.

,_ .
\

WORKSHOP MANUAl ..
for the
.__
. .

ROOTES

DIESEL �ENGINES .

Issued by

COMMER CARS LTD.,

LUTON,
BEDS.,
ENGLAND

Publication No. 901

Part No. 6601234

COMMER CARS LIMITED c ROOTES

Copyright Reserved
- Printed In England
 N O TE
The Manufacturers, Commer Cars Limited,
reserve the right to alter specifications at any
time without notice.
 FOREWORD
A
·•
'

LOCATING
INTRODUCTION
B

SECTIONS GENERAL INFORMA"'FION

c

ENGINE
D·

Bend back the AIR INTAKE AND

EXHAUST SYSTEMS
pages to find
section required
FUEL �YSTEM

�-.
COOLING SYSTEM

• f.:

LUBRICATING SY'ST,EM

.• I
 FOREWORD
SECTION A
The information contained within thi s manual provides complete maintenance and overhaul f r the
3D 1 99, 3DA 1 99, 3D 215, and 3D B 2 1 5 Rootes D iesel Engines, which are fitted to the chassis n ber
series as shown below.
Model Wheelbase Chassis Code, Designation
and Series Number
71 5 I
J
CBDS
1 1 5 in. W . B . CBDW 7 1 5 I
I
l CBDV 71 5

r CBD S 74 1
1 4 1 in. W . B .
� CBDW 7 4 1

l CBD V 7 41

r CBDS 762

!�l
1 62 in . W . B . CBDW 762

,' CBDV 762

r I CBEW 815 Assembled

I CB G W 8 1 5
1 1 5 in. W . B . J Vehicles
Heavy-Duty I CBEV 815
003000

�
Forward CBGV 815
onwards.

r;
Control CBEW 841
CKD Vehicles
C BGW 84 1
Range
1 41 i n . W . B . J
I ·,,·BEY 84 1 007000
I CBGY 841
l onwards.
-

{
CBEW 862
162 in. W . B .
CBEV 862

r CBEW 887
1 87 in. W . B . � CBEV 88 7
l
r CBEW 1 294
84 in. W . B . I CBGW 1 294
Tractor Models J
I CBEV 1 294
I CBGV 1 29
l
 .....,
'Page A:2 FOREWORD
'-----
Model Wheelbase Chassis Code Designation
and Series Number

CCTS 7 15

1 15 in. W . B .

{
r
CCTW 715

CCTV

CCTS
7 15

741
�
I
141 i n . W.B. CCTW 74 1
I
L CCTV 74 1

r
1
CCTS 762
I
162 in. W . B . � CCTW 762

l CCTV 762 Assem bled

Vehicles
CCTW 815

J
Forward I 003000

Control "C"
l
I
1 15 i n . W . B .
CCGW 815
l onwards

I
CCTV 815

l
Range
II
CKD Vehicles
CCGV 815
700000
I
I CCGW 84 1
I
I
onwards
I
I
I
14 1 in. W . B .
{ CCGV 841
I - ·--......
I
r CCGW 862
162 in . W .B.
l CCGV 862

I
CCGW 887 I
187 i n . W.B. J I
I
L CCGV 887
�-_;r.
1-;· 94 in. W.B. CCTW 1294 I
Tractor Models J I
.I
L CCTV 1294
I
.v·
I
,10.•
10 1 in. W.B. CCGW 150 1 I
l.., I� t ·t Tractor Models J I
.,·· rr; �

�. L CCGV 1501 j
P"'
. ;� -
 FOREWORD Page A.:--

Model Wheelbase Chassis Code, Designation

and Series Number
r CCGW 1 45 5 I
1 5 5 i n . W.B. I
i_ CCGV 1 455

r CCGW 1 476
1 76 in. W . B .
i_ CCGV 1 476

Maxi load
r CCGW 1 4 1 5
2 1 5 i n . W.B.

Range
i_ CCGV 1 4 1 5
000000

{
CCGW 1 65 5
Forward Control 155 i n . W.B.
CCGV 1 65 5

{
CCGW 1 676
1 76 in. W.B.
CCGV 1 676

{
CCGW 1 6 1 5
2 1 5 in. W.B.
CCGV 1 6 1 5
l J
Code Letter Identification.
CB. Commer Heavy-D uty Range . CC. Forward Control "C" Range and
D. 3D 1 99 Rootes Diesel Engine. Commer Maxiload Range.
E. 3 DA 1 99 Rootes D iesel Engine. S. 4 Speed Synchromesh Gearbox .
G. 3D 2 1 5 Rootes Diesel Engine. W. 5 Speed Synchromesh Gearbox.
T. 3 DB 2 1 5 Rootes Diesel Engine. V. 6 Speed (Overdt ive) Synchromesh Gearbox .
"Locating Sections" contained on page iii are so arranged that the main sections are immediately
located throughout the manual by bending back the pages, observing the black marker on the outer edge
of the page in the script, when this corresponds to the section required, as listed on page iii open at
the black marker, which is the "INDEX" page of the required section. Preceding each individual section
is the "INDEX", which gives a comprehensive list of components that are contained within each section.
Page and lllustration Numbers.
These run consecutively throughout each section, preceded by the section letter, i . e . "Page D .4"
or " Fig. D .9" would be the page and illustration numbers respectively under "ENGINE" (Section D).
Service Data.
Service Data, in the form of bulletins, are i ssued, whenever required, to supplement information
contained in this manual. These should be noted and then recorded on the pages provided, which folio
each main section . -.;��t".::: ·

-;;.
Manufacturing Dimensions.
These are given i n the section "GENE RA L INFORMATION" and when an overhaul is being carrred
out these should be studied carefully. The dimensions for a particular component are listed under the ap1.1
priate assembly heading, i.e. contained under the assembly heading "ROCKER S HAFT ASSEMBLE::,·
are to be found the dimensions relating to the Rocker Lever, Rocker Lever Pins, Rocker Shaft, etc.
Service Tools. *''

Certain operations detailed within this manual are greatly facilitated by the use of specially desis;:�c
servicing tools, manufactured by M essrs . V . L . Churchill and Co. Ltd . A list of such tools i� to be Li..v ·: -

under "GENERAL I N FORMATION" and the use of these tools i s described under the apprcv:a:�
section headings throughout this workshop manual.
�Page A.4 FOREWORD
'

T67
THREE-QUARTER FRONT VIEW OF 3 D 199 D IESEL ENGINE

T.65
THREE-QUARTER FRONT VIEW PF 3DA 199 DIESEL ENGINE
- .....
 FOREWORD ,Page A.�--
�
,.

T.68
TH REE-QUA RTE R F RONT VIEW OF 3D 215 AND 3DB 215 DIESEL ENG INE

T.66
TH REE-QUARTE R REA R VIEW OF 3D 215 AND 3DB 215 D IESEL ENGINE
t\.6

SERVICE DATA
Note :-This page is provided for recording references to Service
Data Bulletins applicable to the preceding Section
I<

SERVICE DATA WORKSHOP MANUAL

I
DATE SHEET NO. VOLUME NO. PAGE REF. SUBJECT

===J
I

I
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I I I
I I
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I

INTRODUCTION
SECTION B
The majority of high speed compression ignition engines, more commonly termed the Diest-: engine,
operate on the four-stroke cycle.
The Rootes D iesel engine, however, operates on the two-stroke cycle and to enable operators to
appreciate the difference between the two cycles the following definition is given.
FOUR-STROKE CYCLE
1. Induction Stroke. The piston travel s down the
cylinder and filtered air is drawn into the cylinder
through the open i n let valve, the exhaust valve being
closed .
2. Compression Stroke. Duri ng this stroke the
piston travels up the cylinder and as both valves
have now closed the filtered air is compressed,
thereby raising its temperature.
3. Power (Firing) Stroke. Just before the piston
reaches the top of the cylinder a fine spray of fuel
oil is introduced into the cyli nder by means of an
injection pump and injector. As the air has by
now reached a very h igh temperature the fi ne spray
of fuel is ignited . The pressure exerted by the
expanding gases forces the piston down the cylinder ;
both the valves are still closed .
4. Exhaust Stroke. Just prior to the piston
reaching the bottom of its stroke the exhaust valve
opens and the exhaust gases rush out of the cylinder.
When the piston rises it expels the remaining gases.
During this stroke the inlet valve remains closed .
TWO-STROKE CYCLE
Engines operating on this cycle normally have
ports in the cylinder walls, which are opened and
closed by the piston instead of valves, and the n ew
air charge i s supplied under pressure normally by a
rotary blower.
1. The first stroke combines the i nduction and the
compression stroke of the four-stroke cycle. Air
enters under pressure, through the inlet ports until
the piston has completed approximately a quarter
of its upward stroke when it covers both the exhaust
and the i n let ports and compression commences,
thereby rai sing the temperature of the air.
2. The second stroke of this cycle combines the
power and exhaust strokes of the fo ur-stroke cycle.
Just before the end of the compression stroke,
fuel oil, sprayed into the combustion chamber by
\
PagE'
I
the injector, is ignited by the high temperature of
the compressed air and the resultan t rise i n pressure
forces the piston down on the power stroke.
When the piston has descended approximately
three-quarters of its power stroke it uncovers the
exhaust ports and the gas in the cylinder expands
rapidly down to atmospheric pressure. The air
ports are then uncovered by the continual move­
ment of the piston towards bottom dead centre and
the new air charge sweeps out the burnt gases. This
continues until the piston has covered approxi­
mately a quarter of its next upward stroke, when
the cycle is repeated .
Note : The two-stroke cycle given above applies to
a cylinder containing a single piston . The
cylinders in the Rootes Diesel engine, how­
ever, contain two opposed pistons and
-:'
whilst the principle of operation remains the
same the location of the ports differ.
It will be seen that an engine operating on the
'
four-str oke cycle, acts as a pump during the i nd uc­
tion and exhaust strokes, but as these strokes take
place d uring part of the compression and power
strokes in the two-stroke cycle, engines operating
on this principle obtain a power stroke at all
cylinders upon each revolution of the crankshaft .
THE DIESEL PRINCIPLE
The Diesel engine requires no external source of
heat for igniting the combustion mixture, as the
heat of compression is used for this purpose.
D iesel engines are different from petrol engines
principally in the method used to introduce and to
i gnite the fuel. Petrol engines rely on their
carburettor for the supply of a mixture of petrol and
air, which is then drawn into the cylinder, where it is
ignited by an electric spark . D iesel engines draw
only air into their cyli nder, which is then compressed
and the heat generated by the compression is used
to ignite a spray of atomised fuel oil, which is forced
i nto the <;:yl imler _by means of an injection pump
and injector.
.. oe B.2

SERVICE DATA
Note :-This page is provided for recording references to Service
Data Bulletins applicable to the preceding Section

SERVICE DATA WORKSHOP MANUAL

I
DATE SHEET NO. VOLUME NO. PAGE REF. SUBJECT

I
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I
I
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I
I
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I I I
I II
I I I I
 Page f' ·

GENERAL INFORMATION
SECTION C

INDEX
Page Page
GENERAL DATA C.3 M ANUFACTURING DIMENSIONS-continued
Engine C.3 Crankcase and Cylinder Barrels (3D 199

I
Air Intake System C.3 and 3DA 199 Diesel Engines) C.9
Fuel System C.4 Crankcase and Cylinder Barrels (3D 2 15
Cooling System . . C.4 and 3DB 2 15 Diesel Engines) C.9
Lubricating System C.4 Injection Pump Drive Assembly C.9
Blower Drive Assembly (3 D 1 99 and
RECOMMENDED LUBRICANTS C.5 3DA 1 99 Diesel Engines) C. IO
Engine C. 5 Blower Drive Assembly (3D 2 15 and
Stem Wheel Spigot Bearing C.5 3 D B 2 1 5 Diesel Engines) C. IO
Oil Bath Air Cleaners C.5 1 st Idler Gear Assembly C. 10
Fan Drive C. 5 2nd Idler Gear Assembly C. l l
Water Pump Bearings C.5 Blower Unit C. l 1
Blower Drive Shaft C. l 1
Fan Drive Assembly C. l l
TORQUE WRENCH DATA C.5
Oil Pump C. l 2
Engine C.5
SERVICE TOOLS . . C. l 3
MANUFACTURING D IMENSIONS C.6 Engine C. l 3
Rocker Shaft Assemblies C.6 Starter Motor C. 15
Pistons and Piston Rods (3 D 1 99 and :F uel Injectors C. l 5
3DA 199 Diesel Engines) C.7
Pistons and Piston Rods (3D 2 1 5 and MAXl�UM GOVERNED ROAD SPEEDS (IN 3RD
3DB 2 15 Diesel Engines) C.7 GEAR) C. 16
. Connecting Rods C.8
, Crankshaft and Main Bearings C.8 SERVICE DATA .. C. 1 8
 Page f' ·

GENERAL INFORMATION
SECTION C

INDEX
Page Page
GENERAL DATA C.3 M ANUFACTURING DIMENSIONS-continued
Engine C.3 Crankcase and Cylinder Barrels (3D 199

I
Air Intake System C.3 and 3DA 199 Diesel Engines) C.9
Fuel System C.4 Crankcase and Cylinder Barrels (3D 2 15
Cooling System . . C.4 and 3DB 2 15 Diesel Engines) C.9
Lubricating System C.4 Injection Pump Drive Assembly C.9
Blower Drive Assembly (3 D 1 99 and
RECOMMENDED LUBRICANTS C.5 3DA 1 99 Diesel Engines) C. IO
Engine C. 5 Blower Drive Assembly (3D 2 15 and
Stem Wheel Spigot Bearing C.5 3 D B 2 1 5 Diesel Engines) C. IO
Oil Bath Air Cleaners C.5 1 st Idler Gear Assembly C. 10
Fan Drive C. 5 2nd Idler Gear Assembly C. l l
Water Pump Bearings C.5 Blower Unit C. l 1
Blower Drive Shaft C. l 1
Fan Drive Assembly C. l l
TORQUE WRENCH DATA C.5
Oil Pump C. l 2
Engine C.5
SERVICE TOOLS . . C. l 3
MANUFACTURING D IMENSIONS C.6 Engine C. l 3
Rocker Shaft Assemblies C.6 Starter Motor C. 15
Pistons and Piston Rods (3 D 1 99 and :F uel Injectors C. l 5
3DA 199 Diesel Engines) C.7
Pistons and Piston Rods (3D 2 1 5 and MAXl�UM GOVERNED ROAD SPEEDS (IN 3RD
3DB 2 15 Diesel Engines) C.7 GEAR) C. 16
. Connecting Rods C.8
, Crankshaft and Main Bearings C.8 SERVICE DATA .. C. 1 8
 GENERAL INFORMATION
GENERAL DATA
ENGINE
Type Two stroke, horizontal three cylinder with opposed
pistons, direct injection Diesel engine
Bore
3 D199 and 3DA 1 99 D iesel engines . . 3·25 i n . ( 82 · 5 5 mm .)
3 D2 1 5 and 3 DB215 D iesel engines . . 3 · 375 in. (8 5 · 7 mm.)
Stroke
3 D 1 99, 3 DA 1 99, 3 02 1 5 and 3 0B215 D iesel
engmes 4 ·00 in. ( 1 0 1 ·6 mm . )
Effective Compression Ratio
3 D I 99 and 3 DA 1 99 D iesel engines . . 16 : I
3 D2 1 5 and 3 0B215 D iesel engines . . 16 : 1
Capacity
3 D l 99 and 3 DA 1 99 Diesel engines . . 1 99 cu. i n . (326 1 cc.)
3 0215 and 3 DB2 1 5 Diesel engines . . 2 1 5 cu. in. (3 520 cc.)

B.H.P.
3D 1 99 Diesel engine
Net Rating . . 1 00 at 2,400 r.p.m.
Gross Rating 1 05 at 2,400 r.p.m.
3 D AI99 and 3 DB215 D iesel engines
Net Rating . . 1 1 4 at 2,400 r.p.m.
Gross Rating 1 1 7 at 2,400 r.p.m.
3 D2 1 5 Diesel engine
Net Rating . . 1 32 at 2,400 r.p.m.
Gross Rating 1 3 5 at 2,400 r.p.m.
Number of cylinders Three
Firing order . . 1 : 2 : 3
Maximum Torque
3 D l 99 D iesel engine . . 270 lb. ft. (37 · 33 kg. m . ) at 1 ,200 r.p.m.
3 DA 1 99 and 3 DB2 1 5 Diesel engines 3 1 0 lb. ft . (42 · 83 kg. m . ) at 1 ,250 r.p.m.
3 D2 1 5 D iesel engine 3 3 5 lb. ft. (46 ·25 kg. m.) at 1 ,250 r.p.m.
Weight (dry) 3 D l 99 engine 1 ,069 lb. (484 kg.)
(dry) 3DA 1 99 engine 1 ,094 lb. (496 kg.)
(dry) 3 D215 and 3 D B2 1 5 engines l , l l 5 lb. (505 kg.)

AIR INTAKE SYSTEM

Air Cleaner 2 off AC-Delco oil bath type
Air Silencer . . AC-Delco
Blower - Make
3 D 1 99 Diesel engine . . Wade 4R. 034 No. 1 400
30A 1 99, 3D2 1 5 and 3DB2 1 5 Diesel
engmes Wade 5R. 034 No. 2670
Type Rootes, with two 3-lobe rotors

. .
 GENERAL INFORMATION

UEL SYSTEM
Ut Pump
' 3D l 99 and 3DA 1 99 Diesel engines AC-Delco "VP" Series No. 797 1 026
3D2 1 5 and 3DB2 1 5 Diesel engines . . AC-Delco "VP" Series No. 797 1 027

Fuel Filt()r AC-Delco Bowl-less Type F.S.

Injection Pump C.A.V. D.P.A. Distributor Type

Mechanically Governed
3D 1 99 Diesel engine C.A.V. 3232768 Coding A ll 5/600/2/2580
3 DA 1 99 and 3DB2 1 5 Diesel engines C.A.V. 3232768 Coding A l 34/600/2/2580
3D2 1 5 Diesel engine C.A.V. 32330 10 Coding A l 3 5/800/2/2580

Timing - Static Injection commences 1 6 ° before inner dead centre

Injectors - Holder C.A.V. BKBL 52S 5 1 53

Nozzle C.A.V. BDLL I OS 64 1 0A

Injector Setting
3D l 99 and 3DA1 99 Diesel engines I n Service 1 40 Atmospheres
New 1 50 Atmospheres
3D2 1 5 and 3DB2 1 5 D iesel engines . . In Service 1 70 Atmospheres
New 1 80 Atmospheres

COOLING SYSTEM
Radiator Tubular type 4 row (Home Models), 5 row
(Export Models) with t gallon (2 ·27 litres)
secondary tank located above top tank­
System pressurised to approximately 4 lb. sq. in.
(0 ·28 kg. sq. cm .)

Circulation .. Centrifugal impeller type pump, twin belt driven

from crankshaft

Oil Cooler
3DA1 99 D iesel engine . . Serck 28 1 7 5C
3 D2 1 5 and 3 D B2 1 5 Diesel engines Serck 49543 C

Temperature Control }
3D 1 99 Diesel engine By-pass thermostat opening between 80 °C. ( 1 76 °F.)
and 82 · 8oC. ( 1 8 1 °F.) and fully open at 90 · 5 °C .
( 1 9 5 °F.)
3D A 1 99, 3D2 1 5 and 3 DB2 1 5 Diesel engines By-pass thermostat opening between 76 · 1 oc.
( 1 69 °F.) and 78 · 9 °C. ( 1 74 °F.) and fully open at
8 5 °C. ( 1 8 5 °F.)
. -...···

Fan Six bladed, 1 7 in. (432 mm.) dia. Home.

1 8 in. (457 mm.) dia. Export.

Water Capacity (Engine and Radiator) Home Models. 32 pints ( 1 8 litres)

Export Models. 33 pints ( 1 8 · 5 litres)

LUBRICATING SYSTEM
Type of Feed Forced
 -.
GENERAL INFORMATION

Lubricating System-continued

Pressure 50/60 lb. sq. in. (3 · 5 1 5/4 · 2 1 8 kg. sq. cm.) nor
road speed with engine warm. 1 0 1];1. s ( _ �.

(0 · 70 kg. sq. cm.) engine idling

Oil Pump Spur Gear Type (driven by chain off cranksiiaft)

Oil Filter - Main AC-Delco Full Flow Type Series B . 740 (Element
.
CA74)
A dditional Wire Gauze Floating Filter-In Sump

Relief Valve
3D 1 99 Diesel engines Incorporated in F ilter Head
3 D A 1 99, 3D2 1 5 and 3DB2 1 5 Diesel engines Incorporated in Oil Pump

By-Pass Valve
3 D 1 99 Diesel engines Incorporated in Filter Head
3DA1 99, 3D2l5 and 3DB2 1 5 Diesel engines Incorporated in Oil Cooling Filter Head. All
Preset to Operate at a Pressure Difference of
1 3/ 1 7 lb. sq. in. (0 · 9 1 / 1 ·20 kg. sq. cm.)

Oil Capacity . . 27 pt. ( 1 5 · 3 litres)

RECOMMENDED LUBRICANTS
ENGINE
Where prevailing climati c tern perature is :
Above 32 °C. (90 °F.) Shell Rotella T30 or Rotella T
Multigrade 20W /40
Between 32 °C. (90 °F.) to ooc. (32°F.) Shell Rotella T20/20W or Rotella T
Multigrade l OW /30
Below ooc (32 °F.) Shell Rotella TlOW or Rotella T
Multigrade 1 0W/30

STEM WHEEL SPIGOT BEARING

(In Flywheel) . . Shell Retinax A

OIL BATH AIR CLEANERS Engine Oil

FAN DRIVE Shell Retinax A

WATER PUMP BEARINGS Shell Alvania R.A. Grease

TORQUE WRENCH DATA

ENGINE
Rocker Shaft Nuts
3 D 1 99 and 3DA 1 99 Diesel engine (self­
locking) 250 lb. ft. (34·55 kg.m.)
3D2 1 5 and 3DB2 1 5 Diesel engines (through
bolt self-locking) 250 lb. ft. (34·55 kg. m.)
3D2 1 5 and 3DB2 1 5 Diesel engine (end saddle
self-locking) . . 1 40/ 1 45 lb. ft. ( 1 9·36/20·05 1 kg. m.)
Page C.6 GENERAL INFORMATION

To:rqu� Wr�nch Data-continued

Rocker Shaft Studs (on last threads)
3D�99 and 3DA 1 99 D iesel engines . . 200/220 lb. ft. (27 · 64/30-40 kg. m.)
3D?l� and 3DB2 1 5 Diesel engines . . 1 20 lb. ft. (16 · 59 kg. m.)

Big. } � J '""'ap Nuts .. 65 lb. ft. (8 ·98 kg. m . )

Main Bearing Cap Bolts 60 lb. ft. (8 ·29 k g . m . )

Piston Rod Pinch Bolts 1 4/ 1 6 lb. ft. ( 1 ·93/2 · 2 1 kg. m.)

Connecting Rod Pinch Bolt Nuts .. 17 lb. ft. (2 · 34 kg. m.)

Flywheel Setbolts 89/92 l b . ft. ( 1 2 · 3/ 1 2 · 7 kg. m.)

Injector Sleeve 60/65 lb. ft. (8 · 29/8 ·98 kg. m.)

,(,t,�
l �
��
''·
Crankshaft Pulley Retaining
Setscrews· 1 50 lb. ft. (20 ·73 kg. m. )

MANUFACTURING DIMENSIONS
ROCKER SHAFT ASSEMBLIES inches mm.

