte r to take it off and try again.
(d) Apply oil to the cylinde r bore , lift cylinde r block ove r studs and lowe r into position pushing down Piston
R ings as far as possible unde rneath the piston. (e) Rotate crankshaft to move Piston up into C ylinde r. (f)
Support C ylinde r Block . Remove Piston R ing clamp and flat bar and allow C ylinde r Block
To drop into position afte r removing support. (g) Assemble C ylinde r Head.

CONNECTING ROD BIG END BEA RING

The se are stee l back white metal line d bearings.
Care and Patie nce in fitting the Big End Bearing corre ctly is the main factor in obtaining satisfactory bearing
life . The care should be take n to see that the back s are through out clean and that the re is no inte rfe rence
be twee n the bearing and the bore of the Conne cting Rod.

VA LVE ADJUSTMENT
The Tappet clearance of valves should be as unde r when cold:
For 6—i Inle t 0.017” (0.43mm); Exhaust 0.032” (0.81 mm)
For8—1 InletO .015” (0.38); Ex haust0.015” (0.38mm)
For 9.5-1 Inle t 0.008” (0.20mm); Exhaust 0.008” (0.20mm)
To ge t this, loose n the lock -nut on the top of the valve Rocke r, Turn the adjusting scre w by a scre wdrive r,
until the corre ct clearance is obtained be tween the valve Rocke r and then tighten the lock-nuts. During this
ope ration valve Tappe t must be in the lowe r Position and Rocke r pressed firm ly down on the push Rod.

Type of Engine 6-1 (degree) 8-1 (degree) 8-1 (degree) Piston

Air Valve Ope ns 4-8 5-9 9-13 Before Top Dead Centre
Air Valve C lose s 14-18 15-19 13-23 Afte r Bottom Dead Centre
Ex haust Valve Opens 42-48 51-55 55-59 Before Bottom Dead Centre
Ex haust Valve Closes 6-10 15-19 19-23 Afte r Top Dead Ce ntre
Fue l Starts 18-20 18-20 18-20 Befopre Top Dead Centre

TO REMOVE A ND REPLA CE VA LVE: The C ylinde r Head should be removed and lay the head upright on
be nch and depre ss Valve Spring Carrie r.
Remove Valve Stem colle ts, Valve spring carrie r and Valve spring. Then turn C ylinde r Head ove r and remove
the Valve .
While re placing the valves follow the same proce ss in re ve rse and che ck valve clearance unde r the Cylinde r
Head.
POSITION OF VA LVE HEAD: Inle t and Exhaust Valve Head must not be less than 0.055” in. or 1.4mm and
not more than 0.100 in. or 2.54mm unde r the face of C ylinde r Head to pre vent valves from touching Piston
whe n using valve lifte r.

DECA RBONISING
It is gene rally agreed that De carburizing is beneficial in most cases. To ge t maxim um efficient work ing
throughout its life, ENGINE SHOULD NOT BE RUN MOR E THAN 1000 HO URS WITHOUT DEC AR BO NISING.
(a) Remove cylinde r Head and dismantle. (b) Remove Piston and Rings.
ALL PARTS must be scraped clean of deposited carbon and washed with ke rosene be fore reassembly.

SPECIA L care must be taken with regard to:

(a) Re cess in bore of Exhaust Valve Guide . (b) Valve Ports. (c) Piston R ing grooves and inte rior of Piston.
The Valve and seating should be care fully examined, afte r cleaning no trace of pitting should be tole rated,
Regrinding of the valve seats must be done if the y are found to be impe rfe ct.
C lean out all exhaust piping. Expansion chambe rs, silence r e tc. All the parts m ust be thoroughly cleaned
be fore being placed in position.

TO REMOVE FLYWHEEL: (1) Take out Flywhee l ke y, clean crankshaft and ke y-ways. (2) Bring flywhee l to
the end of C rankshaft and lift it off. (3) If ke y is too tight, drill it before removing Flywhee l by some spe cial
means. (4) When the re is difficulty, C rankshaft can be withdrawn from e ithe r end of the Engine with one
Flywhee l attached to crankshaft.