Rocker Lever for 3D 1 99 and 3DA 1 99 Diesel

engines
Top and Bottom Bushes internal dia. (fitted)
Production 1 · 3775/ 1 · 3765 34 ·989/34 · 963
Pre-finished replacements . . 1 · 3784/ 1 . 3760 3 5 ·0 1 1 /34 · 950
Centre B ush internal dia. (fitted) .
Production 2 ·2532/2 ·2522 5 7 ·23 1 /57 · 206
Pre-finished replacements . . 2 ·2542/2 · 2522 57 · 256/57 · 206

Rocker Lever for 3 D2 1 5 and 3 D B2 1 5 Diesel engines

Top and B ottom Bushes internal dia. (fitted)
Production . . 1 ·4390/ 1 -4383 36 · 5 50/36 · 532
Pre-finished replacements .. 1 ·4404/ 1 ·4383 36 . 586/36 . 532
Centre Bush internal dia. (fitted)
Production 2 · 378/2 ·377 60 -401 /60 · 375
Pre-finished replacements . . 2· 379/2 . 377 60 -426/60 · 3 7 5

Rocker Lever Pins for 3 D 1 99 and 3 DA 1 99

D iesel engines
Top and Bottom Pin external diameter 1 · 3750/ 1 · 3748 34 ·925/34 ·920

Rocker Lever Pins for 3D2 1 5 and 3 D B2 1 5 D iesel

engines
Top and Bottom Pin external diameter 1 -4370/ 1 -4367 36 · 500/3 6 - 492

Rocker Shaft for 3 0 1 99 and 3 D A 1 99 D iesel engines

External D iameter 2 ·2498/2 ·2492 57 · 1 45/57 · 1 30

Rocker Shaft for 3 D2 1 5 and 3DB2 1 5 Diesel engines

External Diameter 2 · 3748/2 · 3 742 60 · 3 1 9/60 · 304
 GENERAL INFORMATION

PISTONS AND PISTON RODS inches mm.

For 3DI99 and 3DA I 99 Diesel engines
Piston
Body External D iameter 3·2468/3 ·2459 82 -468/82 ·446
Note : This measurement must be taken with­
in the area indicated and at right angles
to the gudgeon pin bore (see ENG INE
SECTION). A clearance of 0 · 003/
0 · 005 in . (0 · 762/0 ·1270 mm. ) exists be­
tween the piston body and cylinder
barrel when new.
Bush Bore Diameter ( I n Piston) I · 5630/ 1 · 5625 39 · 700/39 ·688
Bush Internal Diameter (Fitted ) 1 · 3 775/ 1 · 3 770 34 ·989/34 · 976
Gudgeon Pin
External Diameter 1 · 3 750/ 1 · 3 748 34 ·925/34 · 920
Note : The gudgeon pins are fitted to the
piston to provide a "drop through" fi t
which i s equivalent to t h e gudgeon p i n s
being a clearance o f 0 · 0032/0 ·0025 i n .
(0 ·08 1 2/0 ·064 m m . ) i n t h e piston
bushes when new
Piston Rod
Gudgeon Pin B ush. Internal Diameter (fitted)
Production . . 1 ·3770/ 1 · 3 760 34 ·976/34 · 9 50
Pre-finished replacements . . 1 · 3784/ 1 · 3 760 3 5 · 0 1 1 /34 ·950

Piston Rings
Ring gaps
Ring side clearance in Piston Grooves See ENGINE SECTION
,
...
PISTONS AND PISTON RODS
For 3 D2 1 5 and 3DB2 1 5 Diesel engines
Piston
'
Body External Diameter 3 · 3 7 1 9/3 · 3709 85 ·646/85 · 620
Note : This measurement must be taken with­
in the area indicated and at right angles
to the gudgeon pin bore (see ENGINE
SECTI O ) . A clearance of 0 · 003/
0 ·005 in. (0 ·0762/0 · 1 270 mm . ) exists
between the piston body and cylinder
barrel when new.
Bush Bore D iameter (In Piston) 1 ·6255/ 1 · 6250 4 1 ·287 /4 1 ·275
Bush I nternal Diameter (Fitted) I -440 5 I I -4400 3 6 · 588/36 · 576

Gudgeon Pin
External D i ameter 1 -4375/ 1 -4373 36 · 5 1 2/36 · 507
Note: The gudgeon pins are fitted to the
pistons to provide a "drop through;' lit,
which is equivalent to the gudgeon pins
being a clearance of 0 ·0032/0 ·0025 in.
(0 ·08 1 2/0 · 064 mm.) in the piston
bushes when new

:,...._ .
Pag� -�·:.8 GENERAL INFORMATION
J.
Pist ;.:ls a01l i•;ston Rods inches mm.

"'.Pi!lt�n Rod
Gudgeon Pin Bu�h Internal Diameter (fitted)
Production . . 1 -4395/ 1 ·4385 3 6 · 5 50/3 6 · 537
Pre-finished replacement 1 ·440/ 1 ·44 1 5 36 · 576/36 · 6 1 4
Piston Rings
Ring gaps See ENG INE SECTION
Ring side clearance in piston grooves See ENGINE SECTION

CONNECTING RODS
For 3D l 99, 3DA 1 99, 3D2 1 5 and 3DB2 1 5
D iesel engines
Big End Bearing Internal D iameter (fitted)
Standard 2 · 753/2 · 7 52 69 ·926/69 · 90 1
Note : Replacement big end bearing shells are
available in 0 ·0 1 0 in. (0 · 254 mm.),
0 · 020 in. (0 · 508 mm .) and 0 · 040 in.
( 1 · 0 1 6 mm.) undersizes. The clearance
between the crankshaft crankpin
j ournal and the connecting rod big end
bearing is 0 · 0020/0 ·003 5 in. (0 ·05 1 /
0 ·089 mm.). "
Big End Width 1 · 372/ 1 · 370 34 · 849/34 ·798
Note : Side float of connecting rod big end on
crankpin journal is 0 · 008/0 ·012 in.
(0 ·203/0 · 305 mm.)

CRANKSHAFT AND MAIN BEARINGS

For 3D 1 99, 3DA 1 99, 3D2 1 5 and 3 D B2 1 5
Diesel engines
Crankshaft
Main Journal Diameter - Standard . . 2 ·9995/2 · 9990 76 · 1 88/76 · 1 75
(See also " Main Bearings")
Main Bearing Journal Width
Front
Intermediate
1 ·956/ 1 · 944
1 ·452/ 1 ·450
49 · 682/49 · 377
3 6 · 8 80/36 · 8 30 c
Rear 1 · 952/ 1 · 950 49 · 5 80/49 · 530
Crankpin Journal Diameter
Standard (see also "Connecting Rod") 2 · 7500/2 · 7495 69 · 8 50/69 ·838
Crankpin Journal Width 1 · 382/ 1 · 3 80 3 5 · 1 0 1 /3 5 ·050
Oil Seal Register Diameter . . 4 · 50 1 /4 - 499 1 1 4 · 325/ 1 1 4 ·275
Main Bearings
Internal Diameter (fitted) - Standard 3 ·0030/3 ·00 1 5 76 ·276/76 ·238
Note : Replacement main bearing shells are
available -in 0 ·0 1 0 in. (0 ·254 mm .),
0·020 in. (0 · 508 mm . ) and 0 ·040 in.
( 1 ·0 1 6 mm .) undersizes. The clearance
between the crankshaft main journals
and the main bearings is 0·002/0 ·004
in . (0 ·05 1 /0 · 1 02 mm.).
 GENERAL INFORMATION Pag. C:.9

Crankshaft and Main Bearings-continued inches mm.

Thrust Washers
Thickness - Standard 0·093/0 · 09 1 2 · 362/2 ·311
Note : Thrust washers are also available in an
oversize of 0 · 005 in. (0 · 1 27 mm.) and
are to be selected to give 0 · 002/0·006 in.
(0 ·05 1 /0 · 1 52 mm.) end float.

CRANKCASE AND CYLINDER BARRELS

For 3D 1 99 and 3DA 1 99 Diesel engines
Cylinder Barrel
Bore Diameter . . 3 ·25 1 /3 ·250 82 · 575/82 · 550
(See also "Pistons & Piston Rods")
Crankcase
Blower Shaft Steady Bush Internal Diameter
(fitted) 0 · 627/0 · 625 1 5 ·926/ 1 5 · 8 7 5
Note : Clearance between the steady bush
and drive shaft grooved j ournal 1s
0 · 002/0 ·005 in. (0 ·05 1 /0 · 1 27 mm.)
Bore Diameter for Steady Bush 0 · 729/� · 728 1 8 · 5 1 9/ 1 8 -493

CRANKCASE AND CYLINDER BARRELS

For 3D2 1 5 and 3DB2 1 5 Diesel engines
Cylinder Barrel
Bore Diameter . . 3 · 376/3 · 3 7 5 8 5 · 7 50/8 5 · 725
(See also "Pistons & Piston Rods" )
Crankcase
Blower Shaft Steady Bush Internal Diameter
(fitted) 0 · 627 /0 · 625 1 5 ·926/ 1 5 · 8 75
Note : Clearance between the steady bush and
drive shaft grooved journal is 0 ·002/
0 · 005 in . (0 ·05 1 /0 · 1 27 mm.)
'Bore Diameter for Steady Bush 0 · 729/0 · 728 1 8 . 5 1 9/ 1 8 ·493

INJECTION PUMP DRIVE ASSEMBLY

Fuel Pump Bracket
Bush Internal Diameter (fitted)
Production 1 ·6549/ 1 ·6535 42 ·034/4 1 ·998
Pre-finished . . 1 ·6555/ 1 ·6535 42 ·049/4 1 · 998
End Cover
Bush Internal Diameter (fitted )
Production 1 · 8 1 3 5/1 · 8 1 25 46 ·062/46 ·037
Pre-finished . . 1 · 8 1 4/ 1 · 8 1 25 . 46 ·076/46 ·037
Drive Shaft
External Diameter (area operating in fuel
pump bracket bush) 1 ·6524/ 1 · 65 1 4 4 1 ·970/4 1 ·945
External Diameter (area operating in end
cover bush) . . 1 · 8 1 1 5/ 1 · 8 1 05 46 ·0 1 2/45 ·986
 GENERAL INFORMATION

inches mm.

- 'Lickness 0 · 1 84/0 · 1 80 4 · 673/4 · 572

l'hru� "" ..sher - Thickness 0 · 062/0 ·060 1 · 575/ 1 · 524

Note : Thrust washers are fitted to give drive
shaft end float of 0 · 002/0 ·0 1 2 in. (0 ·05 1
/0 · 306 mm .)

BLOWER DRIVE ASSEMBLY

For 3 D 1 99 and 3 DA 1 99 Diesel engines
Housing
Bushes Internal Diameter (fitted) 1 · 1 26/ 1 · 1 25 28 · 600/28 · 57 5

Drive Gear
Journal External Diameter 1 · 1 240/ 1 · 1 23 5 28 · 609/28 · 536
Internal Bearing Diameter for Blower Drive
Shaft Journal 0 · 6260/0 · 6250 1 5 ·900/ 1 5 · 8 7 5
Note : Clearance between Internal Bearing
Diameter and Blower Drive Shaft
Journal is 0 · 002/0 ·004 in. (0 ·05 1 /0 · 1 02
mm.)

BLOWER DRIVE ASSEMBLY

For 3D2 1 5 and 3DB2 1 5 Diesel engines
Housing
Bushes Internal Diameter (fitted) 1 ·00 1 / 1 ·000 2 5 ·425/25 -4

Drive Gear
Journal External Diameter 0 ·9990/0 ·9985 25 · 375/25 · 362
Internal Bearing D iameter for Blower Drive
Shaft Journal 0 · 6260/0 · 6250 1 5 ·900/ 1 5 · 875
Note : Clearance between Internal Bearing
Dia meter and Blower Drive Shaft
Journal 1s 0 · 002/0·004 m. (0 ·05 1 /
0 · 1 02 mm.)

1ST IDLER GEAR ASSEMBLY

Idler Gear
Boss Width 1 ·265/ 1 · 260 32 · 1 3 1 /32 ·004
Bush I nternal D iameter (fitted)
Production . . 2 ·00 1 /2 ·000 50 · 826/50 · 800
Pre-finished . . 2 ·002/2 ·000 50 · 8 5 1 /50 · 800
Hub
External Bearing Diameter 1 ·999/ 1 ·998 . 50 · 77 5/50 · 749
External Bearing Width 1 ·425/ 1 -420 36 · 1 95/36·068

Thrust Washer-Thickness . . 0 ·076/0 · 074 1 ·930/ 1 · 88 1

Note : Thrust washers are fitted to give idler
gear end float of 0 · 003/0 · 0 1 7 in. (0 ·076/
0 ·432 mm .)
 GENERAL INFORMATION

2ND IDLER GEAR ASSEMBLY inches 7.11;

I
Idler Gear
Boss Width 2 · 225/2 ·220 56 · 5 1 5/So.
Bush I nternal Diameter (fitted)
Production 1 · 752/ 1 · 7 5 1 44 · 50 1 /44 -476 -1 .

Pre-finished . . 1 · 753/ 1 · 7 5 1 44 · 526/44 ·476

Hub
External Bearing Diameter . . 1 · 750/ 1 · 749 44 -450/44 -425
External Bearing Width 2 · 3 8 5/2 · 3 80 60 · 5 78/60 -45 1

Thrust Washer - Thickness 0 · 076/0 ·074 1 ·930/ 1 · 8 8 1

Note : Thrust Washers are fitted to give idler
gear end float of 0 ·003/0 ·0 1 7 in. (0 ·076/
0 -432 mm.)

BLOWER UNIT
Phasing clearance (minimum) 0·009 0 · 229
Outlet port tip clearance 0 · 004/0 ·006 0 · 1 02/0 · 1 52
Front end clearance . . 0 · 005/0 ·007 0 · 1 27 /0 · 1 78
Rear end clearance (minimum) 0·012 0 · 305
Gear backlash (maximum) 0·005 0 · 1 27

BLOWER DRIVE SHAFT

Drive Shaft Journal Diameter (grooved and
plain) . . 0 · 623/0 · 622 1 5 · 824/ 1 5 · 799
(See also "Blower Drive Gear and Crank-
case")

FAN DRIVE ASSEMBLY

Mounting Bracket
Internal Diameter 2 ·20 1 6/2 ·2000 5 5 · 920/55 · 8 80

Bearing Housing
External Diameter 2 · 1 976/2 · 1 960 5 5 · 8 1 9/55 · 778
Internal Diameter (front) 1 · 575 1 / 1 · 5 746 40 · 0 1 0/39 · 997
Internal Diameter (rear) 1 · 8 507 / 1 · 8 502 47·008/46·995

Spindle
Small Diameter (in front bearing) 0 · 630 1 /0 · 6298 1 6 ·003/ 1 5 ·995
Large D iameter (in rear bearing) 0 · 7877 /0 · 7874 20 ·008/20 ·000

Front Bearing
External Diameter 1 · 5748/ 1 · 5743 40 ·000/39 ·988
Internal D iameter 0 · 6299/0 · 6296 1 6·000/ 1 5 ·993

Rear Bearing '

External D iameter 1 ·8 504/ 1 · 8499 4 7 ·000/46 ·988

Internal Diameter 0 · 7876/0 · 7 8 7 1 20 ·005/ 1 9 ·993

Bush Housing
Internal Diameter 2 ·25 1 0/2 ·2495 57 · 1 75/57 · 1 38
 � C.12 GENERAL INFORMATION

�an Drive Assembly-continued inches mm.

Fan Drive Shaft

Exte··nal Diameter [for a length of 1 · 7 5 in.
(4L'.-450 mm.) each end] 0 ·9920/0 · 99 1 5 25 ·2/25 ·07

Bonded Rubber Bush

I nternal Diameter 0 ·990/0 ·989 25 · 1 5/25 · 1 2
External Diameter 2 · 2555/2 ·2525 5 7 · 290/57 · 2 1 4

OIL PUMP
Housing
Drive Shaft Bore Diameter 0 ·629/0 · 628 1 5 · 977/ 1 5 ·9 5 1
Idler Pin Bore Diameter 0 · 6255/0 · 6245 1 5 · 888/ 1 5 · 863

Drive Shaft
- '
External Diameter 0 · 6265/0 · 6260 1 5 ·9 1 3/ 1 5 · 900
L
Idler Gear Pin
External Diameter 0 · 6265/0 · 6260 1 5 ·9 1 3/ 1 5 ·900

Driving Gear (Case Hardened)

Overall Length . . 1 · 599/ 1 · 598 40 · 6 1 9/40 · 593
External Diameter 1 · 5000/ 1 -4995 38· 1 00/38 ·088
I nternal D iameter 0 ·6260/0 · 6250 1 5 · 900/ 1 5 ·875
Nine teeth on a pitch circle dia. 1 · 1 25 28 · 57 5

Idler Gear (N ot Hardened)

Overall Length . . 1 · 599/ 1 · 598 40 · 6 1 9/40 · 593
External Diameter 1 · 5000/ 1 -4995 38 · 1 00/38 ·088
Nine teeth on a pitch circle dia. 1 · 1 25 28 · 575
Internal Diameter 0 · 6290/0 · 6280 1 5 ·977/ 1 5 · 9 5 1
Note : Backlash between the driving and idler
gears is 0 · 0 1 8 in. (0 ·457 mm.) maxi­
mum and 0 · 0 1 0 in. (0 ·254 mm.) mini­
mum.
Cover Plate Gasket
Thickness when compressed . . 0 ·004 0 · 1 02
Thickness uncompressed 0 ·006 0 · 1 52

Drive Sprocket
3D 1 99 and 3DA 1 99 Diesel engines
Diameter over 0 ·2500/0 · 2497 i n. (6 ·35/
6 · 33 mm.) dia. pins 3 ·236/3 ·23 1 82 · 1 94/82 ·067
3 D2 1 5 and 3DB2 1 5 Diesel engines
Diameter over 0 · 2500/0 ·2497 m. (6 · 3 5/
6 · 33 mm . ) dia. pins 2 ·885/2 · 880 . 73 ·280/ 73 · 1 52
Internal Diameter 0 · 6260/0 · 6250 1 5 ·900/ 1 5 ·875

Driving Chain
Pitch 0 · 37 5 9 · 525
Number of pitches 50
 Pagr

SERVICE TOOLS

The service tools referred to in this workshop manual apart from those in the section "FUEl SYSTEM"
are manufactured and distributed by :
Messrs. V . L . Churchill & Co. Ltd . ,
London Road,
DAVENTRY,
Northants.

Both Hartridge and C.A.V. servicing equipment and tools can also be obtained through Messrs. V. L.
Churchill & Co. Ltd. by agreement with the manufacturers concerned. This facilitates the ordering of
service equipment and tools from the one source, if desired.

New Tools Required to Service the Rootes 3D215 and 3DB215 Diesel Engines

Churchill Tool No. Tool Description

R . G .224A-2 . . G udgeon Pin Bush Remover/Replacer Adaptor Set

Note : This adaptor set is for use with the Main Tool R . G . 224A to suit the larger diameter gudgeon
pins on this engine. This adaptor set may similarly b� used with the original Main Tool
R.G.224 providing the Vee Base Block R.G.224A/ 1 is also used. See N ote under R.G.224A.

R.G.44 1 Rocker Lever and Piston Rod Bush Remover/Replacer

R.G.442 Piston Ring Gauge (Standard)
R.G.442/020 Piston Ring Gauge (Oversize)
R.G.424 Piston Ring Clamp (Standard)
R.G.424/020 Piston Ring Clamp (Oversize)
R.G.443 Blower Drive Housing Bush Remover/Replacer

Note : The details R . G . 1 50A/ l , Webbed Bridge and R.G. l 50A/3 , D ouble Sided Adaptor Pad are
introduced for the increased cylinder bore diameter on this engine. These form part of the
modified tool R.G. 1 50A indicated below and can be obtained to modify R.G. l 50 to R . G . l 50A.

Tools Suitable for 3Dl99, 3DA199, 3D215 and 3DB215 Diesel Engines
55 Adj ustable Two-legged Universal Puller
R . G . 5 5-2 Crankshaft Pulley Remover Adaptor
R.G . 55-3A Flywheel Remover Adaptor
R.G. 1 50A Cylinder Barrel Remover/Replacer
R . G. 1 50A/ 1 Webbed Bridge
R.G. l 50A/3 Double Sided Adaptor Pad
R.G. l 53A Piston Ring Clamp (Standard) 3D 1 99 and 3D A 199 Diesel
Engines (only)
Page C.14 SERVICE TOOLS

Existing and Modified Tools-continued

Churchill Tool No. Tool Description
R.G. 1 53A/02•' Piston Ring Clamp (Oversize) 3 0 1 99 and 3 DA 1 99 Diesel
Engine (only)
R.G. l 55 Small Adj ustable Two-legged Universal Puller
R.G. l 55-l Adaptor Set for Main Tool 1 5 5
R.G. 1 58A Front Cover and Flywheel H ousing Oil Seal Remover/
Re placer
R . G . 1 59A Crankshaft Gear Remover
R.G. 1 60 Piston Ring Gauge (Standard) 3 D l 99 and 3 D A 1 99 Diesel
Engines (only)
R.G. 1 60/020 Piston Ring Gauge (Oversize) 3 D l 99 and 3 0A l 99 D iesel
Engines (only)
R.G. l 6 1 B B ush Removerj Replacer
R.G. l 6 1 B-2 Fuel Pump Drive End Cover and Bracket Bush
RemoverjReplacer
R.G. l 6 1 B-3 I st and 2nd Idler Gear Bush Remover/Replacer
R.G. l 62A D ecarbonising Scraper (Curved)
R.G. l 63 B Decarbonising Scraper (Flat)
R.G. l 68A Blower Drive Housing Bush, RemoverjReplacer for
3 D l 99 and 3 DA 1 99 D iesel Engines (only)
R.G. l 69 B Blower Drive Gear Cam and D amper Plate Replacer
R.G. 1 70 Decarbonising Scraper (Angled)
R.G. l 73 Blower Locking Wedge
R.G. l 74 Blower Bearing Retaining Bolt Peg Spanner
R . G.422 1 B H and Press Assy.
R.G. l 75 D river Roller Race Removerj Replacer
R.G. l 76 Rotor Front End Clearance Shiming Tool
R.G. l 77 Rotor Assembly and Front Housing Plate
L
R.G. l 78 Rotor A ssembly Replacer
R. G . 206 Torque Wrench Socket Adaptor
R. G.224A Main Tool - Piston Bush Remover/Replacer

Note: Thi s tool was previously known as R.G.224 but in order to accommodate the larger diameter
gudgeon pin of the 3 D2 1 5 and 3 0 B2 1 5 D iesel E ngines the Vee Block Base has been modified
to include a larger bore. Where R.G.224 is at present held, thi s may be modified by the
p urchase of R .G. 224A/ l-Vee Base Block. The remain der of the tool consists of the original
Pilot Plunger, B ush Retaining S upport and Domed I nserting Tool.

R . G.2 24A-L .. Gudgeon Pin Bush RemoverjReplacer Adaptor Set -

3 0 1 99 and 30A 1 99 D i esel Engines (only)

Note: The items in this adaptor set were previously part of the Main Tool R.G.224, the only difference
being the Bush Location Stop which has been modified to suit the Vee Block Base R.'�224A/ l
.,..
which i s part of the Main Tool R . G . 224A .

'
.. . .�
 SERVICE TOOLS Page C.15

Existing and Modified Tools-continued

Churchill Tool No. Tool Description
R.G. 239 Flywheel Housing Oil Seal Locator
R.G.275 Top Rocker Pin Cup Plug Replacer
R. G.483 Rootes Timing Tool
R. G.484 Cylinder Barrel Locating Jig
7600H Primary Shaft Spigot Bearing Remover
R.G.7600- 1 Collet for 7600H
)
K.7 Socket Head Screw Adaptor for First Idler Gear Hub
Retaining Screws
BW. 548 Torque Screwdriver
D 33/093 Socket

C.A.V. STA RTE R M OTO R

C.A. V. Tool No. Tool Description
5693/222 Setting Gauge for A rmature End Float
5693/240 Remover/Replacer for Commutator End Bearing
•

5693/267 Plug Gauge for Drive End Bearing

5693/275 Plug Gauge for Commutator End Bearing
5693/297 Remover/ Replacer D ust Scraper Protective Cap
5693/298 Replacer Core Plugs
5693/299 Replacing Ring on End-shield
5693/300 Replacer Core Plug

FUEL I NJ E CTORS �;
C. A. V. Tool No. Tool Desc iption
7 1 44/644 C . A . V . Injector Nozzle Setting O utfit
7044/ 1 3 7 Nozzle Flushing D evice
7044/ 1 42 Safety Container
..
7 1 44/4 1 7AA . . N ople Cleaning Kit
7044/8 1 2 No'izle Bench Plate
Hartridge Tool No. Tool Description .
H H . 5 50 N ozzle Pop-Test
HK. IOl Reconditioner
HK. I OO Pedestal Reconditioner
HK. I O Nozzle Microscope
HK. 500 Nozzle Multi-Clean l
H K . 505 Magnifying Attachment for HK. 500f·--� . d
Page C.16

MAXIMUM GOVERNED ROAD SPEEDS

IMPORTANT NOTE : The road speeds shown in this table are equivalent to an engine speed under load
of 2,400 r.p.m. and are given on the assumption that the engine is in good mechanical condition and
the fuel i njection equipment is operating efficiently. When checking the light running speed, i . e . ,
st::o tionary vehicle, the r . p . m . will b e between 2 , 5 3 0 and 2,580.
Road speeds are given in 3rd Gear, Single speed axles, and 3rd Gear Low, Two speed axles.

M odel
Code Single Speed
Axle Ratio

Two Speed
Tyre
Size
I Single Speed Axle
Standard I Optional
Two Speed Axle in Low Ratio
Normal Duty I Heavy Duty
Axle Axle m.p.h. k.p.h. m.p.h. k.p.h.
f--- -- -- -- --
m.p.h. k.p.h. m.p.h.
--
k.p.h.

CBDS 715 Standard N ormal Duty 8 ·25-20 14 ply 24 ·54 3 9 · 50 28 ·05 45 · 1 3 20 · 1 0 32·3 20 ·48 32·95
5 · 857 : I 5 · 1 4/7 · 1 5 : 1
Optional Heavy D uty 9 ·00-20 1 2 ply 25·33 40 · 7 5 28 ·95 46 · 5 8 20 · 7 5 33 ·38 2 1- 1 4 34·01
5 · 1 25 I 5 · 1 4/7 ·02 : 1
f---
:

-- -- -
- -- --

CBDW 7 1 5 Standard Normal Duty 8 ·25-20 14 ply 1 7 ·65 28·41 20 · 1 8 32 -46 1 4 ·46 23 ·26 1 4 ·73 23 · 7
CBDV 7 1 5 5 · 857 : 1 5 · 1 4/7 · 1 5 : 1
Optional Heavy Duty 9 ·00-20 1 2 ply 1 8 ·22 29 ·32 20 · 8 3 3 ·46 1 4 ·93 24 ·02 1 5 ·2 24 ·45
5 · 1 25 : I 5 · 1 4/7 ·02 : I
-- --
f--- -- -- -- -- -
CBDS 741 Standard Normal Duty 8 ·25-20 1 4 ply 28 ·05 45 · 1 3 24 ·54 3 9 · 5 20 · 1 32·3 20 ·48 32·95
CBDS 762 5 · 1 25 : I 5 · 1 4/7 · 1 5 : I
Optional Heavy Duty 9 ·00-20 12 ply 28 ·95 46 · 5 8 25 · 3 3 40 · 7 5 20 · 7 5 33 -38 21 ·14 34·01
5 · 857 : 1 5 · 1 4/7 ·02 : 1
r----- -- -- -- -- -
CBDW 74 1 Stan dard Normal Duty 8 ·2 5-20 14 ply 20 · 1 8 3 2 -46 1 7 · 65 2 8 - 4 1 1 4 ·46 23 ·26 1 4 · 73 23 · 7
CBDW 762 5 · 1 25 : I 5 · 1 4/7 · 1 5 : I
CBDV 741 Optional H eavy Duty 9 ·00-20 12 ply 20 ·82 3 3 -49 1 8 ·22 29 ·32 1 4 ·93 24 ·02 1 5 ·2 24 ·45
CBDV 762 5 · 857 : I 5 - 1 4/ 7 · 02 : I
- -- - - --- --
1 -

CBEV 815 Standard Normal Duty 9 ·00-20 12 ply 20 ·82 3 3 -49 - -

1 4 · 93 24 ·02 1 5 ·2 24 ·45
CBEV 841 5 · 1 25 : 1 5 · 1 4/7 · 1 5 : 1
CBEV 862 Heavy Duty I 0 · 00-20 1 2 ply 2 1 ·73 34·96 1 5 ·58 25 ·07 1 5 · 86 25 · 5
C BEV
- -

887 5 · 1 4/7 ·02 : 1

,_ -
-- - -- -- -- ----
1 -
CBGW 815 Normal Duty 9 ·00-20 1 2 ply 1 4 ·05 22·6
5 · 5 7/7 · 60 : I
- - - - - -

CBGW 841
CBGV 815 1 0 ·00-20 1 2 ply - - - -
1 4 ·66 23 · 5 8 - -

CBGV 84 1
- - --
- - --
-
- -- - --
1 -

CBEW 1 294 Standard Normal Duty 7 · 50-20 12 ply 1 9 ·4 3 1 ·2 - -

1 3 -9 22 · 3 6 - -

CBEV 1 294 5 · 1 25 : 1 5 · 1 4/7 · 1 5 : 1

8 · 25-20 1 2 ply 20 · 1 8 3 2 -46 - - 1 4 ·46 23 ·26 - -

9 ·00-20 1 2 ply 20 ·82 3 3 -49 1 4 ·93 24 ·02

-
- - - -

r----- -- -- -- --- '

CBGW 1 294 Normal Duty 7 ·50-20 12 ply - - - -

1 3 -9 22 - 3 6 - -

5 . 1 4/7 . 1 5 : 1
CBGV 1 294
8 · 2 5-20 1 2 ply - - - -
1 4 -46 23 ·26 - -

9 ·00-20 1 2 ply - - - -
1 4 · 93 24 ·02 - -

r----- -- -- -- -- --
-
CCGW 1455 Standard Normal Duty 1 0 ·00-20 1 4 ply 20 ·00 32 - 1 8 1 4 ·66 23 ·59
CCGW
- - - -

1 476 5 ·57 : 1 5 · 57/7 · 60 : 1

CCGW 141 5 1 1 ·00-20 1 4 ply 20 ·56 3 3 ·08 - -
1 5 ·07 24 ·25 - -

CCGV 1 45 5
CCGV 1476
CCGV 1415
f--- -- -- -- -- --

CCGW 1 65 5 Standard Normal Duty 1 1 ·00-20 16 ply 1 7 ·62 28 · 3 5 1 5 ·07 24·25

6·5 : I 5 · 5 7/7 · 60 : I
- - - -

CCGW 1 676
CCGW 1615
CCGV 1 65 5
CCGV 1 676
CCGV
,
1 61 5
--- --- - - -
- --

Two Speed
Special

CBEW 815 Standard Normal Duty 9 ·00-20 1 2 ply 20 ·82 3 3 -49 1 4 ·05 22 ·60 1 4 ·93 24 ·02 1 5 ·2 24 -46
CBEW 841 5 · 1 25 : I 5 · 1 4/7 · 1 5 : 1
CBEW 862 Special 2 I 0 · 00-20 1 2 ply 2 1 ·73 34·96 1 4 · 66 23 · 5 8 1 5 · 58 25 ·07 1 5 - 86 25 · 5 1
CBEW 887 speed Heavy Duty
5 · 57/7 · 60 : 1 5 · 1 4/7 ·02 : 1
 Page C.17

Maximum Governed Road Speeds-continued

I Axle Ratio Single Speed Axle Two Speed A x l e in L o w Ratio

M odel Tyre Standard Optional Normal D uty Heavy D uty

I \� \ \� m .p . h . \
Code Single Speed Two Speed Size
Axle Axle m. p. h. m . p. h . k .p . h . m . p. h . k.p.h.
1---- --- r---- --
CCTS 715 Standard N ormal Duty 8 ·25-20 14 ply 28 · 1 45 ·2 20 · 3 33·7 23 ·2 37·3 20 · 5 3 3 ·0
5 ·857 : 1 5 · 1 4/7 · 1 5 : 1
Optional H eavy D uty
5 · 1 25 : I 5 · 1 4/7 ·02 : I
- --- --- ---
r---- ---
CCTS 741 Standard N o rmal Duty 8 · 25-20 14 ply 20 · 3 33·7 28 · 1 45 · 2 23 - 2 37·3 20 · 5 3 3 ·0
CCTS 762 5 · 1 25 : I 5 · 1 4/7 · 1 5 : I
Optional H eavy Duty
5 ·857 : I 5 · 1 4/7 ·02 : 1
1
- --- - ---
r---- ---
CCTW 74 1 Standard N ormal Duty 8 ·25-20 14 ply 20 · 2 32·5 1 7 ·7 28 ·4 14·5 23 · 3 14·7 23 · 7
CCTW 762 5 · 1 25 : 1 5 · 1 4/7 · 1 5 : 1
H eavy Duty
5 · 1 4/7 ·02 : I
- --- - --- r---- --
CCGV 815 Standard N ormal Duty 9 ·00-20 12 ply 20 ·82 3 3 -49 - - 1 4 · 93 24 ·02 1 5 ·2 24 ·45
CCGV 84 1 5 · 1 25 : 1 5 · 1 4/7 · 1 5 : I
CCGV 862 Heavy Duty 1 0 ·00-20 12 ply 2 1 ·73 34 ·96 - - 1 5 ·58 25 ·07 1 5 · 86 25 · 5
CCGV 887 5 · 1 4/7 ·02 : I
- --- - ---
CCGW 815 Normal Duty 9 ·00-20 12 ply - - - - 1 4 ·05 22 · 6 - -

CCGW 84 1 5 · 57/7 ·60 : I

CCGV 815 1 0 ·00-20 1 2 ply - - - - 1 4 · 66 23 · 5 8 - -

CCGY 84 1
-
CCTW 1 294 Standard N o rmal Duty 7 · 50-20 1 2 ply 1 9 -4 3 1 ·2 - - 1 3 ·9 22 · 3 6 - -

CCTV 1 294 5 · 1 25 : I 5 · 1 4/7 · 1 5 : 1

8 ·25-20 1 2 ply 20 · 1 8 3 2 -46 - - 1 4 ·46 23 ·26 - -

9 ·00-20 1 2 ply 20 · 8 2 3 3 -49 - - 1 4 ·93 24 ·02 - -

= -
=- - ---

�
- -

I
CCGW 1 50 1 Norma l Duty 9 ·00-20 14 ply - 1 2 ·03 1 9 ·2
CCGV 1 50 1 6 · 50/8 · 8 7 : I
1 0 ·00-20 1 4 ply - - - 1 2 ·5 20 ·05
Page C.l�

SERVICE DATA
Note :-This page is provided for recording references to Service
Data Bulletins applicable to the preceding Section

SERVICE DATA WORKSHOP MANUAL

DATE
I SHEET NO. VOLUME NO. PAGE REF. I SUBJECT

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 ENGINE
SECTION D
INDEX
Page Page
D ESCRI PTION .. D.3 CoNNECTING RoDs D . 69
ENGINE REMOVAL D.6 To Remove D . 69
Inspection and Overhaul D . 69
FRONT COVER . . D.9
To Refit . . D . 70
To Remove D.9
Inspection and Overhaul D.9 FUEL I NSPECTION PUMP ASSE M BLY AND GEAR
To Refit . . D. l O TRAI N ASSEMBLY D.71
Timing of Gears . . D.71
SIDE COVERS . . D.lO
Checking Timing Gear Backlash D.71
To Remove D.l l Fuel Injection Pump Drive Assembly . . D . 73
To Refit . . D. l l
To Remove and Dismantle D . 73
FUEL PUMP BRACKET . . D. l l Inspection and Overhaul D . 74
To Remove D. l l To Re-assemble and Refit D . 76
Inspection and Overhaul D.l l D . 77
1 ST I D LER G EAR AND HUB
To Refit . . D. l 2 D . 77
Checking I dler Gear End Float
ROCKER SHAFT ASSEM BLIES . . D. l 2 To Remove D . 77
As fitted to 3 0 1 99 Diesel Engines D. l 2 I nspection and Overhaul D.78
To Remove D. l 3 To Refit . . D.78
I nspection and Overhaul D. l 3 2ND I DLER G EAR AND HuB . . D .79
To Re-assemble . . D.2 1 D . 79
Checking Idler Gear End Float
To Refit . . D . 22 D . 79
To Remove
As fitted to 3DA 199 Diesel Engines D .23 D . 79
Inspection and Overhaul
To Remove D . 24 D . 80
To Refit . .
Inspection and Overhaul D .24
To Re-assemble . . D.3 1 CARRIER PLATE D.81
To Refit . . D.3 1 To Remove D.81
As fitted to 3D 2 1 5 and 3 D B 2 1 5 Diesel Inspection and Overhaul D.8 1
Engines . . D.33 To Refit . . D.8 1
To Remove D.34 BLOWER DRIVE ASSEMBLY D . 83
Inspection and Overhaul D.35 To Remove 0.83
To Re-assemble . . D.4 1 To Dismantle D.83
To Refit . . 0.41 Inspection and Overhaul D.83
PISTONS AND PISTON RODS AS FITTED TO ALL To Re-assemble . . D . 84
ENGINES D . 44 To Refit . . D.85
To Remove D.45 FLYWHEEL AND STARTER RING D.85
To Dismantle D . 45 To Remove D.85
Inspection and Overhaul D.45 Inspection and Overhaul D.86
To Re-assemble . . D . 54 To Refit . . D.87
To Refit . . D . 57 FLYWHEEL HOUSING . . D.87
CRANKSHAFT AND MAIN BEARINGS D . 58 To Remove D.88
To Remove D.58 Inspection and Overhaul D.88
To Dismantle D . 60 To Refit . . D . 88
Inspection and Overhaul D . 60 CRANKCASE BREATHER 0 . 89
To Re-assemble . . D . 62 To Clean . . D . 89
To Refit . . D . 62 To Remove D . 89
CRAN KCASE AND CYLINDER BARRELS D . 63 Inspection and Overhaul D . 90
To I nspect the Cylinder Barrels while in To Refit . . D . 90
the Engine D . 64 0 . 90
AIR CHEST DRAIN VALVE
To Remove the Cylinder Barrels D.65 D . 90
To Remove and Refit
Inspection of Crankcase-Cylinder
Barrels Removed D.65 DECARBONISING D . 90
To Refit the Cylinder Barrels . . D . 67 SERVICE DATA . . D . 92
Page D.:

67

��
68

E X H A UST

99

99

101

101

AIR

71

L.748.

Engine Details -- -
 Page D.3

ENGINE
DESCRIPTION
The 3D 199 Diesel engine, the 3 D A 1 99 Diesel
engine and the 3D 2 1 5 and 3D B 2 1 5 Diesel engines
are direct injection, high speed, Diesel engines
operating on the two-stroke cycle having three
horizontal cylinders, each containing two pistons,
opposed to each other.
The cylinder barrels are a press fit in the crank­
case and lie at right angles to the crankshaft. Each
cylinder has specially designed ports for the inlet
of the air charge and the outlet of the exhaust
gases ; the opening and closing of the ports con­
trolled by the pistons as shown in Fig. D . 1 .
The port opening and closing, expressed in
degrees of crankshaft rotation is shown in Fig. D . 1 .
and the pistons controlling the exhaust ports are the
exhaust pistons (right-hand side of engine).
On the 3D 1 99 Diesel engine, both opposing
pistons are identical and incorporate a hot crown,
thus preventing the piston body from becoming
overheated.
On the 3DA 1 99 Diesel engine, both opposing
pistons are again identical, the pistons are of the
one-piece variety being oil cooled under the head by
asingle spray of oil ejected from the piston rod.
On the 3D 2 1 5 and 3DB 2 1 5 Diesel engines the
pistons are similar to the 3DA 1 99 Diesel engine,
the difference being that the oil cooling the pistons
is ejected through two nozzles and the pistons are
of a larger diameter.

The pistons which control the inlet ports are Grooves in the piston body, above and below
known as the air pistons (left-hand side of engine) the gudgeon pin, carry the following piston rings.

KEY TO ENGINE DETAILS

E N G I N E DETAILS FOR 30 199 MODELS E N G I N E DETAILS FOR JDA 199 MODELS

59 GASKET
I CYLINDER BLOCK 60 BREATHER BODY 18 ROCKER SHAFT STUDS
2 BEARING CAP SCREW 61 GASKET 19 SOLID DOWEL
3 CYLINDER LINER 62 BREATHER PIPE 20 THROUGH BOLT
� INJECTOR SLEEVE 63 RUBBER HOSE 78 CYLINDRICAL PAD
5 INJECTOR SLEEVE JOINT 61 CLIPS 80 CYLINDRICAL PAD
6 INJECTOR STUD PLATE 65 BREATHER PIPE CLIP 96 ROCKER SHAFT
7 STUD PLATE SEAL 66 GASKET 97 WELCH PLUG
12 FUEL PUMP BRACKET DOWEL 67 END COVERS 98 CIRCLIP
13 FRONT COVER DOWEL 68 E N D COVER BUSH 99 SADDLE WASHERS (THICK)
14 FRONT FACE PLUG 69 ENGINE MOUNTING 100 SADDLE WASHERS (THIN)
15 BLANKING PLUG 72 CRANKSHAFT 101 SLOTTED NUT
16 AIR CHEST DRAIN VALVE 73 CRANKSHAFT KEYS 102 SELF-LOCKING NUT
21 FUEL P U M P BRACKET 74 MAIN BEARINGS FRONT AND REAR
22 FUEL PUMP BRACKET B U S H 75 MAIN BEARINGS INTERMEDIATE
23 FUEL PUMP BRACKET GASKET 76 OIL PUMP DRIVE SPROCKET
H DRAIN VALVE TUBE 80 FLYWHEEL LOCATING DOWEL
25 COVER 81 CONNECTING ROD
26 COVER JOINT 82 BIG END CAP BOLTS
27 FRONT COVER 83 BIG END CAP NUTS E N G I N E DETAILS FOR 3D 2 1 5 A N D JOB 2 1 5
28 O I L SEAL 84 PINCH BOLTS M O D E LS
29 FRONT COVER GASKET 85 PINCH BOLT NUTS
30 SIDE COVER 86 BIG END BEARINGS 8 ROCKER SHAFT STUD
31 DIPSTICK B7 BOTTOM ROCKER PIN 17 THROUGH BOLT
32 RUBBER WASHER 88 ROCKER LEVER 70 END SADDLE
33 SIDE COVER GASKET B9 CENTRE BUSH 71 END SADDLE
31 OIL FILLER ASSEMBLY 90 TOP AND BOTTOM BUSHES 77 CYLINDRICAL PAD
35 OIL FILLER CAP 91 ROCKER SHAFT 91 DISTANCE RING
36 OIL FILLER ASSEMBLY GASKET 92 WELCH PLUG 95 SADDLE WASHER (THIN)
37 SIDE COVER 95 CIRCLIP 98 SELF-LOCKING NUT
38 SIDE COVER GASKET 103 DISTANCE RING 99 SELF-LOCKING NUT
39 SUMP 10� PISTON ROD lOS ROCKER SHAFT
11 S U M P DRAIN PLUG 107 PISTON ROD BUSH 106 WELCH PLUG
12 EXHAUST MANIFOLD 108 TOP ROCKER PIN 1 19 CIRCLIP
13 EXHAUST MANIFOLD GASKETS 109 CIRCLIP 120 DISTANCE RING
�4 FLANGE JOINT 1 10 CUP P-LUG 121 SADDLE WASHER (THICK)
�5 WATER TAP Ill PISTON 122 SLOTTED NUT
�6 FIBRE WASHER 112 BUSH 123 SELF-LOCKING NUT
�7 WATER TAP SLEEVE 113 GUDGEON PIN
18 WATER TAP BRACKET 1 1� END PLATES
19 CONTROL ROD 1 15 FIRE RING
so MILLS PIN 1 16 COMPRESSION RINGS
5I SPRING .117 OIL SEALING RING
52 WASHER 1 18 OIL CONTROL RING
53 FLYWHEEL HOUSING 393 PRIMARY BRACKET
51 BLOWER DRIVE RETAINING SPRING 394 SECONDARY BRACKET
ss SHIELD 395 SUPPORT BRACKET
56 OIL SEAL 396 ADJUSTING LINK
57 TIMING INDICATOR PLUG 397 LINK BRACKET
58 POWER TAKE-OFF COVER 101 CYLINDER JOINT
 Page D.3

ENGINE
DESCRIPTION
The 3D 199 Diesel engine, the 3 D A 1 99 Diesel
engine and the 3D 2 1 5 and 3D B 2 1 5 Diesel engines
are direct injection, high speed, Diesel engines
operating on the two-stroke cycle having three
horizontal cylinders, each containing two pistons,
opposed to each other.
The cylinder barrels are a press fit in the crank­
case and lie at right angles to the crankshaft. Each
cylinder has specially designed ports for the inlet
of the air charge and the outlet of the exhaust
gases ; the opening and closing of the ports con­
trolled by the pistons as shown in Fig. D . 1 .
The port opening and closing, expressed in
degrees of crankshaft rotation is shown in Fig. D . 1 .
and the pistons controlling the exhaust ports are the
exhaust pistons (right-hand side of engine).
On the 3D 1 99 Diesel engine, both opposing
pistons are identical and incorporate a hot crown,
thus preventing the piston body from becoming
overheated.
On the 3DA 1 99 Diesel engine, both opposing
pistons are again identical, the pistons are of the
one-piece variety being oil cooled under the head by
a single spray of oil ejected from the piston rod.
On the 3D 2 1 5 and 3DB 2 1 5 Diesel engines the
pistons are similar to the 3DA 1 99 Diesel engine,
the difference being that the oil cooling the pistons
is ejected through two nozzles and the pistons are
of a larger diameter.

The pistons which control the inlet ports are Grooves in the piston body, above and below
known as the air pistons (left-hand side of engine) the gudgeon pin, carry the following piston rings.