TO REMOVE CA MSHAFT A ND TO SET ITS TIMINGS: (1) Take out Flywhee l at Gove rnor End of Engine.
The n Turn off fuel supply and remove fue l pipe to pump and inje ctor at this end of Engine. Remove Gove rnor
Speede r Spring, Loose Valve Rocke r assembly and remove Push Rods. (2) Take out end cove r (Opp. end of
Gove rnor) and Remove Coile r. (3) Dismantle nuts se curing Camshaft side Cove r and remove it with Fue l
Pump. Remove C rank case Door also. (4) W ithdraw camshaft. Remove Tappe ts as camshaft passe s from
unde rneath.
While reassembling repeat the same proce ss in re ve rse orde r. Tappe ts may be he ld in position with thick
grease.
While reassembling, the tim ings marked should be matched and care m ust be take n to ensure that crank arm
does not strike with Idle r gear Spindle when turning the shaft to match the timing marks.

FUEL INJECTION EQUIPMENT

TO PRIME FUEL SYSTEM: Prime the Fue l System by removing all air:
(a) Afte r filling the fue l tank , prime filte r by unscre wing vent scre w given on top fo Fuel filte r till all air is
re leased and fue l flow free ly through the vent, Tighten up the vent scre w as the system ge ts primed. (b) Start
Engine turn by handle giving 5 to 15 turns by hand until Inje ction “C racks” and then try to start the Engine . If
Engine does not give response try the ways of prim ing as follows. (1) Put the Gove rnor Hand Le ve r in, STOP’
position, take out fue l Inje ction pipe from delive ry valve holde r of Fuel Pump by disconne cting union nut. (2)
Dismantle de live ry valve holde r and spring and raise the delive ry valve from the seating with the finge rs. As
soon as this is done fue l should appear. Keep de live ry valve off its seal until all air bubbles Out and a solid
column of fue l appears. (3) Re conne ct delive ry valve holde r and spring in its original position and tighten
down the holde r firmly applying normal force . (4) Refit the Fue l Inje ctor pipe again to Fuel Pump and leave
the Inje ction union nut slightly loose at the joint. (5) Put Gove rnor Head Le ve r. in ‘START’ position i.e . in
down position. (6) Place the starting handle and rotate the engine until fue l flows free ly from union nut at
Auto m ise r end. (7) Tighten down the union and rotate engine until inje ction C racks or a sound of “buzz” is
fe lt in inje ction Pipe.

IMPORTA NT
Apart from the attention give n to the fue l pumps delive ry valve and the changing of de fe ctive Inje ctor nozzle
and valve. All othe r works on fuel inje ction equipments must be carried out by we ll equipped se rvice depots.
FUEL PUMP
TO TIME INJECTIO N (a) Put the Piston to Top Dead Centre Compre ssion stroke keeping both Valves closed
Swing Gove rnor downwards. (b) Disconne ct Fue l Inje ctor pipe from delive ry valve holde r and remove de live ry
valve holde r, de live ry valve and spring. The fuel will now flow from the pump. (c) Rotate the Flywhee l above
quarte r of a turn forward until flow of fue l stops. Replace the delive ry valve holde r only and tighten up lightly.
(dl Rotate the Flywheel in re ve rse until fuel re commence s to flow and now turn the same in the normal
rotation until fue l stops to flow. Blow fue l from top of delive ry valve holde r to see that it has stopped.
At this time the mark on the Flywhee l rim which shows Inje ction, should be immediate ly apposite the Ce nte r
line of the C ylinde r Block.
The timing mark is 18° to 20° be fore Top Dead Centre .
(e ) If this Condition is not achie ved adjust the tappe t unde rneath the pump until this condition is satisfied.
Raise Tappe t to advance inje ction and lowe r to re tard it. (f) Place de live ry valve and spring after cleaning
thoroughly. (g) Place Fuel Inje ctor pipe .

TO A VOID FUEL PUMP’S DEFECTS

Defe ct Probable cause. Suggested Remedy.

Pump not de live ring the 1. Fue l tank empty.
fue l. 2. Pipe line chocked up.
3. Filte r e lement dirty.
4. Air lock in fue l system.
5. Delive ry valve remains open.
1. Fill the tank with fuel.
2. C lean the pipe line.
3. C lean the e lement.
4. Prime the fue l system .
5. Remove and examine valve
face seat & Guide. Re place if
e ithe r is damage d

Pump not de live ring the 6. Insufficient fuel supply as pe r 2, 6. Proceed as above .
fue l uniform ly. 3, 4 & 5. 7. Replace .
7. Delive ry valve spring brocke t 8. Increase the ‘head’ by rising
8. “Head’ of fue l flow insufficient. the le ve l of fuel tank .
Pump delive ring 9. Delive ry valve leaky 9. Replace delive ry valve with
insufficie nt. 10. Leaky joints in the pressure seat.
system . 10. Che ck , clean faces and tighten
down.