KEY TO ENGINE DETAll..S

E N G I N E DETAILS FOR JD 199 MODELS E N G I N E DETAILS FOR JOA 1 9 9 MODELS

59 GASKET
I CYLINDER BLOCK 60 BREATHER BODY 18 ROCKER SHAFT STUDS
2 BEARING CAP SCREW 61 GASKET 19 SOLID DOWEL
3 CYLINDER LINER 62 BREATHER PIPE 20 THROUGH BOLT
� INJECTOR SLEEVE 63 RUBBER HOSE 78 CYLINDRICAL PAD
5 INJECTOR SLEEVE JOINT 6� CLIPS 80 CYLINDRICAL PAD
6 INJECTOR STUD PLATE 65 BREATHER PIPE CLIP 96 ROCKER SHAFT
7 STUD PLATE SEAL 66 GASKET 97 WELCH PLUG

!
12 FUEL P U M P BRACKET DOWEL 67 END COVERS 98 CIRCLIP
13 FRONT COVER DOWEL 68 E N D COVER BUSH 99 SADDLE WASHERS THICK)
14 FRONT FACE PLUG 69 ENGINE MOUNTING lOO SADDLE WASHERS THIN)
15 BLANKING PLUG 72 CRANKSHAFT 101 SLOTTED NUT
16 AIR CHEST DRAIN VALVE 73 CRANKSHAFT KEYS 101 SELF-LOCKING NUT
11 FUEL P U M P BRACKET 74 MAIN BEARINGS FRONT AND REAR
21 FUEL P U M P BRACKET B U S H 75 M A I N BEARINGS INTERMEDIATE
13 FUEL PUMP BRACKET GASKET 76 OIL PUMP DRIVE SPROCKET
H DRAIN VALVE TUBE 80 FLYWHEEL LOCATING DOWEL
15 COVER 81 CONNECTING ROD
16 COVER JOINT 81 BIG END CAP BOLTS
27 FRONT COVER 83 BIG END CAP NUTS E N G I N E DETAILS FOR 30 2 1 5 A N D JOB l i S
18 O I L SEAL 8� PINCH BOLTS M O D E LS
29 FRONT COVER GASKET 85 PINCH BOLT NUTS
30 SIDE COVER 86 BIG END BEARINGS 8 ROCKER SHAFT STUD
31 DIPSTICK 87 BOTTOM ROCKER PIN 17 THROUGH BOLT
32 RUBBER WASHER 88 ROCKER LEVER 70 END SADDLE
33 SIDE COVER GASKET 89 CENTRE BUSH 71 END SADDLE
H OIL FILLER ASSEMBLY 90 TOP AND BOTTOM BUSHES 77 CYLINDRICAL PAD
35 OIL FILLER CAP 91 ROCKER SHAFT 9� DISTANCE RING
36 OIL FILLER ASSEMBLY GASKET 9l WELCH PLUG 95 SADDLE WASHER (THIN)
37 SIDE COVER 95 CIRCLIP 98 SELF-LOCKING NUT
38 SIDE COVER GASKET 103 DISTANCE RING 99 SELF-LOCKING NUT
39 SUMP 104 PISTON ROD lOS ROCKER SHAFT
41 S U M P DRAIN PLUG 1 07 PISTON ROD BUSH 106 WELCH PLUG
�1 EXHAUST MANIFOLD 108 TOP ROCKER PIN 1 19 CIRCLIP
43 EXHAUST MANIFOLD GASKET� 109 CIRCLIP 120 DISTANCE RING
�� FLANGE JOINT 1 10 CUP P-LUG Ill SADDLE WASHER (THICK)
�5 WATER TAP Ill PISTON 121 SLOTTED NUT
46 FIBRE WASHER 1 12 BUSH 123 SELF-LOCKING NUT
�7 WATER TAP SLEEVE 113 GUDGEON PIN
�8 WATER TAP BRACKET 1 14 END PLATES
�9 CONTROL ROD l iS FIRE RING
so MILLS PIN 1 16 COMPRESSION RINGS
SI SPRING .1 1 7 OIL SEALING RING
51 WASHER 1 18 OIL CONTROL RING
53 FLYWHEEL HOUSING 393 PRIMARY BRACKET
5� BLOWER DRIVE RETAINING SPRING 394 SECONDARY BRACKET
55 SHIELD 395 SUPPORT BRACKET
56 OIL SEAL 396 ADJUSTING LINK
57 TIMING INDICATOR PLUG 397 LINK BRACKET
58 POWER TAKE-OFF COVER -401 CYLINDER JOINT
Page D.4
Above the gudgeon pin bore is located a two-piece
fire ring and two compression rings and below the
gudgeon pin an oil sealing ring, and a grooved
two-piece oil control scraper ring, the latter split
ring being accommodated in the same piston groove.
Except for the fire ring, all rings are positively
located in their respective grooves to prevent their
horns fouling the ports in the cylinder barrels.
Fig. D.l. Diagrammatic representation of port opening and closing
for 3D 199 and 3DA 199 Diesel engines
Fig. D.1. Diagrammatic representation of port opening and closing
for 3D 215 and 3DB 215 Diesel engines
ENGINE
The gudgeon pins are fully floating in the pistons
and operate in bushed bores in the piston body.
The gudgeon pin is positively located in the piston
by means of retaining plates at each end of the
piston bush bore.
The plates are of spring steel, being pressed into
position by means of a domed tool.
The movement of each piston is relayed to the
crankshaft through a linkage comprising of a short
piston rod, a rocker lever and a connecting rod,
there being three such linkages on either side of the
engine. The three rockers are mounted on bushes
to a common rocker shaft situated between the
cylinders and crankshaft.
On the 3D 199 Diesel engine, the rocker shaft is
secured to the crankcase by means of studs, through
bolts and self-locking nuts, the latter being tightened
to a torque loading of 250 lb. ft. (34 · 5 5 kg. m.).
On the 3DA 1 99 Diesel engine, the rocker shaft i s
saddle mounted, the shaft being supported in
cylindrical pads, and both the shafts and the pads
are located to the crankcase by means of studs and
through bolts. The shaft is secured to the crank­
case by self-locking nuts and slotted nuts, together
with saddle washers, the self-locking nuts being
tightened to a torque loading of 250 lb. ft. (34· 5 5
kg. m.).
On the 3D 2 1 5 and 3DB 215 Diesel engines the
rocker shaft is saddle mounted in j ournal type
fix ings at each end and through bolts on the two
centre supports. The rocker shaft is secured to
the crankcase by self-locking nuts on the two end
saddles, saddle washers, slotted nuts, and self­
locking nuts on the centre two through bolt sup­
ports. The centre two securing self-locking nuts
are tightened to 250 lb. ft. (34·55 kg. m . ) and the
self-locking nuts on the two end supports are
tightened at 140/145 lb. ft. ( 1 9 ·36/20·05 kg. m.).
In addition to the bush mentioned previously,
two further bushes are pressed into the rocker
lever, one at the top and one at the bottom, these
carrying the pins which connect the piston rod and
the connecting rod to the rocker. The piston rod
and the connecting rod are both forked at one end
and this end is secured to the rocker lever by pins
which are located and locked in position with pinch
bolts. The ends of the piston rod pins are sealed,
at one end by Welch plugs rolled into a permanent
seating and at the opposite end by a cup plug
retained in position by a circlip. The piston rod
pins are sealed to enable oil to be transferred
intermittently from the rocker pin to the gudgeon
pin, via a drilled hole in the piston rod.
 ENGINE
The 3 0 A 1 99 Diesel engine has an annular groove
in the gudgeon pin bush bore of the piston rod
communicating with the drilled hole in the rod and
also with the drilled hole in the top of the piston
rod for the purpose of supplying lubricating oil to
the underside of the piston head .
On the 3D 2 1 5 and 3DB 2 1 5 D iesel engines an
annular groove in the gudgeon pin bush bore of the
piston rod communicates with the drilled hole i n
the rod and also with the two holes i n the t o p o f the
piston rod for the purpose of supplying lubricating
oil to the under side of the piston head .
The rear, air side, connecting rod pin is longer
than the remainder to enable the compresso r unit
or the exhauster unit to be driven from this point.
On the 3 0 2 1 5 and 3DB 2 1 5 D iesel engines the
connecting rod pin is of a larger diameter and is
stepped at one end to enable the standard size
journal on the compressor to be fitted.
The connecting rod big ends are of conventional
design, with steel shell type bearings but the lining
material of the bearing halves differ. The lining
of the bearing half fitted to the connecting rod,
i . e . load side, is lead indium, whilst the half fitted
to the bearing cap is white metal.
The crankshaft, made from a drop forging, has
integral balance weights and is carried in four main
bearings of the steel type, the front and rear bearings
being white metal l i ned and the intermediate
bearings lined with lead bronze . Crank shaft end
thrust is taken up by separate white metal lined,
steel thrust washers, fitted on both sides of the rear
main bearing housing.
On the 30 2 1 5 and 3 0 B 2 1 5 D iesel engines the
crankshaft rear main bearing journal and "fly web"
is of a thicker section and the crankshaft pulley
journal is increased in length to accommodate the
large fan pulley.
A gear keyed to the rear of the crankshaft, drives
the 1 st idler gear which in turn transmits the drive
to the 2nd idler gear and the blower drive gear.
The 2nd idler gear transmits the final drive to the
fuel injection pump drive gear. Both idler gears
are mounted to a carrier plate secured to the rear of
the crankcase.
The blower unit i s situated on the front of the
engine, its purpose being to supply air into the
cylinders under pressure and thereby assist in
scavenging the exhaust gases and to charge the
cylinders.
A shaft connects the blower drive assembly to the
blower unit. A cam and end spring blades
'
P)ge D.S
'!'
2 :-.f
incorporated in the drive r$18!<� �.
shaft and blower unit from h' ;g
loads. All drive gears are e'�cl ·f!y h neel
- · ·
housing which also provides the , . �.4; �!::eh� - ..··
ment for the engine rear mounting brack�t� -::' ....::&o.-
....
� .. . ·
The flywheel, of cast iron, i s located on the.
crankshaft by dowels and secured by setbolts.
Bolted to the periphery of the flywheel i s a steel
starter ring.
Side covers are provided on either side of the
engine and when these are removed, access is
obtained to the rockers and pistons.
The exhatister unit, fitted to vehicles with
"Hydrovac" vacuum assisted brakes, is of the
parted, two-stroke piston type. The connecting
rod, piston and cylinder head are made of alumin­
i um, whilst the cyl inder barrel is of cast iron. The
piston has no rings, and no valves are required as
the piston controls the opening and closing of the
ports.
The compressor unit, fitted to the vehicles with
"Airpak" compressed air assisted brakes, is of the
single cylinder reci rocating piston type.
The compressor unit, fitted to vehicles with the
"Full Air" system, is of the single cylinder single
stage air cooled unit.
Information in respect of the blo;,er unit, the
fuel injection equipment, the cooling system and
the lubricating system , will be fol\n..: ; ., their ·
appropriate sections.
FUEL F I LT E R E D
E X H A U ST I N J ECTION AIR
Fig. 0.2. Commencing compression of air charge
Fig. D.2 shows the pistons commencing their
compression stroke. The exhaust piston has a
 ENGINE

i ght lead o- ·er the air piston, thus the exhaust
:ts are closeo w !": 1�.>t filtered air is still entering
_ ·ou�:;�;.- tpe air ports. The design of the latter
c..a_u ses the ai1 to swirl as it enters the cylinder to aid
c o� plete combustion. When the inlet ports close,
compressiOn commences.
As the pistons approach outer dead centre
position (this is the equivalent of bottom dead
centre on a vertical engine) the exhaust ports open
first and the exhaust gases are released (Fig. D .4)
causing an initial drop in pressure within the cylin­
der known as the "blow down" .

F I LT E R E D
Further outward movement of the pistons opens
ATO M I S E D S P R A Y
E X H A U ST OF FUEL AIR the air ports and "blow down" ends. Air from
the blower swirls into · the cylinder towards the
exhaust ports, thereby scavenging the exhaust gases
(Fig. D . 5). This continues until the pistons have
passed through outer dead centre position, the
exhaust ports close and the pistons start another
compression stroke, when the cycle is repeated.

FUEL F I LT E R E D
E X H A U ST I N J E CTOR AIR

------"' s 559

Fig. D . 3 . A i r charged compressed and fuel injected

Fig. D . 3 shows the pistons at inner dead centre

(this is the equivalent of top dead centre on a
vertical eo.giner Shortly before the pistons reach
t �S!tw n an atomised spray.of fuel oil is inj ect�d ___ _ _ j
- into the cylinder, and this is i gn-ited by the intense
heat generated by the compression of the air charge.
The resulting pressure forces the pistons apart to
provide the power stroke. Fig. D.S. Air scavenging exhaust gases and charging cylinder
.

. ;
FUE� F I LTE R E D
E X H A I:J ST I N J E CTOR AIR
•

ENGINE REMOVAL
The following procedure covers the removal and
the refitting of the engine through the cab door.

To Remove.
1. Disconnect the leads from the battery.
2. Remove the passenger squab assembly and the
driver seat cushion assembly.
3. Remove the right-hand and left-hand engine
covers together with the seats as complete assem­
blies, by removing the retaining bolts and releasing ,!
the toggle fasteners. 'I
4. Remove the floor mats, pulling the accelerator
• Fig. D.4. Exhausting burnt gases, prior t o scavenging rod away from the clip on the underside of the
 ENGINE
> accelerator pad to release mat from accelerator
linkage.
5. Remove the gaiter or seal retainers from the
handbrake lever, clutch and brake pedals, and the
steering column .
6 . Remove the floor panels and the toe panel i n the
following sequence :
(a) Left-hand floor panel.
(b) Right-hand floor panel .
(c) Centre floor panel.
(d) Toe panel.
7. Remove the hydraulic fluid supply tank from
its mounting and support the tank temporarily in
an upright position to prevent air entering the
hydraulic system.
8. Remove the n ut retaining the gear lever and lift
gear lever clear of the actuating lever.
9. Remove the centre engine cover panel and dis­
connect the gear change mechanism as detailed i n
"GEARBOX" SECTION o f the appropriate Vehicle
Workshop Manual. The support bracket for the
gear change linkage on the engine also acts as a lift
point for the engine.
10. D isconnect the engine stop control cable from
the lever on the fuel injection pump.
1 1 . Remove the heel board complete with engine
stop control cable.
"et
12. Release the quick release fasteners securing
the radiator grille panel and pull the top of the
panel forward to give sufficient clearance for it to
be lifted clear · of the locating brackets. Where
fitted, remove blanking plate.
13. Drain engine and radiator of all coolant by
opening tap located at the right-hand rear of
crankcase and the tap on the bottom left-hand
corner of the radiator. If the cooling system is
filled with anti-freeze, drain the liquid into a clean
container.
14. Remove both the right and left-hand floor and
toe panel support rail assemblies, first disconnecting
the speedometer cable from the clip on the rail and
removing the accelerator cross shaft bracket, stop
bracket and throttle cable abutment bracket from
the left-hand side rail. Suitably support cross
shaft when disconnected from l eft-hand side rail.
15. Disconnect the radiator hoses and remove the
radiator block (see "COOLING SYSTEM").
16. Disconnect the throttle cont:-vi cable at
speed control lever on the fuel injection pum-.
at the cable abutment bracket on the engine.
17. Disconnect the following items from their
connections on the engine :
(a) Fuel feed pipe from water trap to lift pump at
the water trap.
(b) Filter constant bleed and main leak-off return
pipes at the union at the right-hand rear of the
engine.
(c) Dynamo leads.
(d) Starter motor leads.
( e) Alarmostat lead from main cable harness.
(f) Depending on type of brake assistance, the pipe
from the exhauster to reservoir at the exhauster
or pipe from the compressor, at the compressor,
and the governor pipe at the compressor on
"Airpak " models.
(g) Blower pressure gauge pipe from its union on
the air outlet manifold.
(h) Heater hoses from crankcase, if fitted, and the
lower radiator hose.
(i) Di sconnect the lead at the thermometer connec­
tion located on the front top face of the crank­
case. Disconnect the lead at the oil pressure
connection, located on the filter bracket on
CBD models and on the oil cooler filter head on
CBE, CBG, CCT and CCG models.
18. Disconnect the rubber hose from the engine
air intake silencer and cleaner un it to blower inlet
manifold, by slackening clips. When "Airpak"
assisted brakes fitted, remove the air compressor
inlet pipe from the rear face of the silencer box.
Remove the air inta ke silencer and cleaner unit with
its support brackets from the left-hand chassis
sidemember.
19. Remove the fan drive assembly complete with
fan after disconnecting the spindle mounting
bracket from the bracket secured to the chassis
crossmember. Note any packing p ieces fitted at
this point, then disconnect the rear of the assembly
from the crankshaft pulley
20. Disconnect the speedometer drive cable from
the gearbox.
21. Remove the gearbox as detailed in the
"GEARBOX" SECTION of the appropriate Vehicle
Workshop Manual.
 ENGINE

22. Rer.1: ve the �dutch housing as detailed in the The dry weight of the engine i s shown under
"O�lJTCH" S ECT I ON of the appropriate Work­ "G E N E RA L I N F O RMATIO N . "
•p Ma.�ua .
l'rior to removing clutch housing, disconnect the
hydrau11c pipe at the slave cylinder and remove the
wo setscrews securing the slave cylinder to the fly­
wheel housing, then the slave cylinder can be
withdrawn and attached to the withdrawal lever.

23. Remove the jack stowage tray from the cab

rear panel by removing the four securing setscrews,
nuts and washers.

24. On left-hand drive models, remove the hand­

brake lever as detailed i n the "BRAKES" S ECTI O N
of the appropriate Workshop Manual.
25. Remove the grab handle from the passenger
door pillar and withdraw the pin securing the check
str-ap to the upper hinge. Also remove the direction
indicator light as described u nder "ELECTRICAL"
SECT ION i n the appropriate Workshop M anual.

26. Drain the oil from the engine.

27. Disconnect the exhaust pipe at the exhaust

manifold.

28. Remove, when fitted, the power steering pump

from the rear of the flywheel housing.

29. Remove the nuts from the under-side of the

rear engine mounting bolts and lift away the rebound
washer. Remove the nuts and bolts securing the
engine front mounting rubber to the engine front
cover.
30. Remove the timing plug from the front face of
the flywheel housing to avoid all risk of it becoming
damaged when the engine is subsequently placed o n
a stand.
31. With a suitable sling passed through the three
lifting eyes on the engine and using � Universal Jib
Crane, pass the sling over the hook on the j i b with
the hook as close as possible to the top of the engine.
Lift the engine clear of its mountings until the
engine is level with the door.
32. On left-hand drive models, see Fig. D.6,
swivel the engine so that the front of the engine will
lead on being withdrawn through the passenger
(right-hand)" door aperture.
O n right-hand drive m odels, swivel the engine so
that the rear of the engine will lead on being with­
drawn through the passenger (left-hand) door
aperture.
Fig. D.6. Removal of engine-left-hand drive models
Mounting Rubbers.
If the mounting rubbers have deteriorated they
must be renewed. These may be removed, after
the nuts and bolts securing them in the chassis
frame have been removed .
To Refit.
To refit the engine, reverse the removal procedure ,...
observing the following :
1 . Re-connect the electrical leads in accordance
with the wiring diagram in the appropriate Work­
shop Manual .
2. Bleed the clutch hydraulic system and adjust
withdrawal lever free movement, see "CLUTCH"
SECTION of the Vehicle Workshop Manual.
3. Renew the j oint between the exhaust manifold
and exhaust pipe flange.
 ENGINE ,Pa�e D .
.....
�....� �..
. -
4. Vent the fuel system of air, see "FUEL screwed legs R.G. 5 5-2 wili tacf.lirate thi_, operation
SYSTEM". (see Fig. D . 7) . --.

5. Refill the sump with the recommended grade of

lubricant to correct level.

6. If a replacement engine has been fitted, proceed STE E L

BAR
as follows :

It may be necessary to vary the packing pieces

fitted between the engine front mounting bracket
C R A N K S H A FT
and the fan mounting bracket and their respective PU LLEY

location on the chassis bracket. This is to ensure

correct alignment between the crankshaft pulley
and the fan bearing assembly, see also "Fan Drive
SCREWED
Assembly" under "COO LI N G SYST E M " . LEGS A N D
T H R U ST P A D
TOO L R . G .SS-2
7. Adj ust the idling speed, see " F U E L SYSTE M " .

FRONT COVER
The front cover, an aluminium casting, provides
a flange for the blower unit and also a foot for the
front mounting of the engine to the chassis.
Removal of the cover will rarely be necessary unless
the oil seal in the cover has to be renewed, or the
lubricating oil pump driving chain is to be removed .
The front covers fitted to the 3 D 1 99, 3 DA 1 99,
3D 2 1 5 and 3DB 2 1 5 D iesel engines are identical
apart from the dowel hole o n the blower unit
mounting flange. To prevent the fitting of an
incorrect blower unit, on the 3 DA 1 99, 3D 2 1 5 and
3DB 2 1 5 Diesel engines, the dowel hole in the cover
is counter bored to a diameter of 0 -437 in. ( 1 1 · 1 mm . )
a n d to a depth of 0 · 2 5 i n . (6 · 3 5 mm . ) . See Fig. D . 8 .
This counterbore accepts a dowel fitted on t he
mounting flange of the blower units for the 3 D A 1 99
3 D 2 1 5 and 3DB 2 1 5 Diesel engines only.
To Remove.
1. Remove the blower unit from the front cover, see
"AIR INTAKE AND EXHAUST SYSTE M S " .
2. Remove the water pump and dynamo driving
belts, also the fan drive assembly, see "C OO LI N G
SYSTEM" .
3 . Unscrew and remove the large setscrew and
plain washer securing the pulley on the front of the
crankshaft . The pulley may now be withdrawn,
I
Fig. D.7. Withdrawing the crankshaft pulley
4. Remove the sump.
5. Remove the n uts and bolts securing the engine
front mounting rubber to the cover.
6. Take the weight of the engine off the front cover
with the aid of jacks placed on either side of the
crankcase, at the front, with suitable wooden blocks
interposing between the jack and crankcase. Raise
the engine until the front cover i s j ust clear of the
mounting.
Note : Do not raise the engine more than necessary,
otherwise a strain will be imposed on other
components.
7. Prise the cover off its locating dowels and lift
clear, after removing the remaining securing nuts.
Inspection and Overhaul.
I nspect the front cover and make sure the small
bleed hole, situated in the base of the oil reservoir
and u sed to lubricate the blower bearings (via
chan nels i n that assembly), is clear and free from _,

but if difficulty is experienced employ a suitable obstruction. Also any carbon deposits, o i l sludge,
withdrawal tool. Use of the u niversal puller, etc . , should be removed from the oil channels and ·

Churchill Tool N o . 55 in conjunction with the reservoir in the front cover (see Fig. D . 8) .
 'a;, IJ. I U ENGINE

On fr ont covers applicable to the 3DA 1 99, 2. Renew the joint between the cover and the
3D 2 1 5 and 3DB 2 1 5 Diesel engines, ensure that crankcase.
the identification dowel is free from burrs. 3. Ensure that the sealing lip of the oil seal is
The oil seal pressed into the front cover should not damaged by the crankshaft, when the cover is
not be disturbed unless renewal is necessary. being fitted into position.

4
4. Before refitting the crankshaft pulley ensure
2
that no burrs etc. are present on the boss which
registers with the oil seal, and lightly lubricate this
face.
5. Screw in the crankshaft pulley retaining set­
screw, ensuring the 0 ·25 in. (6 · 3 5 mm.) thick
washer is in position on the setscrew, and tighten
to a torque loading figure of 1 50 lb. ft. (20 ·73
kg. m .).
6. Adj ust the water pump and dynamo or alter­
nator driving belts as described u nder "COOLING
SYSTE M " . \...._.,

TOOL R . G . 1 58A

6 7 8

I O I L F E E D TO B L O W E R D R I V E 5 OIL SEAL
G EA R S 6 FRONT COVER
2 R E S E RVO I R 7 POINT O F O I L DELIVERY
3 BLEED HOLE 8 S H A LLOW T R A N S F E R C H AN N E L
4 C O U N T E R B O R E D H O LE-
FOR 3 D A 1 99 , 3 D 2 1 5 and 3DB 2 1 5
DIESEL ENGINE

Fig. D.S. Front cover, showing control o f oil feed t o blower

bearings
(Inset shows oil path on the rear side of the cover)

When renewing the oil seal observe the following :

1 . Withdraw the original seal, employing Chur­
chill Tool R.G. 1 58A and the adaptor plate R.G. FRONT COV E R

1 58A/5 (see Fig. D .9). Fig. D.9. Removing front cover oil seal

2. Draw the new seal in from the inside of the

cover, sealing edge innermost, until the seal is
flush with the outside of its housing, again employ­ SIDE COVERS
ing Churchill Tool R.G. 1 58A and the adaptor
plate R.G. 1 58A/4. The side covers are aluminium castings, and
once removed give complete access for the removal
3. Ensure that the seal does not enter in a tilted
position by applying uniform pressure to the face of the rocker shaft assemblies, and also the piston
and piston rod assemblies.
of the seal.
The compressor unit or exhauster unit is mounted
to the air side cover (left-hand side of the engine).
To Refit.
The exhaust side cover (right-hand side of the
To refit the front cover, reverse the removal
procedure, noting the following : engine) carries the oil filler, di pstick and the
mounting brackets for the dynamo or alternator.
1 . E nsure that the locating dowels are in position Also attached to the exhaust side cover i s the engine
in the front of the crankcase . identification plate.
 ENGINE
To Remove.
Air Side Cover.
1. Remove the exhauster unit or compressor unit
as detailed in the following :
CB models fitted with an exhauster unit, see
"Exhauster Unit" of this section.
C B or CC models fitted with a compressor unit.
refer to the appropriate Workshop Manual.
2. Remove the setscrews securing the speed con­
trol bracket, to the fuel pump bracket.
3. Remove the setscrews securing the cover to the
crankcase and lift clear.
Exhaust Side Cover.
1. Remove the dynamo or alternator and mounting
brackets as detailed in this section.
2. Lift out the dipstick.
3. Remove the setscrews securing the cover to the
crankcase and lift clear of the engine.
Note : The cover securing setscrews also retain the
drain tap control bracket assembly to the
cover. The location of the bracket assembly
should be noted for correct positioning dur­
ing refitting.
To Refit.
To refit the side covers, reverse the appropriate
removal procedure, renewing the gasket between
the cover and the crankcase noting the following :
(a) When refitting the exhauster unit refer to
"Exhauster Unit" of this section .
(b) When refitting a compressor unit refer t o the
appropriate Vehicle Workshop Manual.
(c) When adjusting the water pump and dynamo
or alternator driving belts, refer to "COOLING
SYSTEM" in this manual.
FUEL PUMP BRACKET
The fuel pump bracket, an aluminium casting,
encloses the air chest, which is dowelled and
Page - -:I !:t
secured, to the top face of the cranKcase. :H'ountecf­
to the bracket on the front ' face is the fuel i njection
pump with the fuel lift pump mounted to a facing
on the left-hand side of the bracket. A further
facing on the right-hand side of the bracket accepts
the drive end of the tachometer cable, when fitted.
The fuel injection pump drive assembly is supported
at its forward end in a bush in the bracket and at the
rear end in a bush housed in an end cover secured to
the rear of the bracket.
Communicating oil drillings in the end cover and
bracket allow for the lubrication of both bushes.
A line marked o n the injection pump mounting
flange of the bracket gives the correct setting for the
timing of the pump.
To Remove.
Where this operation is carried out with the
engine in situation in the chassis, as the flywheel
housing must be removed in order to withdraw
the fuel pump bracket, first ensure that the engine
is adequately supported under the engine sump prior
to commencing this operation.
1 . Remove the fuel injection pump as indicated
under " F U E L SYST E M " .
2 . Remove the fuel lift pump a s indicated under
" FUEL SYSTEM" .
3. Remove the flywheel housing assemb!y as
indicated in this section .
4 . Withdraw the fuel i njection pump drive
assembly as indicated under "Fuel Injection Pump
Drive Assembly" of this section.
5. Remove the idler gear carrier plate as indicated
under "Carrier Plate" of this section .
6. Remove the setscrews, securing the throttle
control bracket to the side cover.
7. Remove the setscrews, bolts and nuts, together
with washers, securing the fuel pump bracket to the
crankcase, and holding the throttle control bracket
to one side, raise the bracket clear of the stud and
two dowels at the top face of the crankcase.
Inspection and Overhaul.
1 . Check that the mating surfaces of the fuel pump
bracket and crankcase are perfectly clean, smooth
and level.

E;�_am if'.e the bush in the bracket for wear.
.:c i::: b le wear is e vident on the bush above
m':i • · ·;fa c • · · r ing dimensions as shown under "GEN­
E RAL I NFOR MATION " the bush should be
replaced as indicated under "Fuel Injection Pump
Drive Assembly " in this section.
E nsure that the oil feed drillings in the bracket are
clear of obstruction. Check that the bore in the
bracket is clean and free from burrs by blowing
compressed air through the o ilways to clear any
obstruction.
3. E nsure that the oil drilling for the return of oil
from the bracket, located at the rear of the bracket,
is clear of obstruction .
To Refit.
To refit the fuel pump bracket, reverse the re­
moval procedure, ensuring that n ew joints are
fitted between the fuel pump bracket and crankcase,
and the flywheel housing and crankcase.
ROCKER SHAFT ASSEMBLIES
The steel shaft which carries the rocker levers is
drilled through the centre and then pl ugged at each
end with Welch plugs retai ned by a circlip. Th is
drilling acts as an oil gallery distributing lubricant
to each rocker lever.
ROC K E R L E V E R S CAPA B L E
O F RECEIVING PRE-F I N I S H E D WEIGHT LOCAT I O N M A R K O F
BUSHES ARE MARKED THUS MARKING ROC K E R L E V E R I N E N G I N E
Fig. D . l O . Rocker lever, showing markings
Two bolts pass through the crankcase at right
angles to the crankshaft and are referred to as
"through bolts" . These locate in the centre two
ENGINE
If holes of the rocker shaft securing it to the crank­
case.
The rocker levers are steel drop forgings, and the
arms are rifled to provide the means of lubricating
the bushes, which carry the pins linking the piston
rod and the connecting rod to the rocker lever. On
original assembly the opposing rocker levers are
fitted in pairs and sets matched by weight, i . e . , No. 1
on the air side (A. l ) is paired with N o . 1 o n the
exhaust side ( E . l ) .
D O NOT U S E LOCAT I O N O F fi I N . LOCAT I O N OF H O LLOW
DOWEL (7·94 M M .) D O W E L A N D DOWEL AND R E S P E C T I V E
I N THIS HOLE R ESPECTIVE H O LE H O L E I N T H E RO C K E R
IN T H E ROC K E R S H A FT S H A FT
C R A N KCASE ROCKER S H A FT
Fig. D . l l . Rocker shaft location, showing dowels
All new rocker levers are between the weights of
1 0 lb. 1 1 oz. and 1 1 lb. 1 oz. and the weight of each
assembly in pounds, ounces and drams, is etched o n
the side face o f the centre boss (see Fig. D . l O).
To ensure engine balance is maintained should a
rocker lever ( say A . l ) be renewed the replacement
-"'-'
should be within plus or minus 3 oz. in weight to
the opposite rocker lever (E. 1 ) i n this case. If a
replacement rocker lever within this weight toler-
ance is not available a repl acement pair must be
fitted .
Rocker Shaft Assemblies as Fitted
to 3D 199 Diesel Engines
The rocker shafts are m ounted to the crankcase
by four studs on the air side and by two studs and
the threaded end of the two through bolts on the
exhaust side. The two centre studs on the air side
are screwed i nto the heads of the through bolts.
Self-locking n uts secure the rocker shaft on the
studs.
 ENGINE
The shaft is positively located in the crankcase by
two dowels, one of which is hollow, for the purpose
of supplying l ubricant to the rocker shaft. On the
air side the hollow dowel is at the rear, whilst on the
exhaust side the hollow dowel is at the front. The
solid locating dowel is at the front on the air side
and at the rear on the exhaust side. It will be
found that both crankcase and rocker shaft are
drilled to accept two dowel sizes at this position .
The larger size hole only, located below the rocker
shaft stud, is used for locating p urposes, this
accepting the 0 · 3 7 5 in. (7 ·94 mm.) solid dowel (see
Fig. D. l l ) .
To Remove.
The rockers and their shaft must be removed as
an assembly, in the following manner :
1 . Remove the side covers as previously described
in this section.
Note : Before continuing the removal operation, the
rockers should be marked to ensure, on re­
fitting, their original relationship in the
engine is retained, thus safeguarding against
an unbalanced engine. Chalk or etching can
be employed, but under n o circumstances
should the rockers be stamp marked .
Rocker levers should be already marked on the
top arm (see Fig. D . I O) if not, mark the rockers and
rings from the front of the engine : A. I , A . 2 and A . 3
on the air side ; E . l , E . 2 and E . 3 o n the exhaust side.
2. Remove the upper pipe of the two on the
exhaust side of the engine between the oil pump and
the crankcase.
3. U n screw and remove the pinch bolts in the
forks of the piston rods. The connecting rod
pinch bolts are withdrawn from the underside of the
rods, once the self-locking nuts have been removed.
The pinch bolts locate and secure the pins l inking
the respective rods to the rockers.
4. Tap out the pins, taking care not to distort the
Welch plugs in the ends of the piston rod pins.
5. Remove the self-locking nuts and distance
pieces retaining the rocker shaft in position .
Note : I f t h e crankshaft is rotated with the rockers
removed, the connecting rods will drop and
eventually jam. To prevent this occurring,
support the rods w ith rubber bands fitted
over the rocker shaft studs as shown at
Fig. D . l 2.
l: -� J ..
' ..
6. Slide the rockers and the distance rings- f}ff
shaft. .,.
RU BBER BANDS
CO N N E CT I N G R O D S
Fig. D.l2. Method of supporting connecting rods
Inspection and Overhaul.
1. Rockers. I nspect the rockers for cracks,
and, if detected, the rocker lever (say A . l ) m ust
be renewed, but care must be taken to ensure the
replacement rocker is within plus or minus 3 oz. of
the weight of the opposite rocker lever (E. l in this
case).
Note : Should a condition arise whereupon a
replacement rocker lever is not available
within the aforementioned weight tolerance,
a replacement pair must be fitted.
The rocker lever bushes should be examined for
wear. If appreciable wear is evident on the centre
bush, and the top and bottom rocker lever bushes
above manufacturing dimensions as shown under
"GENE RA L INFORMATI ON " , they should be
replaced . U se Churchil l Tool R . G . 1 6 1 B and
Adaptor Set 1 6 1 B- 1 for removing and refitting new
bushes . When operating this tool, hold the tom my
bar rigid and rotate the wing nut clockwise.
Note : To identify rocker levers capable of receiving
new pre-finished bushes, they are etched with
the letter "E" on the face of the centre boss
adjacent to the weight markings (see Fig.
D . I O) .
New bushes are o f the pre-finished type, thus
require no scraping after being pressed into position.
These bushes are tin plated on their o uter diameter
for ease of fitting.
 ENGINE

5r-g Rocker Levers. U sing Churchill detailed below. When the top bush is posi­
. R.G. 1 6 1 B (see Fig. D . 1 3) with Adaptor Set tioned as shown in Fig. D . l 8 the intersection
K ' · 1 6 1 5...; 1 , re-bush the rockers as shown i n Figs. point of the oil grooves in the bush, i.e. the
D . t 4, D . l 5, D . l 6 and D . l 7. U se adaptors as centre of the oil slot matches the oil hole i n the
deLa.iled below : rocker lever. When the bottom bush is
positioned as shown in Fig. D . l 8 the centre of
the radius on the top of the oil slot in the bush
coincides with the centre of the oil hole in the
rocker lever. Therefore, these are the respective
positions, in which the pencil line should be
drawn through the oil slots on the o utside
diameter of the top and bottom bushes prior to
fitting, to assist correct oil hole to slot alignment
in the rocker.
Note : The drilled hole through the rocker lever
eyes on the crankshaft side is not an oil
hole.

MAIN TOOL T O P O R BOTTOM A D A PTOR N U T

OF R.G. 1 6 1 B ROC K E R B U S H R . G . 1 6 1 B- I /2

I M A I N T O O L OF R . G . 1 6 1 B 5 ADAPTOR N U T R . G . 1 6 1 B/2
2 BODY S U P P O RT R . G . 1 6 1 B/4 6 BODY S U PPORT R . G . 1 6 1 B/5
3 P I LOT G U I D E R . G . 1 6 1 B- I / I 7 P I LOT G U I D E R . G . 1 6 1 B- I /3
4 T H R UST RACE STOP R . G . 1 6 1 B/3 8 A D A PT O R N UT R . G . 1 6 1 B- I /2

Fig. D. 1 3. Components of Churchill Tool R.G. 1 6 1 8 and Adaptor

Set R.G. 1618-1

To Remove Top and Bottom Bushes (see Fig.

D . l 4) .
Use adaptors . B O D Y S U P P O RT ROC K E R
R . G . 1 6 1 B/5 LEVER
(a) Body Support R.G. 1 6 1 8/5
Fig. D.14. Removing top and bottom rocker lever bushes
(b) Adaptor Nut R . G . 1 6 1 B- l j3 .
Note : Each adaptor i s stamped with i t s own
respective detail number. When refitting (c) I n the case of the centre boss, the pencil line
the new b ushes observe the following : must be drawn o n the boss face at 90 ° to a
centre line passing through the two outer bushes.
(a) After withdrawi ng the old bushes, ensure that
A further pencil line is drawn in the centre bore
the oilways are clear in the rocker lever. The
on the inner crankshaft side of the rocker, and
rocker lever bores should be checked to ensure
this line is to coincide with the one o n the boss
they are free from any burrs . These can be
face. The line drawn in the centre bore passes
removed by lightly applying a hand stone.
through the oil grooves in the rocker lever. Draw
(b ) To en sure correct oil hole to slot alignment a similar pencil line on the outside of the centre
between the rocker and the top and bottom bush, passing through the centre of the oil slots.
bushes, draw a pencil line in the bush bores It will be observed that the distance of the oil
through the centre of the oil holes and extend it slots to the end of the bush is greater at one end
across the face of the bosses (see Fig. D . l 8). than it is at the other ; ensure that the oil slots in
Similar l i nes should then be drawn along the the bushes correspond with th� oil grooves in
length of the bushes, on the outside diameter the rocker centre bore ( see Fig. D . l 9 i n this
and through the oil slots in the positions as section) .
 ENGINE

(d) Draw in the bushes. Ensure the pencil lines are
in alignment. Make sure the oil slots in the
centre bush are on the inner crankshaft side of the
rocker lever.
(e) Before finally drawing the bushes home, slacken
off the wing nut of the Churchill • 1-:1 _, t
1 6 1 B and clean off any swarf removed froh,
outside of the bush. Continue dl a'wing e
bush into position . B low compressed air '
through the oilways in the rocker to clea.r a11y
obstruction.

PENCIL LINE
PENCIL LINE O N OUTSIDE
O N O U TS I D E D I A M ET E R O F
D I A M ET E R O F BUSH
BUSH

PENCIL LINE

PENCIL LINE

BOTTOM B U S H FITTED
T O P B U S H FITT E D

Fig. D . 1 8. Rocker lever top and bottom bush oil slot alignment

PENCIL LINE ON
LARG E R D I STA N C E CENTRE O U TS I D E D I A M ET E R PENCIL LINE
F R O M E N D FACE BUSH OF BUSH O N B O S S FACE

ROC K E R CENTRE LINE THROUGH

LEVER ROC K E R L E V E R B O R E S

Fig. D.19. Rocker lever centre bush oil slot alignment

Pag• �.16
• ENGINE

A D A PTOR N UT
M A ! N. TO O L
,O F I< . G . 1 6 1 B
BODY S U PPORT
R.G. 1 6 1 B/4 R . G . 1 6 1 B/2 To Remove Centre Bush (see Fig. D . l 5).
U se adaptors :
(a) Body Support R.G. 1 6 1 B/4
(b) Adaptor Nut R.G. 1 6 1 B/2.
To Refit Top and Bottom Bushes (see Fig. D . l 6).
Use adaptors :
(a) Body Support R.G. 1 6 1 B/5
(b) Pilot Guide R.G. 1 6 1 B- 1 /3
(c) Adaptor N ut R.G. 1 6 1 B/2
(d) Thrust Race Stop R.G. 1 6 1 B/3 .
To Refit Centre Bush (see Fig. D . 1 7).
Use adaptors :
(a) Body Support R.G. 1 6 1B /4
ROC K E R CENTRE (b) Pilot Guide R.G. 1 6 1 B- 1 / 1
LEVER BUSH
(c) Adaptor Nut R.G. 1 6 1 B/2
Fig. 0 . 15. Removing rocker lever centre bush (d) Thrust Race Stop R.G. 1 6 1 B/3.

I M A I N TOOL OF R . G . 1 6 1 B 5 TOP OR BOTTO M ROC K E R B U S H

2 P I LOT G U I D E R . G . 1 6 1 B- I /3 6 RO C K E R L E V E R
3 T H R U S T RACE S T O P R . G . 1 6 1 B/3 7 B O D Y S U PPORT R.G. 1 6 1 B/5
4 ADAPTOR N U T R.G. 1 6 1 B/2

7 6

Fig. 0.16. Fitting top and bottom rocker lever bushes

.!
2 4
L

I M A I N TOO L OF R . G . 1 6 1 B
2 B O D Y S U PPORT R . G . I 6 1 B/4
3 CENTRE BUSH
4 T H R U ST R A C E S T O P R . G . 1 6 1 B/3
5 A DAPTOR N UT R . G . 1 6 1 B/2
6 P I L O T G U I D E R.G. 1 6 1 B- I / I
7. ROC K E R L E V E R

7 6

Fig. 0. 1 7. Fitting rocker lever centre bush

 ENGINE Pa ).17

2. Rocker Shaft. The rocker shaft should be Replacement piston rod (top rock .t) pins are
measured for wear in the region upon which the supplied with plugs at either end. At o�e enct
rocker lever bushes operate and renewed if appreci­ a cup plug is fitted which is retained in position by
able wear is evident when compared with an unworn a circlip (see Fig. D.20) and at the opposite �nd a
.
portion. Welch plug is rolled into its seat in the pin o n
Ensure that the oil holes i n the shaft, which supply initial assembly a n d this plug must n o t b e removed
lubricant to the rocker lever centre bushes are clear from the pin .
and free from obstructio n . Flush in a paraffin bath
to ensure that the centrall y drilled oilway is clean
and free from deposit.
Inspect the four "flats" on the rocker shaft,
which when assembled, mate with the crankcase
registers on the exhaust side and the two crankcase
registers and through bolt flange heads on the air
side. Contact marking, if present, is permissible
and the surface should be lightly "stoned off" with
a slip stone. The above applies also to the mating
faces in the crankcase and also the through bolt
flange heads.
Inspect the rocker shafts for cracks, also the
dowel holes in the shaft for elongation and any
radial cracks. If present, renew the shaft.

3. Rocker Shaft Dowels. Inspect the crankcase to

rocker shaft dowels (solid and hollow) for any
suggestions of wear and especially the hollow dowel
for signs of cracks, which if present, denotes the s. 1 4 56.
offending dowel(s) should be renewed.
Fig. 0.21. Churchill Tool R.G. 275-Top rocker pin cup plug
replacer and hooked rod
CIRCLIP CUP PLUG

When performing an overhaul, it is necessary to

clean out internally the original piston rod (top
rocker) pins, if the pins are to be u sed agai n . This
is accomplished by removing the cup plug and cir­
clip when it is then possible to thoroughly clean out
the bore of the pins.

To assist in the operation of cup plug replace­

ment, it is recommended that the Churchill Tool
R.G. 275-Top Rocker Pin Cup Plug Replacer be
employed. This tool consists of two items, R . G .
275/ 1 i nserter a n d R.G. 275/2 support. I n order t o
extract the c u p plug it will b e necessary t o manufac­
Fig. 0.20. Rocker lever pin-top
ture a hooked rod from 0 · 1 87 5 in. (4 · 76 mm.) dia­
meter rod to an approximate length of 8 5 in. ·

4. Rocker Lever Pins. E xamine the pins for wear.

(2 1 5 ·9 mm.), bending one end over at 90 ° (see Fig.
lf the rocker bushes have been renewed, it is
D.21).
advisable to renew the pins also.
Note : When examining the rear air side connecting
Proceed a s follows :
rod pin, do not forget to check for wear in the
region on which the exhauster or compressor (a) Remove the circlip, retaining the cup plug, from
connecting rod operates. the top rocker pin .

.,
 ENGINE
��m through the centre of the cup plug using a
� ·25 in. (6 · 3 5 mm.) diameter drill. The support
_ KG. 275/2 may be used for firmly seating the
·t ·l"ocker pin before drilling and the rocker pin
p revented from rotating by using the straight
end of the hooked rod through the o i l drilling
in the pin.
Note : Do not disturb the large Welch plug
fitted to the opposite end of the rocker
pin, this being rolled into its seat on
initial assembly and must not be removed .
Fig. D.22. Removing cup plug from top rocker pin
( c) Insert the hooked end of the rod into the 0·25 in.
(6 · 3 5 mm.) hole in the cup plug and grip the
length of rod in a vice . By tapping o n the end
of the rocker pin with a copper hammer, the
cup plug can be removed. (See Fig. D . 22.)
(d) Thoroughly wash out the bore of the rocker pin
in clean paraffin.
(e) Resting the rocker pin on the support, R.G.
275/2, i nsert a new cup plug into the open end of
the rocker pin. Note that the lip of the cup
faces upwards . Place the inserter, R.G. 275/ 1 ,
into the cup plug and b y means of a hand press,
press on the inserter until its shoulder locates on
the top face of the rocker pin. (See Fig. D.23.)
(f) With the i nserter removed, fit a new circlip,
ensuring that it seats in the bottom of its groove
and that the lugs do not bear on the cup plug.
(g) Repeat the operations as detailed in paras. (a),
(b), ( c) , (d), ( e) and (f) on the remaining rocker
pins.
(h) Test the pins for oil tightness as detailed below.
The piston rod pins should be checked for
leakage around the plugs, which form the end
seals of the pin, as it is appreciated that any
leakage at these points would allow an excessive
amount of oil to be deposited into the cylinder
barrels. To check the sealing of the piston rod
(top rocker) pins, proceed as follows :
(i) Fill the pins with clean engine oil and apply
line pressure, 80 lb. sq. in. (5 · 63 kg. sq.
cm.) maximum-60 lb. sq. in. (24 · 2 kg. sq.
cm.) m inimum, through the drilling in the
pm.
( i i) Should excessive leakage be detected at
the cup plug, it should be renewed, as in
preceding paras. (a), (b) , ( c) , (e) and ( /),
and the pin re-tested.
Where excessive leakage is occurring
around the fixed plug at the opposite end,
the pin should be renewed.
(iii) The pins will be serviceable where only
slight oil dampness is noted at the plugs,
whilst under the pressure test.
L
5. 145 7,
Fig. D.23. Pressing new cup plug into top rocker pin
using Churchill Tool R.G. 275
5. Through Bolts and Rocker Shaft Studs. The
through bolts and studs should be renewed if they
have stretched or if their threads are damaged
beyond repair.
 ENGINE Pa

Note : If the original through bolts are being lathe, ensuring that the rear face oi the +l
subsequently refitted again, upon removal, bolt flange is running true with the face n

they must be marked to ensure they are chuck.

fitted in their original positions, thus re­
Note : The existing centres of the cr"'.nY.ca�l!
taining the correct relationship between the
through bolt must under no circumstances
machined faces. To remove through bolts,
be employed during this work .
proceed as detailed in para. (a) following.
A trial cut should be carried out across the
If however, on i nspection a through bolt is found
front face of say 0 · 005 i n . (0 · 1 3 m m .) and then a
to be worn or damaged in any way, renew as
measurement of the thickness of the flange head
follows :
taken at each of the respective corners (as for
(a) To Remove Through BoJts. Remove the blower the original through bolt), to see that parallelism
drive shaft (see "AI R INTAKE AND EX­ is being maintained between the front and rear
HAUST SYSTEMS"). faces . When satisfied that this is so, the head
Remove the rocker shaft stud from the should be machined down to produce a uniform
through bolt head as indicated in this section . thickness equivale n t to the largest dimension
// obtained from the original through bolt head.
Remove the cheese-headed setscrew securing
the head of the bolt to the air side of the crank­ (d) To Refit Through Bolts. Ensure that the rear
case. face of the through bolt head and mating face
Employing a hide mallet on the threaded end of the crankcase are clean and free from foreign
of the bolt, lightly tap the crankcase. matter. Refit the through bolt, fit the exhaust
rocker shaft and tighten all self-locking securing
(b) Measuring Flange Head of Original Through
nuts to a torque loading of 250 lb. ft. (34 · 5 5
Bolt. With the through bolt removed, the
kg. m . ) .
flange head should now be accurately measured
over its four corners, by means of a m icrometer Note : Before proceeding, clean the four rocker
(see Fig. D . 24) in the positions shown by the shaft mounting faces, so as to ensure a
letter "A" . true and distinguishable "marking blue"
transference.
0 - 1 i n . M I C R O M ET E R

By means of a straight edge of suitable length,

with a film of "marking blue" applied to its
leading edge, "lead in" the straight edge,
resting its left-hand end on the integral datum
face "A" (see Fig. D . 25). Holding the straight
edge firmly against thi s point, gradually move
the right-hand end towards the integral datum
face of the new through bolt "C" (in this case).
Bearing in mind that the flanged head of the
new through bolt has been machined to the
maximum thickness of the original, it will be
found that this new face will stand "proud" of
the remaining rocker shaft mounting surfaces.
Note : The straight edge "lead in" must be effect-
T H R O U G H B O LT 1 · 5 in. ( 3 8 · 1 0 m m . ) D I A M ET E R
FLAN G E FACE BEARING ed so as to contact the opposite datum
face to the through bolt being replaced.
Fig. 0.24. Measuring flange head o f through bolt
That is, if fitting a new through bolt "B"
(see Fig. D .25) the straight edge should be
(c) Preparing the New Through Bolt for Fitting. held firmly against datum face "D".
Having obtained the four required measure­ Conversely, as above, if the through bolt
ments from the original bolt, mount the new "C" is being renewed, datum face "A"
component, by the 1 · 5 in. (38 · 1 0 mm.) diameter should be used as tthe foremost contact
.
bearing (see Fig. D . 24) in a four jaw chuck of a pomt.
P, ;e D.20 ENGINE

Wher. changing both through bolts "B" and should be performed, and any further surplus
· 'C' (see Fig. D . 25) it is strongly recommended metal filed off until final " blue" markings are
tbat they should be fitted one at a time, that i s obtained, as shown in Fig. D .26. This indi­
b y fitting through bolt "B" first with bolt "C" cates that the revised face is to the tolerance
still tightened i n position, or vice versa. Do required of plus or minus 0 · 005 in. (0 · 0 1 3 mm .)
not attempt to file datum faces "A" and "D" when the "blue" marking is obtained across all
as these are machined parallel to the crankshaft four faces. The faces must also be parallel with
centre line and would adversely disturb rocker the crankshaft to within 0·002 in. (0 ·05 1 mm.).
shaft alignment.
The whole surface area of the new through
INTEGRAL
DAT U M No. I
THROUGH
B O LT
N EW
THROUGH
INTEGRAL
DAT U M bolt face "C" is now perfectly flat and exactly
F A C E "A" CY L I N D E R "B" B O LT " C " FACE "D"
in line with the integral datum faces "A" and
"D" and the other undisturbed through bolt "B'
(see Fig. D . 25).
To complete this operation , the side faces or
"fiats" of the through bolt head (see Fig. D . 26),
which have between 0·002/0 ·020 in. (0 ·05/
0 · 5 1 mm.) of surplus metal left on each side for
removal in situ, should be filed down level with ·\.___.
the adjacent portions of the crankcase. Under
no circumstances should the side faces or "flats"
be allowed to stand "proud" of the faces of
the crankcase, or any metal filed from the
crankcase faces .