FUEL INJECTOR
In case of trouble with fuel Inje ction, clean the nozzle . As the clean fuel ensures the trouble free functioning of
the Engine . Inje ctor be se t at pressure shown against each engine in the Te chnical Data. A faulty Inje ction
may re sult in one or more of the following.
(a) Smok y exhaust (Black ) (b) Loss of Powe r (c) O ve rheating of Engine. (d) Knock ing in the C ylinde r.
(e ) Fuel consumption more.
Once the Gene ral principle of the diese l inje ction e quipment has been grasped fault-tracing .is easy. To de te ct
the troubles, che ck ing is essential.
To che ck the nozzle, remove it from C ylinde r Head and conne ct it to fue l inje ction pipe . With the nozzle
expose d, turn the engine until the nozzle spray into air away from the ope rator (As the work ing pressure of
the fue l oil is quite sufficie nt to cause the spray to pene trate into the sk in) when it will be seen if the spray is
steak y or Dribbling. A pe rfe ct spray is in the form of fine mist.
The nozzle must only be cleane d with the ne cessary spe cial tools and by a qualified se rvice me chanic.
Part Description of part 6 8 9.5 10 Part Description of part 6 8 9.5 10
No. HP HP HP HP No. HP HP HP HP

1. Camshaft Bare 1 1 1 1 23. Locknut for Governor Connecting 1 1 1 1

2. Fuel Pump Cam 1 1 1 1 Rod
3. Exhaust Valve Cam 1 1 1 1 24. Fork for Governor Connecting Rod 2 2 2 2
4. Inlet Valve Cam 1 1 1 1 25. Governor Upper Lever 1 1 1 1
5. Governor gear 1 1 1 1 26. Fulcrum Pin for Upper Lever 1 1 1 1
6. Governor Weight 2 2 2 2 27. Eye end for Governor Upper Lever 1 1 1 1
7. Governor Weight Spindle 2 2 2 2 28. Joint Pin for Eye End 1 1 1 1
8. Governor Weight Spindle Split 29. Joint Pin for Fork 2 2 2 2
Pin 4 4 4 4 30. Split Pin 3 3 3 3
9. Governor Sleeve 1 1 1 1 31. Governor Spring 1 1 1 1
10. Governor Coller 1 1 1 1 32. Hook for Governor Spring 1 1 1 1
11. Taper Pin for Cam 3 3 3 3 33. Adjust Nut for Hook 1 1 1 1
12. Taper Pin for Gear Wheel 1 1 1 1 34. Lock Nut for Hook 1 1 1 1
35. Anchor Pin-Governor Sp ring 1 1 1 1
Camshaft Side Cover 36. Cut Off Hand Lever 1 1 1 1
13. Camshaft Side Cover 1 1 1 1 37. Cut Off Spindle with Eccentric 1 1 1 1
14. Bush for Camshaft Cover 1 1 1 1 38. Taper Pin for Eccentric 1 1 1 1
15. Joint for Camshaft Cover 1 1 1 1 39. Tappet for Fuel Pump 1 1 1 1
16. Nut for Camshaft Cover 3 3 3 3 40. Adjusting Sc rew for Tappet 1 1 1 1
17. Governor inside Lever with 41. Lock Nut for Tappet 1 1 1 1
Roller and Pin 1 1 1 1 42. Tappet fixing Screw 1 1 1 1
18. Spindle for Governor Inside 43. Lock Nut for Fixing Screw 1 1 1 1
Lever 1 1 1 1 44. Idler Spindle 1 1 1 1
19. Taper Pin for Governor Inside 45. Idler Gear 1 1 1 1
Lever Spindle 2 2 2 2 46. Spring Washer for Spind le 1 1 1 1
20. Governor Bottom Lever 1 1 1 1 47. Nut for Idler Spindle 1 1 1 1
21. Bush for Bottom Lever 1 1 1 1
22. Governor Connecting Rod 1 1 1 1
Part Description of part 6 8 9.5 10 Part Description of part 6 8 9.5 10
No. HP HP HP HP No. HP HP HP HP
48. Crankcase 1 1 1 1 71. Breather Cover 1 1 1 1
49. Stud for Cylinder & Cylinder Head 4 4 4 4 72. Set Screw for Breather Cover 1 1 1 1
50. Stud for main Bearing Housing 7 7 7 8 73. Joint for Crankcase Small Door 1 1 1 1
51. Nut for Cylinder Head 4 4 4 4 74. Crankcase Small Door 1 1 1 1
52. Stud for Tappet Guide Clamp 1 1 1 1 74A Oil Gauge 1 1 1 1
53. Stud for Crankcase Door 4 4 4 4 74B Guide Nut for Oil Gauge 1 1 1 1
54. Stud for Camshaft side Cover 75. Stud for Crankcase Small Door 4 4 4 4
Gear End 2 2 2 2 76. Camshaft end Cover 1 1 1 1
55. Stud for Camshaft side Cover 77. Joint for Camshaft Cover 1 1 1 1
Gear End 1 1 1 1 78. Nut for Camshaft Cover 3 3 3 3
56. Stud for Camshaft end Cover 3 3 3 3 79. Camshaft End Bearing 1 1 1 1
57. Crankcase Door 1 1 1 1 80. Joint Crankcase to Cylinder
58. Joint for Crankcase Door 1 1 1 1 Block 3 to 5
59. Nut for Crankcase Door 4 4 4 4 81. Drain Pipe 1 1 1 1
60. Breather Body 1 1 1 1 82. Drain Pipe Plug 1 1 1 1
61. Joint for Breather Body 1 1 1 1 83. Plug for Camshaft Oiling Hole 1 1 1 1
62. Splash Guard for door 1 1 1 1 84. Inlet Valve Tappet 1 1 1 1
63. Bolt for Breather Elbow 2 2 2 2 85. Exhaust Valve Tappet 1 1 1 1
64. Nut for Breather Elbow 2 2 2 2 86. Tappet Head 1 1 1 1
65. Washer for Breather Bolt 2 2 2 2 87. Tappet Guide 2 2 2 2
66. Breather Plate 1 1 1 1 88. Tappet Guide Clamp 1 1 1 1
67. Dowel for Breather Plate 1 1 1 1 89. Nut for Tappet Guide Clamp 1 1 1 1
68. Screw for Breather Plate 3 3 3 3 90. Valve Lifter 1 1 1 1
69. Spacing Bush for Breather Plate 1 1 1 1 91. Valve Lifter Pin 1 1 1 1
70. Breather Disc. 1 1 1 1 92. Swivel Pin for Valve Lifter 1 1 1 1
93. Operating Handle for Valve Lifter 1 1 1 1
Part Description of part 6 8 9.5 10 Part Description of part 6 8 9.5 10
No. HP HP HP HP No. HP HP HP HP