.
ST R A I G H T E D G E
N EW
Fig. D.25. Checking alignment of the flange head of the new N o . I C Y LI N D E R T H R O U G H B O LT
through bolt

Holding the left-hand of the straight edge

firmly on the datum face "A", move the other
end up and down to produce a satisfactory
"marking blue" transference, which at this
stage should only be noticeable down one side
of the face of the new through bolt head "C" .
This gives all the indication required as to the
area, from which the surplus metal should be
removed, or the amount standing "proud" of L
the remaining rocker shaft mounting surfaces.
Note : The straight edge is much preferred i n
t h e above operation for obtaining accu­
rate results, but in its place the air side
rocker shaft can be used to obtain a FINAL "BLUE"
MARKINGS
S I D E FAC ES TO B E
F I L E D F L U S H WITH
"blue" marking, after the two locating M AC H I N E D FAC E S ON
C R A N KCASE
dowels have been removed from the
crankcase assembly, so as to permit Fig. D.26. Final alignment check on the flange head of the new
through bolt
freedom of movement between the rocker
shaft and mounting studs.
The through bolt should now be withdrawn (e) Rocker Shaft Studs. There are six studs fitted
and by a delicate filing operation all surplus to secure the rocker shafts and with the two
metal indicated by the "blue" marking should threaded ends of the through bolts on the
be removed . A recheck with the straight edge exhaust side, provide eight clampings for the
and marJ9.ng blue, using the same procedure, two rocker shafts.
 ENGINE Page I; it

To remove and refit the rocker shaft studs,
proceed as follows :
To Remove. Rocker shaft studs can be
removed from either the crankcase or the
through bolt heads by the application of two
nuts locked on the thread and u nscrewi ng in an
anti-clockwise direction.
C R A N KCASE O R T H R O U G H
BOLT H EA D
tapped thread, which is about to e11te1 · s c v n
and free from foreign matter. Oil sh oul d lx
applied to the thread to assist fitting. An t he
studs have a locking torque of 200 to 220 lb. ft.
·
(27 · 64 to 30-40 kg. m . ) on the last thread s .
Rocker shaft studs are an interference fi t into
both the crankcase and through bolt heads and
as such may require a considerable effort to refit.
It is essential that they are screwed fully "home"
ROC K E R S H A FT STU D
and below the shaft mounting face, as indicated
at "A" (see Fig. D . 27), which must be a mini­
mum clearance of 0 ·0 1 5 in. (0 · 3 8 mm.) or the
rocker shaft will not seat correctly, but will bear
on the studs.

6. Self-locking Nuts. Renew all self-locking nuts

when replacing rocker shafts .

C L E A R A N C E "A" M U ST BE 0 ·0 1 5 i n . (0·38 m m .) M I N I M U M
Fig. D.27. Fitting rocker shaft studs
To Refit. One end of the rocker shaft stud has
a larger diameter than the other. Thi s large
end is screwed into the crankcase or through bolt
head as required , but before doing so ensure the
To Re-assemble.
An identical method of assembly may be used for
both shafts .
Slide the rockers on to the shaft with a distance
ring on either side of the centre rocker. The
curved arm of the rocker must be to the top of the
engine, and to check this observe th following :
Lay the assembly on the outside of the rocker
arms (as fitted to the engine) and observe the

C U RV E D A R M O N +,; i n . ( 7 · 9 4 m m . ) H O L E F O R
ROC K E R L E V E R SOLID DOWEL

P. I S I
H O LLOW D O W E L D I STA N C E
HOLE RING
Fig. D.28. Rocker shaft assembly
Page D.22
position of the hollow dowel hole in one end of the
shaft ; this should be uppermost and on the same side
of the shaft as the curved rocker arm (see Fig. D . 28).
Note : The rockers must be assembled to the shaft
so that when the assemblies are refitted to
the engine the rocker marked A. l (as detailed
under "To Remove") must be opposite the
rocker marked E . l , and so on, to enable the
original engine balance to be maintained .
This is accomplished as follows :
Air Side : Locate rocker marked A . l at
the opposite end of its shaft to the hollow
dowel hole, i.e. the larger hole .
Exhaust Side : Locate the rocker marked
E . l at the same end of the shaft as the hollow
dowel hole.
To Refit.
Although the rocker shaft assemblies are identical
the position of the distance rings differ between the
two sides. This is due to the hollow dowel for the
rocker shaft lubrication being l ocated at the rear
on the air side and at the front on the exhaust side.
D I STAN C E H O LLOW
RINGS DOWEL
E X H A U ST S I D E
Fig. D.29. Rocker shaft assemblies fitted to engine
1 . Space the rockers and the distance rings on the
shaft so as to fit between the crankcase webs in the
following manner, noting that on the air side the
hollow dowel hole, i .e. the larger hole, is at the rear,
whilst on the exhaust side it is at the front.
(a) Air Side. A. I and A .2 rockers with a distance
ring at the rear. A.3 rocker lever with n o ring
(see Fig. D .29).
ENGINE
(b) Exhaust Side. E . l rocker lever with no ring.
E.2 and E . 3 rockers with a distance ring at th e
front (see Fig. D . 29).
2. Slide the shaft assemblies on to the studs until
they abut the dowels . The shaft will then have
to be lifted slightly to engage the dowels.
3. Fit the self-locking nuts and, where required,
the distance pieces, i.e. all the studs on the air side
and the front and rear studs on the exhaust side.
It is important that the nuts be tightened to a torque
loading of 250 lb. ft. (34 ·55 kg. m.) starting at the
centre and working outwards.
4. Fit the pins linking the piston rod and the
connecting rod to the rocker. Slide in the pins
until the grooves line up with the pinch bolt holes
in the fork of the rods.
Insert the connecting rod pinch bolts from the
underside of the rod, which has a machined flat to
locate the head of the pinch bolt. Tighten the
pinch bolts, using new self-locking nuts (see Fig.
D . l 06). Use new spring washers on the piston rod
D I ST A N C E H O L LO W
RINGS DOWEL
FRONT
OF
ENGINE
E X H A U ST E R U N IT
TAK E-O F F PI N
AIR SIDE
pinch bolts, which are replaced from the top and
screwed into the piston rod.
Note the following :
(a) The hole at the outside of the piston rod (top
rocker) pin must line up with the hole drilled
in the piston rod fork (see Fig. D . 30). This is
ensured by the following method of location .
 ENGINE
The pinch bolt holes i n the piston rod fork
ends are drilled at unequal distances from the
centre of the piston rod (top rocker) pin bore.
The pinch bolt holes align with deep and
shallow grooves cut in the piston rod pins, thus
the pins can only be fitted one way round, when
the pinch bolts will locate and the oilways line
up. The deep groove on the piston rod pin
goes to the side of the piston rod, which carries
the oil drilling.
Fig. D.30. Lubricating oilway formed in the piston rod and pin,
feeding to the gudgeon pin
(b) Screwdriver slots are provided in the piston rod
and connecting rod pins to assist in lining up the
pinch bolt grooves.
(c) The rear, air side, connecting rod pin is longer
than the others. Fit the pin so that it protrudes
to the rear (see Fig. D . 29) .
(d) Tighten the connecting rod pinch bolt nuts to a
torque loading of 1 7 lb. ft. (2 ·34 kg. m . ) using a
torque wrench in conjunction with the socket
adaptor, Churchill Tool R . G . 206 (see Fig.
D . l 06), and the piston rod pinch bolts to a torque
loading of 14 to 1 6 lb. ft. ( 1 ·93 to 2 · 2 1 kg. m . ) .
5. When a replacement rocker lever h a s been
fitted, move the rocker lever inwards and ascertain
that the upper rocker web has a side clearance when
sliding in the slotted end of the cylinder barrel
assembly.
6. Refit the oil pipe to the exhaust side of the
crankcase.
7. Refit the side covers as detailed in this section.
Page D.23
Rocker Shaft Assemblies as Fitted
to the 3DA 199 Diesel Engines
The steel shaft, which carries the rocker levers,
is drilled through the centre and then plugged at
each end with a Welch plug retained by a circlip.
This drilling acts as an oil gal lery, distributing
lubricant to each rocker lever.
Two bolts pass through the crankcase at right
angles to the axis of the crankshaft and are referred
to as "through bolts" . These bolts are threaded
at each end.
The rocker shafts are each supported in four
cylindrical pads which are located to their respective
faces on the crankcase, the two centre pads on the
air side also locating in recesses in the through
bolts. The rocker shafts and cylindrical pads are
mounted to the crankcase on each side by two studs
and the threaded ends of the two through bolts. On
the air side, saddle washers together with self­
locking n uts secure the rocker shaft to the studs and
saddle washers and slotted n uts, with split pins, to
the through bolts. On the exhaust side, saddle
washers together with self-locking nuts secure the
rocker shaft to the studs and through bolts.
2
I C R A N KCASE 4 OIL L U B R ICATION HOLES IN
2 C Y L I N D R I C A L PADS C R AN KCASE, PAD AND S H A FT
3 LOCAT I O N OF S O L I D D O W E L 5 ROC K E R S H A FT
A N D R E S PECTIVE H O L E S I N
P A D A N D S H A FT
Fig. D.3 1 . Rocker shaft location-air side
Each rocker shaft is positively located to the
crankcase by a solid dow�l, retained in the crank­
case, passing through t � te cylindrical pad and
·
entering the rocker s� . . On the air side, the
dowel is located in fthi rear pad mounting face and
on the exhaust side, the dowel is located in the
front pad mounting face. Adjacent to each dowel
is a drilling through which lubricant is supplied,
via a drilling in the cylindrical pad to the rocker
shaft. (See Fig. D . 3 1 .)
P age D.24
To Remove.
The rockers and their shaft m u s t be removed as
an assembly, in the following manner :
1 . Remove the side covers as detailed under
"SI D E COVERS".
ROC K E R L E V E R S C A P A B L E
O F R E C E I V I N G P R E· F I N I S H E D WEIGHT
B U S H ES A R E M A R K E D T H U S MARKING
Fig. D.32. Rocker lever, showing markings
Note : Before continuing the removal operation, the
rockers should be marked to ensure, on re­
fitting, their original relationship in the
engine is retained, thus safeguarding against
an unbalanced engine. Marking of the
rockers must only be applied in the area
shown in Fig. D . 32, and neither electrical
etching nor stamping must be used. It i s
recommended that chalk o r vibro etching b e
employed for marking purposes.
Rocker levers should already be marked
on the top arm as indicated in Fig. 0 . 32 if
not, mark the rockers and rings from the
front of the engine : A. l , A.2 and A . 3 on
the air side ; E . l , E.2 and £.3 on the exhaust
side.
2. Remove the upper pipe of the two on the
exhaust side of the engine between the oil pump and
the crankcase .
3. oscrew and remove the pinch bolts in the
forks of the piston rods. The connecting rod pinch
bolts are withdrawn from the u nderside of the rods,
once the self-locking nuts have been removed. The
pinch bolts locate and secure the pins linking the
respective rods to the rockers .
ENGINE
4. Tap out the pins, taking care not to distort the
plugs in the ends of the piston rod pins.
5. With the split pins removed from the slotted
nuts, remove the self-locking n uts, slotted nuts and
saddlewashers retaining the rocker shafts in position.
Note : The self-lock ing nuts are tightened to a torque
LOCAT I O N M A R K O F loading of 250 lb. ft. ( 34 · 5 5 kg. m . ) .
ROC K E R L E V E R I N E N G I N E
6. Grasp each shaft in turn a t either end and ease
it off the locating dowels, then lift clear.
Note : I f the crankshaft is rotated with the rockers
removed, the connecting rods will drop and
eventually jam . To prevent this occurring,
support the rods with rubber bands fitted
over the rocker shaft studs and the ends of
the through bolts as shown in Fig. 0 . 3 3 . .r
7. Remove the cylindrical pads from the studs
and through bolts.
8. Slide the rockers and the distance rings off the
shaft.
R U B B E R BANDS
C O N N ECT I N G R O D S
Fig. D.33. Method of supporting connecting rods
Inspection and Overhaul.
1 . Rockers. Inspect the rockers for cracks, and,
if detected, the rocker lever (say A . l ) must be
renewed, but care must be taken to ensure the
replacement rocker is within plus or minus 3 oz
of the weight of the opposite rocker lever (E. l i n
this case) .
Note : Should a condition arise whereupon a re­
placement rocker lever is not available within
this weight tolerance, a replacement pair
must be fitted .
 ENGINE Page;D.25

The rocker lever bushes should be examined for To Remove Top and Bottom Bushes (see Fjg.
wear. If appreciable wear is evident on the centre D . 3 5) .
bush and the top and bottom rocker lever bushes
above manufacturing dimensions as shown · under U se adaptors :
"GENE RAL I NFORMAT I O N " , they should be
replaced. Use Churchill Tool R . G . 1 6 1 B and
(a) Body Support R . G . 1 6 1 B/5
Adaptor Set R.G. 1 6 1 B- 1 for removing and refitting (b) Adaptor N ut R.G. 1 6 1 B- l f3 .
'·(·�-..
new bushes. When operating this tool, hold the · · -··

tommy bar rigid and rotate the wing n ut clockwise.

TOP O R
M A I N TOO L BOTTO M ADAPTOR
Note : To identify rocker levers capable of receiving OF R.G. 1 6 1 B ROC K E R B U S H N UT

new pre-finished bushes, they are etched with

the letter "E" on the face of the centre boss
adjacent to the weight markings (see Fig.
D. 32) .

New bushes are o f the pre-finished type, thus

require no scraping after being pressed into position.
These bushes are tin-plated on their outer diameter
for ease of fitting.

BODY S U P P O R T ROCKER
LEVER

Fig. D.35. Remove top and bottom rocker lever bushes

Note : E� ch adaptor is stamped with its own

-respective number. When refitting the
new bushes observe the following :

(a) After withdrawing the old bushes, ensure that

the oilways are clear in the rocker lever. The
rocker lever bores should be checked to ensure
that they are free from any burrs . These can
be removed by lightly applying a hand stone.

(b) To ensure correct oil hole to slot alignm ent

between the rocker and the top and bottom
bushes, draw a pencil line in the bush bores
through the centre of the oil holes and extend it
I M A I N TOOL O F R . G . 1 6 1 B 5 A D A P T O R N UT R . G . 1 6 1 B/2
across the face of the bosses (see Fig. D . 39) .
2
3
BODY S U P P O RT R . G . 1 6 1 B/4
P I LOT G U I D E R.G. 1 6 1 B- I / I
6
7
BODY S U PPORT R . G . 1 6 1 B/5
P I LOT G U I D E R.G. 1 6 1 B- I /3
Similar lines should then be drawn along the
4 T H R UST RACE STOP R . G . 1 6 1 B/ 3 8 A D A PTO R N UT R . G . 1 6 1 B- I /2 length of the bushes, on the outside diameter
and through the oil slots in the positions as
Fig. D.34. Components of Churchill Tool R.G. 1618
and Adaptor Set R.G. 1 6 1 8- 1 detailed below. When the top bush is posi­
tioned as shown in Fig. D . 39 the intersection
point of the o i l grooves in the bush , i.e. the
Re-bushing Rocker Levers. Using Churchill Tool centre of the o i l slot matches the oil hole in the
R . G . 1 6 1 B (see Fig. D . 34) with Adaptor Set rocker lever. When - the bottom bush is
R . G . 1 6 I B- l , re-bush the rockers as shown in Figs. positioned as shown in Fig. D . 39 the centre of
D . 3 5 , D . 36, D . 3 7 and D . 3 8 . U se adaptors as the radius on the top of the oit slot in the bush
detai led below : coincides with the centre of the hole in the
/r �ie n.26 ENGINE
I
rocker lever. Therefore, these are the respec­
� tive positions, in which the pencil line should be
drawn through the oil slots on the outside
diameter of the top and bottom bushes prior to
fitting, to assist correct oil hole to slot align­
ment in the rocker.
Note : The drilled hole through the rocker lever
eyes on the crankshaft side is not an oil
hole.
(c) I n the case of the centre boss, the pencil line
must be drawn on the boss face at 90 ° to a
centre line passing through the two outer bushes.
A further pencil line is drawn in the centre bore
on the inner crankshaft side of the rocker, and
this l ine is to coincide with the one on the boss
face. The line drawn in the centre bore passes
through the oil grooves in the rocker lever.
Draw a similar pencil line on the outside of the
centre bush, passing through the centre of the
oil slots. It will be observed that the distance
!1:, ,:: 0f the oil slots to the end of the bush is greater
i;· at one end than i t is at the other ; ensure that the
oil slots in the bushes correspond with the oil
·oves in the rocker centre bore, which are
.>: ' tikewise positioned, see Fig. D.40.
(d) Draw in the bushes. Ensure the pencil lines
are in alignment. Make sure the oil slots i n the
centre bush are on the inner crankshaft side of
the rocker lever.
PENCIL L I N E
O N OUTS I D E
D I A M ET E R O F
BUSH
PENCIL LINE
T O P B U S H FITI E D
Fig. D.39. Rocker lever top and bottom bush oil slot alignment
(e) Before finally drawing the bushes home, slacken
off the wing nut of the Churchill Tool R.G.
1 6 1 B and clean off any swarf removed from the
outside of the bush. Continue drawing the
bush into position.
Blow compressed air through the oilways in
the rocker to clear any obstruction.
2. Rocker Shaft. The rocker shaft should be
measured for wear in the region upon which the
rocker lever bushes operate and renewed if appreci­
able wear is evident when compared with an un­
worn portion .
Examine the rocker shaft for wear in the regions
in contact with the radial faces of the cylindrical
pads and saddle washers. Contact marking, if
present, is permissible and the surface should be
lightly "stoned off" with a slip stone.
Ensure the oil holes in the shaft which supply
l ubricant to the rocker lever centre bushes are clear
and free from obstruction. Flush i n a paraffin
bath to ensure the centrally drilled oilway is clean
and free from deposit.
I nspect the rocker shaft for cracks, also the dowel
h oles in the shaft for elongation and any radial
cracks. If present, renew the shaft.
3. Cylindrical Pads. I nspect the cylindrical pads
for cracks, and if present, renew pads. Examine the
pads o n the faces i n contact with the crankcase
and the radial face in contact with the rocker shaft
PENCIL LINE
O N O U TS I D E
D I A M ET E R O F
BUSH
PENCIL LINE
BOTIOM B U S H FITTED
 ENGINE

M A I N TOO L B O D Y S U PPORT ADAPTOR

OF R . G . 1 6 1 B R.G. 1 6 1 B/4 NUT To Remove Centre Bush (see Fig. D . 3 5) .
R.G. 1 6 1 B/2
Use adaptors :
(a) Body Support R.G. 1 6 1 B/4
(b) Adaptor Nut R.G. 1 6 1 B/2.
To Refit Top and Bottom Bushes (see Fig. D . 36) .
Use adaptors :
(a) Body Support R .G. 1 6 1 B/5
(b) Pilot Guide R.G. 1 6 1 B- 1 /3
(c) Adaptor N ut R . G . 1 6 1 B/2
(d) Thrust Race Stop R.G. 1 6 1 B/3.
To Refit Centre Bush (see Fig. D . 3 7 ) .
U se adaptors :
(a) Body Support R.G. 1 6 1 8/4
(b) Pilot Guide R . G . 1 6 1 B- 1 / 1
ROC K E R CENTRE
LEVER BUSH (c) Adaptor Nut R . G . 1 6 1 8/2
Fig. 0.36. Removing rocker lever centre bush (d) Thrust Race Stop R.G. 1 6 1 8/3 .

I M A I N TOOL OF R . G . 1 6 1 B 5 T O P O R BOTTOM R O C K E R B U S H
2 P I LOT G U I D E R . G . 1 6 1 B- I /3 6 RO C K E R L E V E R
3 TH R U S T RACE S T O P R . G . 1 6 1 B/3 7 B O D Y S U P P O RT R . G . 1 6 1 B/5
4 A D A PTOR NUT R . G . 1 6 1 B/2

7 6 5

Fig. 0.37. Fitting top and bottom rocker lever bushes

2 4

I M A I N TOO L OF R . G . 1 6 1 B
2 B O D Y S U PPORT R . G . 1 6 1 B/4
3 CENTRE BUSH
4 T H R U ST R A C E S T O P R . G . 1 6 1 B /3
5 A DA PTOR N UT R . G . 1 6 1 B/2
6 P I LOT G U I D E R . G . 1 6 1 B- I { I
7 ROC K E R L E V E R

\.

Fig. 0.38. Fitting rocker lever centre bush

 ).28 ENGINE

PENCIL LINE ON
LARG E R D I ST A N C E C E NT R E O U T S I D E D I A M ET E R PENCIL LINE
FROM E N D FACE BUSH O F BUSH O N B O S S FACE

ROC K E R C E NT R E L I N E T H R O U G H
LEVER ROCKER LEVER BORES

Fig. D.40. Rocker lever centre bush oil slot alignment

for wear. Contact marking, if present, is permi ssible
and the surface should be lightly "stoned off" with
a slip stone.
4. Saddle Washers. i nspect the saddle washers
for cracks and if present renew washers. Examine
the saddle washers o n the radial face in contact with
the rocker shaft for wear. Contact marking, if
present, is permissible and the surface should be
lightly ) 'stoned off" with a slip stone.
Replacement piston rod (top rocker) pms are
supplied with plugs at either end. At one end
a cup plug is fitted which is retained i n position by
a circlip (see Fig. D .4 1 ) and at the opposite end a
Welch plug i s rolled into its seat i n the pin o n
initial assembly and t h i s plug must n o t be removed
from the pin .
C!RCLIP CUP PLUG

5. Rocker Shaft Dowels. I nspect the crankcase to

rocker shaft solid dowel for any suggestions of
wear, and if wear is present, renew dowel. Insert
new dowel into crankcase using a suitable hollow
drift._ until 0 · 39/0 - 4 1 i n . (9 · 906/ 1 0 - 4 1 4 mm.) of the
dowef' is left protruding beyond the face of the
cran Kc-ase pad.

6. -Rocker Lever Pins. Exam ine the pins for wear.

If t he rocker bushes have been renewed, it i s
ad i able t o renew t h e pins also.
Fig. D.41. Rocker lever pin-top
Note : hen examin ing the rear air side con necting
rod pin, do not forget to check for wear in When performing an overhaul, it is necessary to
the region on wh ich the exhauster or com­ clean out i nternally the original piston rod (top
pressor connecting rod operates. rocker) pins, if the pins are to be u sed again . This
 ENGINE Pa�

is accomplished by removing the cup plug and cir­ ( c) I nsert the hooked end of the rod into the C L � --
clip when it is then possible to thoroughly clean out (6 · 3 5 mm.) hole in the cup plug and grip t'·
the bore of the pins. length of rod in a vice. By tapping on the cur
end of the rocker pin with a copper ham1:1er,
To assist in the operation of cup plug replace­
the cup plug can be removed. (See Fig. D .43.)
ment, it is recommended that the Churchill Tool
R.G. 275 Top Rocker Pin Cup Plug Replacer be
employed. This tool consists of two items R . G .
275/ 1 inserter a n d R . G . 275/2 support. I n order to
extract the cup plug it will be necessary to manu­
facture a hooked rod from 0 · 1 875 in. (4 ·76 mm.)
diameter rod to an approximate length of 8 · 5 in .
(2 1 5 ·9 mm.), bending one end over at 90° (see
Fig. D . 42).

5. 1 45 8.
Fig. D.43. Removal of cup plug from top rocker pin

(d) Thoroughly wash out the bore of the rocker pin

i n clean paraffin.

s. 1456.

Fig. D.42. Churchill Tool R.G. 275-top rocker pin cup, plug
replacer and hooked rod

Proceed as follows :
(a) Remove the circlip, retaining the cup plug,
from the top rocker pin.

(b) Drill through the centre of the cup plug using a

0 ·25 in. (6 · 3 5 mm.) diameter drill. The support
R.G. 275/2 may be used for firmly seating the
rocker pin before drilling and the rocker pin
prevented from rotating by using the straight
end of the hooked rod through the oil drilling
(e) Resting the rocker pin ,on the support, R.G.
in the pin.
Note : Do not disturb the large Welch plug
fitted to the opposite end of the rocker
pin, this being rolled into its seat o n
initial assembly a n d must n o t b e re­
moved .
5. 145 7,
Fig. D.44. Pressing new cup plug into top rocker pin
using Churchill Tool R.G. 275
275/2 insert a new cup plug into the open end of
the rocker pin. Note that the lip of the cup
faces upwards. Place the i nserter, R.G. 275/ 1
into the cup plug and by means of a hand press,
press on the inserter until its shoulder locates on
the top face of the rocker pin (see Fig. D .44).
 age D.30 ENGINE

t.._ f) Wjth the inserter removed, fit a new circlip
ensuring that it seats in the bottom of its groove
and th at the lugs do not bear on the cup plug.
(g) Repeat the operations as detailed-in paras. (a),
(b), (c), (d), (e) and (f) o n the remaining rocker
pins.
insert the through bolt from the air side (left­
hand) of the crankcase, with the slots in the
through bolt in the vertical position . (See
Fig. D .45.) Refit the blower drive shaft (see
" A I R INTA KE AND EXHA U ST SYSTEM").
T H R O U G H B O LTS

(h) Test the pins for oil tightness as detailed below.

The piston rod pins should be checked for
leakage around the plugs, which form the end
seals of the pins, as it is appreciated that any
l eakage at these points would allow an excessive
amount of oil to be deposited i nto the cylinder
barrels. To check the sealing of the piston rod
(top rocker) pins, proceed as follows :
(i) Fill the pins with clean engine oil and apply
line pressure, 80 lb. sq. i n . (5 · 63 kg. sq. cm .)
maximum-60 lb. sq. i n . (4 ·22 kg. sq . cm.)
minimum pressure, through the drilling in
"" the pin.

( i i) Should excessive leakage be detected at the

cup pl ug, it should be renewed, as i n pre­
ceding paras . (a), (b), (c), (e) and (f), and Fig. D.45. Entry of through bolts from air side of crankcase
the pin re-tested.
Where excessive leakage is occurring
around the fixed plug at the opposite end, (c) Rocker Shaft Studs. There are four studs fitted
the pin should be renewed . to secure the rocker shaft s and with the threaded
ends of the two through bolts, provide eight
(iii) The pins will be serviceable where only
clampings for the two rocker shafts.
slight oil dampness is n oted at the plugs,
whilst u nder the pressure test. To remove and refit the rocker shaft studs
proceed as follows :

7. Through Bolts and Rocker Shaft Studs. The To Remove. Rocker shaft studs can be
through bolts and studs should be renewed if they removed from the crankcase by the application
have stretched of if their threads are damaged of two nuts l ocked on the th read and unscrewing
beyond repair. i n an anti-clockwise direction.

I f, on inspection, a through bolt is found to be
worn or damaged in any way, renew as follows :
(a) To Remove Through Bolts. Remove the blower
drive shaft (see "AIR INTAKE AND
EXHAUST SYSTEMS"). Employing a hide
mallet on the threaded end of the bolt on the
exhaust side (right-hand) of the crankcase, l ightly
tap the bolt o ut of the crankcase and withdraw
the bolt from the air side (left-hand) of the crank­
case.
(b) To Refit Through Bolts. Ensuring that the
shoulder of the through bolt and its mating
surface i n the crankcase are perfectly clean,
To Refit. One end of the rocker shaft stud has
a larger diameter than the other.
This large end is screwed into the crankcase,
but before doing so, ensure the tapped thread,
which is about to enter, is clean and free from
foreign matter. Oil should be applied to the
thread to assist fitting. All the studs have a
l ocking torque of 200 to 220 l b . ft. (27 · 64 to
30 · 60 kg. m .) on the last threads.
Rocker shaft studs are an interference fit in
the crankcase and as such may require a con­
siderable effort to refit. Tt i s essential that they
are screwed fully "home".

8. Self-locking and Slotted Nuts. Renew the nuts
if threads are damaged or the nylon in the head of
self-locking nut has deteriorated.
To Re-assemble.
An identical method of assembly may be used for
both shafts. Slide the rockers on to the shaft with a
distance ring on each side of the centre rocker. The
curved arm of the rocker must be to the top of the
engine and to check this, observe the following :
Lay the assembly on the outside 'of the rocker
arms (as fitted to the engine) and observe the posi­
tions of the oil drilling and blind dowel hole in one
end of the shaft. The drilling should be upper­
most and on the same side of the shaft as the curved
rocker arm .
2 2 I I
6 5
E X H A U ST S I D E
I S E L F - LO C K I N G
2 D I ST A N C E R I N G S
3 SOLID DOWEL END
Fig. D.46. Rocker shaft assemblies fitted to engine
Note : The rockers must be assembled to the shaft
so that when the assemblies are refitted to the
engine, the rocker marked A . l (as detailed
under "To Remove") must be opposite the
rocker marked E. l , and so on, to enable the
original engine balance to be maintained.
Thi s is accomplished as follows :
Air Side : Locate rocker marked A . l at
the opposite end of its shaft to the oil drilling
and dowel hole.
Exhaust Side : Locate rocker marked E . l
at the same end of its shaft a s the o i l drill i ng
and dowel hole.
ENGINE
- ---
Page D.3
To Refit.
Although the rocker shaft asemblies are identical ,
the distance rings assume different positions in
respect of the rockers between the two sides.
Additionally the positions of the oil drilling for the
rocker shaft l ubrication and the dowel holes are
located at the rear on the air side and at the front
on the exhaust side.
1 . Space the rockers and the distance rings on the
shaft so as to fit between the crankcase webs in the
following manner, noting that on the air side, the
oil drilling and dowel hole are at the rear, whilst on
the exhaust side, the oil drilling and dowel hole are
at the front.
(a) Air Side. A . l and A . 2 rockers with a distance
ring at the rear. A . 3 rocker lever with no ring
(see Fig. D .46) .
3 2 4 2 4 I 3
FRONT
OF
ENGINE
AIR SIDE
4 S LOTT E D N UTS
5 S A D D L E WAS H E RS-T H I C K
6 S A D D L E WAS H E RS-T H I N
(b) Exhaust Side. E . l rocker lever with no ring.
E.2 and E . 3 rockers with a distance ring at the
front (see Fig. D .46).
2. Place the cylindrical pads over the studs and
through bolts to locate in their respective registers
in the crankcase mounting faces (see Figs. D . 3 1
and D . 47). The tongues o n the registers of the
two centre cylindrical · pads on t� air side also
l ocate in recesses in the through btl ts, On fitting
the front pad on the exhaust side and the rear pad
on the air side, ensure that they are correctly
positioned on the dowels and that the o1l- holes i n
the crankcase and pad � re i n alignment.

.· :e : Three types of pads are used for the mount­
ing of the rocker shaft (see Figs . D . 3 1 and
D .47).
The fron t pad o n the air side and the rear
pad on the exhaust side are identical and
i nterchangeable. The front pad on the
exhaust side and the rear pad o n the air side
are identical and interchangeable, both
having two drilled holes, one for the rocker
shaft oil feed and one for the locating dowel.
Registers machined on the front and rear
pads on the air and exhaust sides locate into
the counterbores of the crankcase and pro­
vide for the correct alignment of the rocker
shaft.
The two centre pads o n both the air and
exhaust sides are again identical and inter­
changeable. Projecting from the registers
are the two tongues, which when fitted to the
air side locate in the recesses of the through
bolt. The clearance between the register of
the centre pads and the counterbore in the
crankcase is greater than on the remaining
pads and these pads are self aligning on
assembly.
C Y L I N D R I C A L P A D S I N POSITION
ROC K E R S H A FT AS S E M B LY
Fig. D.47. Fitting rocker shaft assembly to crankcase-air side
3. Sl ide the shaft assemblies on to the studs and
through bolts until they seat in the cylindrical pads
with the solid dowel protruding through the rear
pad enteri ng the rocker shaft on the air side and the
dowel protruding through the front pad entering the
rocker shaft on the exhaust side. Ensure that the
cyli ndrical pads or through bolts are not moved
whilst locating the assemblies.
ENGINE
4. Place the two thin saddle washers over the two
through bolts on the exhaust side and the six thick
saddle washers over the two studs on the exhaust
side and two studs and two through bolts on the
air side (see Figs. D .46 and D . 47).
5. With the saddle washers correctly seating
against the rocker shaft, fit the two slotted nuts to
the two through bolts on the air side and the six
self-locking nuts to the two through bolts and two
studs on the exhaust side, and the two studs on the
air side (see Fig. D . 46) . D o not tighten the nuts at
this stage.
6. Ensuring that the rocker shaft assembly
cylindrical pads and saddle washers are correctly
located, proceed to tighten up the n uts in the
following sequence :
(a) Tighten the front and rear self-locking nuts o n
the air side to a torque loading of 2 5 0 l b . ft.
(34 · 5 5 kg. m . ) .
(b) Screw up the two centre slotted nuts on the air
side, finger tight o nly, until new split pins can be
i nserted in the holes of the through bolts.
(c) Tighten the exhaust side front and rear self­
SADDLE locking nuts to a torque loading of 250 lb. ft.
WAS H E R
(34 · 5 5 kg. m.) before the two centre self-locking
nuts. This allows the rocker shaft to central­
ise, before the two centre self-locking nuts are
torque loaded to 250 lb. ft. (34 · 5 5 kg. m.).
Note : I t is important that the above sequence is
strictly adhered to, on securing the rocker
shaft assemblies. A torque loading must
be applied to the self-locking n uts only
and u nder no circumstances should a
torque loading be applied to the slotted
nuts.
7. Fit the pins linking the piston rod and the con­
S E LF-LO C K I N G N UT
necting rod to the rocker. Slide in the pins until
the grooves line up with the pinch bolt holes in the
fork of the rods.
Insert the connecting rod pinch bolts from the
unders ide of the rod, which has a machined flat to
locate the head of the pinch bolt .
Tighten the pinch bolt, using new self-locking
n uts (see Fig. D . l 06). Use new spring washers on
the piston rod pinch bolts, which are refitted from
the top and screwed into the piston rod .
 ENGINE

Note the following :
(a) The hole at the outside of the piston rod (top
rocker) pin must line up with the hole drilled
in the piston rod fork (see Fig. D .48).
8. When a replacement rocker lever has been fitt> .
move the rocker lever inwards and ascertain that LOt­
upper rocker web has a side clearance when slidinr;
in the slotted end of the cylinder barrel assembly.
9. Refit the oil pipe to the exhaust side of the
crankcase.

10. Refit the side covers as indicated u nder the

heading " S I D E COVE R S " .

Rocker Shaft Assemblies a s fitted to 3 D 2 1 5 and

3DB 215 Diesel Engines.
The steel shaft, which carries the rocker levers is
drilled through the centre and then plugged at each
end with a Welch plug retained by a circlip. This
�·--
drilling acts as an oil gallery, d istributing lubricant

���
to each rocker lever, gudgeon pin and to the
u nderside of the piston crown for cooling.
s 5 78
Two bolts pass through the crankcase at right
angles to the axis of the crankshaft and are referred
Fig. D.48. Lubricating oilway formed in the piston rod and pin, to as "through bolts " . These bolts are threaded
feeding to the gudgeon pin at each end.

CYLINDRICAL LOCAT I N G D O W E L
PADS A N D LOCAT I O N S

This is ensured by the following method of

location :
The pinch bolt holes in the piston rod fork
ends are drilled at unequal distances from the
centre of the piston rod (top rocker) pin bore.
The pinch bolt holes align with deep and shallow
grooves cut in the piston rod pins, thus the pins
can only be fitted one way round, when the
pinch bolts will locate and the oilways line up.
The deep groove on the piston rod pin goes to
the side of the piston rod, which carries the oil
drilling.

(b) Screwdriver slots are provided in the piston rod

and connecting rod pins to assist in lining up
the pinch bolt grooves.
END S A D D L E S ROC K E R S H A FT
(c) The rear, air side, connecting rod pin is longer OIL DRILLING$

than the others. Fit the pin so that it protrudes
to the rear (see Fig. D.46).
(d) Tighten the connecting rod pinch bolt nuts to a
torque loading of 1 7 lb. ft . (2 · 34 kg. m.) using a
torque wrench in conjunction with the socket
adaptor, Churchill Tool R . G . 206, (Fig. D. l 06)
and the piston rod pinch bolts to a torque load­
ing of 14 to 16 lb. ft. ( 1 ·93 to 2 ·26 kg. m.).
Fig. D.49. Rocker shaft location, showing dowels and o i l driUings
The rocker s !k fts are each supported in two end
saddles, each end saddle being located to its
respective face on the crankcase by o studs and
self-locking nuts. The two cylindrical pads support­
ing the centre of the air side rocker shaft locate i n
 ;._
-.
Page D.34 ENGINE

. recesses in the through bolts. The rocker shaft 3. Tap out the pins, taking care not to distort the
and cylindrical pads are mounted to the crankcase plugs in the ends of the piston rods.
on each side by two studs and the threaded ends of
Note : Before continuing the removal operation the
the two through bolts. On the air side, saddle
end saddles securing the rocker shafts to the
washers together with self-locking nuts secure the
crankcase should be marked to ensure, on
rocker shaft to the studs and saddle washers and
refitting, their original relationship i s retained .
slotted nuts, with split-pins to the through bolts.
On the exhaust side, saddle washers together with
self-locking nuts secure the rocker shaft to the studs
and through bolts. R O C K E R L E V E R S C A PA B L E LOCAT I O N M A R K
O F RECEIVING PRE-FI N I S H E D WEIGHT O F ROCK E R L E V E R
BUSHES ARE MARKED THUS MARKING I N ENGINE
Each rocker shaft is positively located to the crank­
case by a solid dowel, retained in the crankcase,
passing through the end saddle and entering the
rocker shaft On the air side, the dowel is located
in the rear pad mounting face and on the exhaust
side, the dowel is located in the front pad mounting
face. Adjacent to each dowel is a drilling through
which lubricant is supplied, via a drilling in the end
saddle to the rocker shaft (see Fig. D .49). At the
opposite end of the rocker shafts there is a solid
dowel locating only the end saddles to the crankcase.

To Remove.
The rockers and their shaft must be removed as an
assembly, in the following manner :
Remove the side covers as i ndicated under the Fig. D.SO. Rocker lever showing markings
heading S I D E COVERS".
"

Note : Before continuing the removal operation the

rockers should be marked to ensure on refit­
ting, their original relationship in the engine
is retained thus safeguarding against an
unbalanced engine. M arking of rockers
m ust only be applied in the area shown i n
F i g . D . 50 and neither etching n o r stamping
must be used . It i s recommended that chalk
or Vibro etching be employed for marking
purposes.
Rocker levers should be already marked on the
top arm (see Fig. D . 50), if not, mark the rockers
and rings from the front of the engine A . I , A.2 and
A . 3 on the a ir side, E . l , E . 2 and E . 3 on the exhaust
side.
2. Unscrew and remove the pinch bolts in the forks
of the piston rods. The connecting rod pinch bolts
are withdrawn from the underside of the rods, once
the self-locking nuts have been removed. The pinch
bolts locate and secure the pins linking the respec­
tive rods to< the rockers.
4. With the split pins removed from the slotted
n u ts, remove the self-locking nuts, slotted n uts
and saddle washers retaining the rocker shafts in
position.
Note : The self-locking nuts securing four end
saddles are t ightened to a torque loading of
1 40/ 1 45 lb. ft. ( 1 9 · 36/20 ·05 kg. m . ) and the
two self-locking nuts on the through bolts
are torqued at 250 lb. ft. (34 · 5 5 kg. m . ) .
5. Grasp each shaft i n turn a t either end and ease
if off the locating dowels, then lift clear.
Note : If the crankshaft is rotated with the rockers
removed, the connecting rods will drop and
eventually jam . To prevent this occurring,
support the rods with rubber bands fitted
over the rocker shaft studs and the ends of
the through bolts as shown in Fig. D . 5 1 .
6. Remove the cylindrical pads from the through
bolts and the end saddles from the studs.
 ENGINE Page D.35

Note : On removal of each end saddle the two Inspection and Overhaul.
halves should be identified for refitting. 1. Rockers. Inspect the rockers for cracks, and,
Each end saddle is machined during manu­ if detected, the rocker lever (say A . l ) must be
facture as a matching pair. renewed, but care must be taken to ensure the
replacement rocker i s within plus or minus 3 oz. of
7. Slide the rockers and the di stance rings off the
the weight of the opposite rocker lever (E. I in this
shaft. case) .
R U B B E R BANDS
Note : Should a condition arise whereupon a
replacement rocker lever i s not available
with in this weight tolerance, a replacement
pair must be fitted.
The rocker lever bushes should be examined for
wear. If appreciable wear is evident on the centre
bush and the top and bottom rocker lever bushes,
above manufacturing dimensions as shown under
"GENERAL I N FORMATION " they should be
replaced.
(a) Using Churchill main tool 5 50 driver handle i n
conjunction with the support and pilot R . G.
CO N N E CT I N G R O D S
44 1 / 1 , remover replacer adaptor R.G. 44 1 /3
and adaptor ring R.G. 44 1 /4 press out the
Fig. D.Sl. Method of supporting connecting rods
rocker pin bushes as shown in Fig. D . 52 .

P989.

I C H U RC H I L L M A I N TOOL 550 D R ! V E R H A N D LE I C H U R C H I L L M A I N TOOL 550 DRIVER H A N D L E

2 R . G . 44 1 f l 2 R . G . 44 1 { 1
3 R . G . 44 1 /2
Fig. D.52. Pressing out rocker pin bushes Fig. D.53.
Page D.36
(b) The centre b ushes are also pressed out in a
similar manner using R.G. 44 1 / 1 support and
pilot and R.G.44 1 /2 remover replacer adaptor
with main tool 550 driver handle as shown in
Fig. D . 5 3 .
Note : T o identify rocker levers capable o f receiving
new pre-finished bushes they are etched with
the letter "£" on the face of the centre boss
adjacent to the weight markings (see Fig.
D . 50) .
New bushes are of the pre-finished type, thus
require no scraping after being pressed into position.
The bushes are tin plated on their outer diameter
for ease of fitting.
I C H U R C H I L L M A I N TOOL 550
2 R.G. 44 1 / 1
Fig. D.54. Rebuilding top and bottom rocker lever bushes
Re-bushing Rocker Levers. Using Churchill
Main Tool 550 with the appropriate adaptors, re­
bush the rockers as shown in Figs . D . 54, D . 5 5 ,
;D . 56. sing adaptors a s detailed below :
. G . 44 1 / 1 S upport and Pilot
R.G. 44 1 /2 Remover Replacer Adaptor
R.G. 44 1 /3 Remover Replacer Adaptor
R.G. 44 1 /4 Adaptor Ring
ENGINE
Note : Each adaptor is stamped with its own respec­
tive number. When refitting the new bushes
observe the following :
(a) After withdrawing the old bushes, ensure that
the oilways are clear in the rocker lever. The
rocker lever bores should be checked to ensure
they are free from any burrs. These can be
removed by lightly applying a hand stone.
P. 993.
'------ 2
I C H U R C H I L L M A I N TOOL 550
2 R.G. 44 1 / 1
Fig. D.SS. Fitting the centre bush into the bush compressor
(b) To ensure correct oil hole to slot alignment
between the rocker and the top and bottom
bushes, draw a pencil line in the bush bores of
the lever through the centre of the oil holes and
extend it across the faces of the bosses (see Fig.
D . 57). Similar lines should then be drawn
along the length of the bushes, on the outside
diameter and through the oil . slots in the
positions shown in Fig. D . 57 . When the top
 ENGINE Page D.37

bush is positioned as shown in Fig. D . 5 7 the grooves in the rocker centre bore, which are
intersection point of the oil grooves in the bush, likewise positioned (see Fig. D . 58 of tth
i . e . , the centre of the oil slot matches the oil hole section).
i n the rocker lever. When the bottom bush is
positioned as shown in Fig. D . 5 7 the centre of
the radius on the top of the oil slot in the bush
coincides with the centre of the oil hole in the
rocker lever. Therefore, these are the respec­
tive positions, in which the pencil line should be
drawn through the oil slots on the outside
diameter of the top and bottom bushes prior to
fitting, to assist correct oil hole to slot alignment
in the rocker.

Note : The drilled hole through the rocker lever

eyes on the crankshaft side is not an oil
hole.

(c) I n the case of the centre boss, the pencil line

must be drawn on the boss face at 90 ° to a
centre line passing through the two outer bushes.
A further pencil line is drawn in the centre bore
on the inner crankshaft side of the rocker, and
this line is to coincide with the one on the boss
face. The line drawn in the centre bore passes
through the oil grooves in the rocker lever.
Draw a similar pencil line on the outside of the
centre bush, passing through the centre of the
oil slots. It will be noted that the distance of
the oil slots to the end of the bush is smaller at
I R . G . 44 1 / 1
one end than it is at the other ; ensure that the 2 ROC K E R L E V E R

oil slots in the bush correspond with the oil

-�·
Fig. D.56. Replacing the centre bush

P E N C I L LINE O N P E N C I L L I N E ON
O U TS I D E . O U TS I D E
D I A M ET E R OF B U S H D I A M ET E R O F B U S H

PENCIL LINE

BOTTOM B U S H
FITTED
TOP BU S H
F ITT E D

�- .- �

Fig. D.57. Rocker lever top and bottom bush oil slot alignment
Page D.38
(J) Press in the bushes. E nsure the pencil lines
are in alignment. Ensure that the oil slots in
the centre bush are on the inner crankshaft side
of the rocker lever.
(e) Before finally pressing the bushes home, clean
off any swarf removed from the outside of the
bush. Continue pressing the bush into position .
Blow compressed air through the oilways in the
rocker to clear any obstruction.
PENCIL LINE P E N C I L L I N E O N O U TS I D E
O N B O S S FACE D I A M ET E R O F B U S H
CENTRE LINE THROUGH
ROCKER LEVER BORES
Fig. D.58. Rocker lever centre bush oil slot alignment
2. Rocker Shaft. The rocker shaft should be
measured for wear in the region upon which the
rocker lever bushes operate and renewed if appreci­
able wear is evident when compared with an unworn
portion .
Examining the rocker shaft for wear in the
regions in contact with the radial faces of the end
ENGINE
saddles and saddle washers. Contact marking, if
present is permissible and the surface should be
lightly "stoned off" with a slip stone.
Ensure the oil holes in the shaft which supply
lubricant to the rocker lever centre bushes are clear
and free from obstruction . Flush in a paraffin bath
to ensure the centrally drilled oilway is clean and
free from deposit.
I n spect the rocker shaft for cracks, also the dowel
CENTRE SMALLER DISTANCE
BUSH FROM END FACE
T.63 _
ROCKER
LEVER
holes in the shaft for elongation and any radial
cracks . If present renew the shaft.
3. Cylindrical Pads. Inspect the cylindrical pads
for cracks, and if present, renew pads. Examine
the pads on both faces in contact with the crank­
case and the radial face in contact with the rocker
 ENGINE Page D.39

shaft for wear. Check the tabs locating the if the pins are to be used again. This is acco mp­
through bolts on the cylindrical pads of the air side lished by removing the cup plug and circlip, then ii.
for wear, and renew if damaged. Contact marking is possible to thoroughly clean out the bore of the
if present, i s permissible and the surface should be pms.
lightly "stoned off" with a slip stone.
CIRCLIP CUP PLUG

4. Saddle Washers. Inspect the saddle washers

for cracks if present renew washers. Examine the
saddle washers on the radial face in contact with
the rocker shaft for wear. Contact marking, i f
present, is permissible and the surface should be
lightly "stoned off" with a slip stone.