94. Crankshaft with Pinion 1 1 1 1 110. Compression Ring for Piston 4 4 4 4

95. Taper Roller Bearing with Cone 2 2 2 2 111. Oil Ring for Piston 1 1 2 2
96. Housing for Taper Roller Bearing 2 2 2 2 112. Gudgeon Pin 1 1 1 1
97. Joints for Housing 4 4 4 4 113. Gudgeon Pin Circlip 2 2 2 2
98. Nut for Housing 7 7 7 8 114. Cylinder Block 1 1 1 1
99. Washer 7 7 7 8 115. Stud for Rocker Bracket 1 1 1 1
100. Oil Seal 2 2 2 2 116. Nut for Rocker Bracket 1 1 1 1
101. Connecting Rod with Cap 1 1 1 1 117. Stud for water Inlet Flange 1 1 1 1
102. Small end Bush for Connecting 118. Water Inlet Flange 1 1 1 1
Rod 1 1 1 1 119. Joint for Water Inlet Flange 1 1 1 1
103 Connecting Rod Big end Bearing 1 1 1 1 120. Water Inlet Flange Nut 2 2 2 2
104. Shims for Connecting Rod Bearing 2 2 2 2 121. Cylinder Liner 1 1 1 1
105. Con. Rod Bolt 2 2 2 2 122 Liner Rubber Rings 2 2 2 2
106. Con. Rod Nut 2 2 2 2 123. Flywheel 2 2 2 2
107. Split Pin 2 2 2 2 124. Flywheel Key 2 2 2 2
108. Con. Rod Dipper 1 1 1 1
109. Piston Bare 1 1 1 1
Part Description of part 6 8 9.5 10 Part Description of part 6 8 9.5 10
No. HP HP HP HP No. HP HP HP HP

180. Filter Body 1 1 1 1 191. Bolt Washer 2 2 2 2

181. Filter Body Cover 1 1 1 1 192. Injector Complete with Nozzle 1 1 1 1
182. Joint for Filter Cover 1 1 1 1 193. Fuel Pipe Filter to Pump 1 1 1 1
183. Filter Cover Bolt 4 4 4 4 194. Nozzle Washer 1 1 1 1
184. Washer fro Filter Vent 1 1 1 1 195. Fuel Pipe Pump to injector(H.P.) 1 1 1 1
185. Filter Vent 1 1 1 1 196. Benjo Bolt (Pump) 1 1 1 1
186. Filter Wick 1 1 1 1 197. Benjo Waher Fuel Pipe (Pump) 2 2 2 2
187. Container for Filter Wick 1 1 1 1 198. Benjo Bolt for Filter 2 2 2 2
188. Filter Bolt 4 4 4 4 199. Washer for above 4 4 4 4
189. Fuel Pump 1 1 1 1 200. Long Groove for Benjo for Filter 1 1 1 1
190. Fuel Pump Bolt 2 2 2 2
Part Description of part 6 8 9.5 10 Part Description of part 6 8 9.5 10
No. HP HP HP HP No. HP HP HP HP
1b Crankcase (Bush Bearing) 1 1 1 1 B2 Water Jacket Door (Filter Side) 1 1 1 1
2b Housing for Bearing 2 2 2 2 B3 Joint for Door 2 2 2 2
3b Joint for Housing 8 8 8 8 B4 Water Jacket Door 1 1 1 1
4b Bush Bearing 2 2 2 2 B5 Stud for Door 14 14 14 14
5b Crank Gear 1 1 1 1 B6 Stud for Head 2 2 2 2
6b Crank Shaft 1 1 1 1 C1 Oil Filter Lid 1 1 1 1
7b Washer for Drain Plug 1 1 1 1 C2 Joint for Filter Lid 1 1 1 1
8b Drain Plug 1 1 1 1 C3 Stud for Lid 2 2 2 2
B1 Cylinder Block (Solid Type) 1 1 1 1 C4 Nut for Stud 2 2 2 2
Part Description of part 6 8 9.5 10 Part Description of part 6 8 9.5 10
No. HP HP HP HP No. HP HP HP HP
9b Side Cover 1 1 1 1 23b Pump Inlet Connection 1 1 1 1
10b Oil Seal for Pump Tappet 1 1 1 1 24b Suction Pipe 1 1 1 1
11b Pump Tappet end Pin 1 1 1 1 25b Suction Pipe Elbow 1 1 1 1
12b Pump Tappet with foot 1 1 1 1 26b Inlet Filter 1 1 1 1
13b Pump Hand Lever 1 1 1 1 27b Washer for above 1 1 1 1
14b Swivel Pin for Lever 1 1 1 1 28b Pump Body Joint 1 1 1 1
15b Pump Plunger 1 1 1 1 29b Ball Valve 1 1 1 1
16b Pump Spring Cover 1 1 1 1 30b Ball Valve Spring 1 1 1 1
17b Pump Spring 1 1 1 1 31b Pump Outlet Connection 1 1 1 1
18b Oil Seal for Pump 1 1 1 1 32b Delivery Pipe 1 1 1 1
19b Pump Body 1 1 1 1 33b Distribut ion Pipe Lock Nut 1 1 1 1
20b Stud for Pump 2 2 2 2 34b Distribut ion Pipe & Union 1 1 1 1
21b Pump Inlet Valve Connection 1 1 1 1 35b Connection Pipe 1 1 1 1
22b Pump Ball Valve 1 1 1 1 36b Distribut ion Pipe & Support 1 1 1 1
37b Distribut ion Pipe Lock Nut 1 1 1 1
The Die sel Engine is work ing on four stroke cycle principle . The complete cycle is affe cted in two re volution of
the crankshaft. The short description of the working is illustrated below

SUCTION STROKE:—
During the downward motion of the piston, the .air inle t Valve opens and the fresh air from atmosphere is
sucked into cylinde r through air cleane r.

COMPRESSION STROKE:—
During compression stroke both valves remain closed and piston moves up, with the result that, air inside the
cylinde r is compressed to a ve ry high pressure , which de velop tempe rature rise enough to ignite the fue l. Just
be fore the piston reaches the top position a ve ry small quantity of fue l is inje cte d through nozzle. The
inje ction pressure causes the fue l to discharge in theform of fine spray.

WORKING STROKE:—
The fue l inje cted at the end of compression stroke mixes thoroughly with hot air and ge ts ignite d due to high
tempe rature. This combustion occuring inside the combustion chambe r causes furthe r rise in tempe rature and
pre ssure with the e ffe ct the piston is force d down.

IV EXHA UST STROKE:—

In this last stroke of the cycle ex haust valve opens when piston moves up and all burnt gases escape out
through silence r.
This comple tes the cycle of ope ration and it continues in the same manne r and the engine goes on running.