5. End Saddles. Inspect the end saddles for

cracks and if present, renew both the inner and
outer end saddles, for these are machined as one
component. Examine the end saddle on the radial
face in contact with the rocker shaft for wear.
Contact marking if present, is permissible, and the
surface should be lightly "stoned off" with a slip Fig. D.59. Rocker lever pin-top
stone. Check the dowel locating hole for any
suggestion of wear, and if wear is present, renew To assist in the operation of cup plug replacement,
the inner and outer end saddles. it is recommended that the Churchill Tool R.G. 275
Top Rocker Pin Cup Plug Replacer be employed.
6. Rocker Shaft Dowels. I nspect the crankcase to Thi s tool consists of two items, R.G. 275/ 1 inserter
rocker shaft solid dowel for any suggestions of wear, and R.G. 275/2 support. In order to extract the cup
and if wear is present, renew dowel. Insert new plug it will be necessary to manufacture a hooked
dowel i nto crankcase using a suitable hollow drift, rod from 0 · 1 87 5 in. (4 · 76 mm.) diameter rod to an
until 0 · 1 80 in. (4 · 572 mm.) max. of the larger dia­ approximate length of 8 · 5 in. (2 1 5 · 9 mm.), bending
meter is left protruding beyond the face of the one end over at 90° (see Fig. D . 60) .
crankcase pad . The two dowels locating the end
saddles only, can be set in the same manner as the
previous two locating dowels, at the same dimen­
sion above the face of the crankcase pads.
RG. 2"15/1
7. Rocker Lever Pins. Exami ne the pins for wear.
If the rocker bushes have been renewed it is
advisable to renew the pins also .
Note : When examining the rear side connecting rod
pin it will be noted that the pin is stepped at
one end . This is to allow for the standard
size bearing on the connecting rod of the
air compressor or the exhauster unit to be
fitted, and should be checked for wear in that
region.
Replacement piston rod (top rocker) pins are
received fitted with plugs at either end. At one end
a cup plug is fitted which is retained in position by S� 1 4 56.
a circlip (see Fig. D . 59) and at the opposite end a Fig. D.60. Churchill Tool R.G. 275-top rocker pin cup, plug
Welch plug is rolled into its seat in the pin on initial replacer and hooked rod
assembly and this plug must not be removed from
the pin. Proceed as follows :
When performing an overhaul, it is necessary to (a) Remove the circlip, retaining the cup plug, from ·

clean out internally the piston rod (top rocker) pins, the top rocker pin .
Page D.40 ENGINE
(b) Drill through the centre of the cup plug using a
0 ·25 in. (6 · 3 5 m m . ) diameter drill. The support
R.G. 275/2 may be used for firmly seating the
rocker pin before drilling and the rocker pin
prevented from rotating by using the straight
end of the h ooked rod thro ugh the oil drilling
in the pin.
Note : D o not disturb the large Welch plug
fitted to the opposite end of the rocker
pin, this bei ng rolled i nto its seat on i nitial
assembly and must not be removed .
( c) I nsert the hooked end of the rod into the 0 ·25 in.
(6 · 3 5 m m .) hole in the cup plug and grip the
length of rod in a vice. By tapping o n the cup
end of the rocker pin with a copper hammer, the
cup plug can be removed. (See Fig. D . 6 1 .)
Fig. D.61. Removing cup plug from top rocker pin
(d) Thoroughly wash out the bore of the rocker pin
in clean paraffin .
(e) Resting the rocker pin on the support, R.G.
275/2 insert a new cup plug into the open end of
the rocker pin. Note that the lip of the cup plug
faces upwards. Place the inserter, R.G. 275/ 1
into the cup plug and by means of a hand press,
press on the inserter until its shoulder locates on
the top face of the rocker pin. (See Fig. D . 62.)
(f) With the inserter removed, fit a new circlip,
ensuring that it seats in the bottom of its groove
and that the lugs do not bear on the cup plug.
(g) Repeat the operations as detailed in paras. (a),
(b), (c), (d) and (f) on the remaining rocker pin .
(h) Test the pins for oil tightness a s detailed below.
The piston rod pins should be checked for
leakage around the plugs, which form the end
seals of the pins, as it is appreciated that any
leakage at these points woul<;l allow an exces­
sive amount of oil to be deposited i nto the
cylinder barrels. To check the sealing of the
piston rod (top rocker) pins, proceed as follows :
(i) Fill the pins with clean engine oil and
apply l ine pressure, 80 lb. sq. i n . ( 5 . 63 kg.
sq. cm . ) mi nimum pressure, through the
drill ing in the pin.
(ii) Should excessive leakage be detected at the
cup plug, it should be renewed, as in paras.
(a) , (b), (c), (e) and (f) above, and the pin
re-tested .
Where excessive leakage is occurring
around the fixed plug at the opposite end,
the pin should be renewed .
(iii) The pins will be serviceable where only slight
oil dampness is noted at the plugs, whilst
u nder the pressure test.
5. 145 7,
Fig. 0.62. Pressing new cup plug into top rocker pin using
Churchill Tool R.G. 275
8. Through Bolts and Rocker Shaft Studs. The
through bolts and studs should be renewed if they
have stretched or if their threads are damaged
beyond repair.
 ENGINE
If on inspection, a through bolt is found to be
worn or damaged in any way, renew as follows :
(a) To Remove Through Bolts. Remove the blower
shaft (see "AIR INTAKE AND EXHAUST
SYSTEMS"). Employing a hide mallet on the
threaded end of the bolt on the exhaust side
(right-hand) of the crankcase, lightly tap the
bolt out of the crankcase and withdraw the bolt
from the air side (left-hand) of the crankcase.
(b) To Refit Through Bolts. Ensuring that the
shoulder of the through bolt and its mating
surface in the crankcase are perfectly clean,
insert the through bolt from the air side (left­
hand) of the crankcase, with the slots in the
through bolt in the vertical position, see Fig.
D.63. Refit the blower drive shaft (see "AI R
INTAKE AN D EXH A U ST SYSTEMS").
T H R O U G H B O LTS
Fig. D.63. Entry of through bolts from air side of crankcase
(c) Rocker Shaft Studs. There are eight studs
fitted to secure the rocker shafts and with the
threaded ends of the two through bolts, provide
ten positions for the two rocker shafts .
To remove and refit the rocker shaft studs
proceed as follows :
To Remove. Rocker shaft studs can be re­
moved from the crankcase by the application
of two n u ts locked on the thread and unscrew­
ing in an anti-clockwise direction.
Page D.41
To Refit. One end of the rocker shaft stud has
a larger diameter than the other. This large
end is screwed into the crankcase, but before
doing so, ensure the tapped thread, which is
about to enter, is clean and free from foreign
matter. Oil should be applied to the thread to
assist fitting. All the studs have a locking
torque of 1 20 lb. ft. ( 1 6 · 7 kg. m . ) on the last
threads.
Rocker shaft studs are an interference fit in
the crankcase and as such may require a con­
siderable effort to refit. It is essential that
they are screwed fully home.
9. Self-locking and Slotted Nuts. Renew the nuts
if threads are damaged or the nylon in the head of
self-locking nut has deteriorated .
To Re-assemble.
An identical method of assembly may be used
for both shafts. Slide the rockers on to the shaft
with a di stance ring on each side of the centre
rocker. The curved arm of the rocker must be to
the top of the engine and to check this, observe the
following :
Lay the assembly on the o utside of the rocker
arms (as fitted to the engine) and observe the posi­
tions of the o i l dri l ling and blind dowel hole in one
end of the shaft . The o i l drilling should be upper­
most and on the same side of the shaft as the curved
rocker arm .
Note : The rockers must be assembled to the shaft
so that when the assemblies are refitted to the
engine, the rocker marked A . l (as detailed
under "To Remove") must be opposite the
rocker marked E . I , and so on, to enable the
original engine balance to be maintained.
This is accomplished as follows :
Air Side : Locate rocker marked A . l at the
opposite end of its shaft to the oil drilling
and dowel hole.
Exhaust Side : Locate rocker marked E . l at
the same end of its shaft as the oil drilling
and dowel hole.
To Refit.
Alth ough the rocker shaft assemblies are iderlt.f...·/6.<:·::'; : . ,;
'
cal, the distance rings assume different positions in
•
Page D.42 ENGINE
\.__.
respect of the rockers between the two sides. Addi­ 3. Fit the end saddles i n the following manner
tionally the positions of the oil drilling for the rocker noting that initially they are fitted in paired sets and
shaft lubrication and the end saddles and rocker under no circumstances must they be separated or
shaft location dowel hole are located at the rear on interchanged.
the air side and at the front on the exhaust side. It
(a) Ensure that the mounting surfaces of the end
will also be noted that there is a locating dowel at the
saddles and the crankcase are clean and free
front, air side, and at the rear, exhaust side, for loca­
from burrs.
tion of the end saddles only. These should be
placed in position so that they do not protrude
E N D SADDLES CYLINDRICAL E N D SADDLE
above the dowel hole of the corresponding end INNER PADS STUDS
saddle.

1. Space the rockers and distance rings on the shaft

so as to fit between the crankcase webs in the
following manner, noting that on the air side, the
oil drilling and dowel hole are at the rear, whilst on
the exhaust side, the oil dri lling and dowel hole are
at the front.
(a) Air Side. A l , A2, and A3 rockers with a
distance ring at the rear (see Fig. D . 65).
(b) Exhaust Side. E l , E2 and E3 rockers with a
distance ring at the front (see Fig. D . 65).
END SADDLE ROC K E R S H A FT
OUTER ASS E M B LY
2. Place the cylindrical pads over the through Fig. 0.64. Fitting rocker shaft assembly to crankcase-air side
bolts to locate in their respective registers in the
crankcase mounting faces, see Fig. D . 64. The (b) Refit the end saddles according to the markings
tongues on the registers of the two cylindrical pads previously made on the end saddles and the
on the air side also locate in recesses in the through crankcase, on removal.
bolts . The clearance between the register of the (c) With the end saddles in position check that the
centre pads and the counterbore in the crankcase is locating dowels on the air side front and the
greater than on the remaining pads and these pads exhaust side rear, are not, protruding above the
are self alinging on assembly. inner rocker shaft face. The correct setting

2 3 2 2 6 2 6 7 8

FRONT
OF
ENGINE

I E N D S A D D L E S E L F - L O C K I N G N U TS 6 S L OTT E D N U TS
2 D I STA N C E R I N G S (T H I C K ) 7 R O C K E R S H A FT
3 T H R O U G H B O LT S E LF-LO C K I N G N U TS 8 D I STA N C E R I N G (TH I N )
4 E N D S A D D L E (OUTER) 9 COM PRESSOR J O U R N A L
S S A D D L E WA S H E R S (TH I N ) 10 S A D D L E WAS H E R S (T H I C K )

Fig. 0.65. Rocker shaft assemblies fitted t o engine

 ENGINE Page D.43

height is 0 · 1 80 in. (4 · 572 mm.) max. above the
face of the crankcase. Also check that the oil
holes in the crankcase and end saddles are in
alignment.
4. Should the replacement end saddles be required
they are supplied in set pairs and again under no
circumstances must these be separated or inter­
changed when fitting.
In order to identify replacement end saddles it
will be noted that two paired sets have a 0 · 375 in.
(9 · 525 mm.) drilling in the inner saddle for lubricant
to pass through into the rocker shaft etc. these are
fitted to the exhaust side front and air side rear.
5. Slide the shaft assemblies between the four end
saddles studs and on the through bolts until they
seat in the end saddles and the cylindrical pads.
The solid dowel protruding through the rear end
saddle enters the rocker shaft on the air side and the
dowel protruding through the front end saddle
enters the rocker shaft on the exhaust side. Ensure
that the cylindrical or through bolts are not moved
whilst locating the assemblies.
6. Place the two thin saddle washers over the two
through bolts on the exhaust side and the two thick
saddle washers over the two through bolts on the air
side.
(c) Tighten the remaining two self-locking nuts on
the exhaust side through bolts to a torque load­
ing of 250 lb. ft. (34 · 5 5 kg. m.).
Note : I t is important that the above sequence is
strictly adhered to, on securing the
rocker shaft assemblies. A torque load­
ing must be applied to the self-locking nuts
only, and under no circumstances should
a torque loading be applied to the slotted
n uts.
10. Fit the pins linking the piston rod and the con­
necting rod to the rocker. Slide in the pins until
the grooves line up with the pinch bolt holes in the
fork of the rods.
Note : The bottom air side rear connecting rod pin
is longer than the rest and has a reduced
j ournal at one end for the standard air com­
pressor to rotate on.
Insert the connecting rod pinch bolts from the
underside of the rod, which has a machined flat to
locate the head of the pinch bolt. Tighten the
pi nch bolt, using new self-locking nuts, see Fig.
D . l 06. U se new spring washers on the piston rod
pinch bolts wh ich are refitted from the top and
screwed into the piston rod .

7. Place each outer end saddle in position with its

mating inner end saddle so that they seat against the
rocker shaft.

8. Fit the two slo tted nuts to the two through bolts
o n the air side and the two self-locking nuts 0 · 875 in.
(22 ·22 mm.) to the opposite end of the through bolts.
The eight self-locking nuts 0 · 625 in. ( 1 5 · 8 7 5 mm.) are
fitted to the eight end saddle studs. Do not tighten
the nuts at this stage .

9. Observing that the rocker shaft assembly,

cylindrical pads, and saddles and saddle washers are
correctly located, proceed to t ighten up the nuts in
the following sequence :
Fig. D.66. Lubricating oilway formed in the piston rod and pin
(a) Tighten the eight end saddle self- locking nuts to feeding to the gudgeon pin

a torque loading of 1 40/ 1 45 lb. ft. ( 1 9 ·36/20 ·05

kg. m.). Note the following :
(b) Screw up the two centre slotted nuts on the air (a) The hole at the outside of the piston rod (top
side, finger tight only, until new spli t pins can be rocker) pin must line up w i th the hole, drjJied in
··

inserted in the holes of the through bolts . the piston rod fork (see Fig. D.66) .

' . 1
·. ·
.Page D.44 ENGINE
This is ensured by the following method of
location :
The pinch bolt holes in the piston rod fork ends
are drilled at unequal distances from the centre
of the piston rod (top rocker) pin bore . The
pinch bolt holes align with deep and shallow
grooves cut in the piston rod pins, thus the pins
can only be fitted one way round, when the
pinch bolts will locate and oilways line up.
The deep groove on the piston rod pin goes to
the side of the piston rod which carries the oil
drilling.
(b) Screwdrive slots are provided in the piston rod
and connecting rod pins to assist in lining up the
pinch bolt grooves.
(c) Tighten the connecting rod pinch bolt nuts to a
torque loading of 1 7 lb. ft. (2.34 kg. m . ) using
a torque wrench in conj unction with the socket
adaptor, Churchill Tool R.G. 206 (see Fig.
D . 1 06) and the piston rod pinch bolts to a torque
loading of 14 to 1 6 lb. ft. ( 1 ·93 to 2 · 2 1 kg.m.).
1 1 . When a replacement rocker lever has been
fitted, move the rocker lever inwards and ascertain
that the upper rocker web has a side clearance when
loading in the slotted end of the cylinder barrel
assembly.
12. Refit the side covers as i ndicated under the
heading "SIDE COVERS".
PISTONS AND PISTON RODS
AS FITTED TO ALL ENGINES
The piston assemblies are fitted to the piston rods
by means of fully floating gudgeon pins, which are
retained in the piston by means of retaining plates,
one over each end of the bush bore in the piston
body. These retaining plates are of spring steel
with finely ground outer edges and are pressed into
position with a domed tool. The plates also form
an effective oil tight seal at each end of the bush
bore. The piston body is bushed to carry the
gudgeon pin. The bushes are tin plated on their
outer diameter for ease of fitting, and have helically
cut grooves on the inner diameter to ensure an
adequate distribution of lubri cating oil takes place
around the bt:aring surfaces of the gudgeon pin .
Replacement bushes are available and are a press
fit in the piston body, being honed to finished size
when in position. The piston for the 3D 1 99
Diesel engine is a cast iron body and a steel crown
with a loose fitting cast iron distance piece posi­
tioned in the piston fire ring groove, below the fire
ring. The crown is secured to the piston body by
means of a nut, which is locked in position by
peening. On no account must the crown be sepa­
rated from the piston body. The piston for the
3DA 1 99, 3D 2 1 5 and 3DB 2 1 5 Diesel engines is of
a one piece all steel variety. These pistons are oil
cooled, an intermittent oil supply being directed to
the underside of the piston head, fro m a small hole,
(two small holes in the 3D 2 1 5 and 3DB 2 1 5 Diesel
engines) drilled in the top of the piston rod . The
small holes are in communication with an annular
groove in the bore of the top eye of the piston rod
and the annular groove in turn communicated with
the oil drilling from the piston rod (top rocker) pin
to the piston rod gudgeon pin bore .
In the top of the crown is a spherical recess, and
when the two pistons come together during the
compression stroke the recess forms the com­
b ustion chamber.
Replacement pistons are supplied in standard
oversizes for reconditioning engines only, complete
with piston rings, together with loosely packed
gudgeon pins and retaining plates. The pistons
supplied as replacements contain piston bushes
finished to size, which require no further machining
to receive the gudgeon pin. Piston rings, bushes,
gudgeon pins and retaining plates are renewable
items, and as such are also supplied as separate
replacements.
The piston carries the following rings : above the
bushed gudgeon pin bore is located a two-piece
fire ring (consisting of a chamber ring and a sealing
ring) and two compression rings, and below the
bushed gudgeon pin bore is positioned an oil
sealing ring and a two-piece oil control scraper ring.
The two pieces of the oil control ring being dimen­
sionally the same.
On certain pistons a six slot, two-piece oil control
ring is fitted to the lower piston groove (Fifth
Groove) as standard. When replacement of these
rings becomes necessary, the later eight slot two­
piece oil control ring should be used in this position .
All pistons are fitted with the eight slot, two­
piece oil control ring in the lower piston groove
(Fifth Groove) as standard . The eight slot pattern
of the ring does much to assist bedding-in of the
ring to the cylinder bore, especially during the early
life of the engine. The oil control nngs (Fifth
 ENGINE
Groove) and oil sealing rings (Fourth Groove) are
taper faced on the edge that contacts the cylinder
barrel. The oil sealing rings are distinguished by
having one relieved "land" on the outside periphery
of the ring, opposite the snug as cast on the internal
circumference.
The piston rod is made from drop-forged steel
and forged to give a closed hub, which accommo­
dates the gudgeon pin bush, and a webbed fork for
connecting to the rocker lever. The rod is drilled
through one of the forks for lubrication of the
gudgeon pin.
The bush that carries the gudgeon pin is a press
fit in the piston rod and a hole in the bush lines up
with the lubrication drilling in the piston rod.
Helically cut grooves in the bush internal diameter
on the thrust side ensure an adequate distribution
of lubricant at this point. The thrust side of the
bush is that side, which is away from the piston
crown when assembled, and takes the thrust from
the power stroke of the engine.
To Remove.
1. Remove the side covers as indicated under the
heading "S I DE COVERS". Should it be desired
to remove the piston(s) fro m one side of the engine
only it is only necessary to remove the side cover in
question.
Note : To ensure the assemblies of piston and piston
rod are fitted to their original position in the
engine, mark the piston rods in the following
manner ; Air Side : A . l , A . 2 and A . 3 , starting
at the front of the engine, and the Exhaust
Side : E . l , E . 2 and E . 3 , again starting at the
front of the engine.
2. Unscrew and remove the pinch bolts in the
forks of the piston rods and the self-locking n uts
from the pinch bolts on the forks of the connecting
rods. Withdraw the connecting rod pinch bolts
from the underside of the rods. The pinch •\),olts
locate and secure the pins connecting the respective
rods to the rocker levers.
3. Tap out the pins. The pin securing the piston
rod to the rocker lever is sealed at both ends.
Care should be taken when · tapping out the pins
not to damage the Welch pl ugs.
4. Position the rocker lever in a horizontal
position by swinging it outwards from the top.
Page D.45
This will provide the necessary clearance to facili­
tate piston and piston rod withdrawal as an assem­
bly, taking care not to damage the rings.
To Dismantle.
If the pistons, piston rods and gudgeon pins are
to be used again, they must be re-assembled in th�ir, _.
original sets. Therefore, with this in mind, after
removing the gudgeon pin, thus separating the
piston from the piston rod, chalk or etch the number
of the particular rod on the crown of the piston,
providing the rods have been marked, as detailed
under "To Remove".
1 . Remove the rings fro m the piston body. The
top ring, i . e . , fire ring, comprises a chamber ring
and a sealing ring. To remove the fire ring, ease
the sealing ring out of the chamber ring and let it
rest on the land between the two top grooves. The
chamber ring can then be removed in the normal
manner and subsequently the remaining rings.
2. To remove the gudgeon pin retaining plates
from the piston assemblies, proceed as follows :
(a) Drill centrally through one of the gudgeon pin
retaining plates, using a 0 · 375 in. (9 · 525 m m . )
diameter drill. H o o k out the dril led plate b y
inserting t h e end o f a r o d into the hole and
apply a sideways pressure to spring the plate,
when it will fly o ut.
(b) Remove the gudgeon pin, which is a "drop
through" fit in the bushes, thus separating the
piston from the piston rod . It is recom­
mended that suitable markings o n the piston
and gudgeon pin are made to ensure the original
location p f the gudgeon pin in the piston body
is maintained on the assumption that the
original components may be refitted.
(c) S uita�ly support the piston body in a shaped
bloc� ef wood and press or drift out the re­
mainilig . retaining plate from the inside, using a
drift thro ugh the opposite piston bush.
Important Note : Discard the retai ning plates, for
under no circumstances must they be used
agam.
� ..._
Inspection and Overhaul.
Thoroughly clean all components in clean para­
ffin, payi ng particular attention to the bushes in the
piston and the gudgeon pin .
'!
Page D.46 ENGINE
1. Piston. Remove any carbon deposits from the
piston crown and also clean out the piston ring
grooves. Do not use an abrasive for this purpose.
Examine the piston body for score marks. A badly
scored piston should be discarded . When measur­
ing the pistons to determine the amount of wear that
has taken place, a true reading will not be obtained
unless taken on the section of the piston body above
the oil sealing ring groove, but below the top of the
gudgeon pin hole (see Fig. D .67) and at right
angles to the gudgeon pin hole.
Inspect the bushes in the piston body for wear.
If appreciable wear is apparant above manufactur­
ing dimensions, as shown under "GENERAL
I N FORMATION " , resulting i n the gudgeon pin
being a slack fit in the piston bushes, the bushes
should be renewed.
Note : When new a clearance of 0 · 0025 in. (0.064
mm.) exists between the gudgeon pin and
piston bushes, due allowance must be made
for this when inspecting for wear.
Fig. D.67. Measuring true piston diameter, which lies between the
indicated lines and at right angles to the gudgeon pin
To remove and replace the piston bushes, use the
re-bushing fixture, Ch urchill Tool R.G. 224A and
appropriate Adaptor Set R.G. 224A-1 or R.G.
224A-2 (see Fig. D . 68) under a suitable press.
The new bushes must be honed in position in the
piston body, and it is recommended that a Delapena
Honing Machi ne be used for this operation.
To remove the piston bushes on the 3D 199 and 3DA
199 Rootes Diesel engines, use the base plate
R.G. 224Af l , bush adaptor piece R.G. 224A/2 and
piloted plunger R . G . 224A/3. See Fig. D . 6 8 .
T o remove the piston bushes o n the 3 D 2 1 5 and
3DB 215 Rootes Diesel engines use the base plate
R.G. 224A/ l , bush adaptor piece R .G. 224A-2/4
and piloted plunger R.G. 224A/3. See Fig. D .68.
B U S H LOCATI O N
S T O P R . G . 224A-2/ I
PART O F
M A I N TOOL
B U S H LOCAT I O N
SET R . G . 224A- I / I
PART OF A D A PTO R BASE P LATE PART O F A D A PTO R
S E T R . G . 224A- I R . G . 224Af l STOP R . G . 224A-2
Fig. D.68. Components of Churchill Tool R.G. 224A
Proceed as follows :
(a) Remove the location stop from the base plate.
(b) I nsert the bush adaptor piece R . G . 224A/2 for
3 D 1 99 and 3DA 1 99 engines or 224A-2/4 for
3 D 2 1 5 and 3 D B 2 1 5 engines into one of the
piston bushes from the inside of the piston body,
i . e . , by passing the adaptor piece between the
piston bosses and hence i nto the bush .
(c) Lay the piston in the "Vee" slot on the base
plate, so that the bush that contains the adaptor
piece is on the underside of the piston and
directly above the h ole in the base plate. To
attain this condition, hold the piston and base
plate together, lift the components and sight
the bush and location stop hole by viewing the
plate from the underside, until alignment is
correct (see Fig. D . 69). The piston and base
plate should now be turned and positioned
above a convenient hole in the table of the press,
noting that neither part moves during this opera­
tion.
Note : It is important that the base plate is
positioned so as to be above a con­
venient hole in the table of the press, so
that a clear passage exists for the adaptor
and the bush upon removal to fall away
from the underside of the base plate,
through the hole in the table of the press.
 ENGINE Page D.47

(d) Lower the plunger R.G. 224Aj3 through the
upper gudgeon pin bore, engaging the piloted
end of the plunger in the centrally drilled hole
in the adaptor piece. (See Fig. D . 70.)
(e) Press out the piston bush, applying the ram of
the press to the large end of the plunger,
catching the adaptor and bush as they fall away
for 3 D 2 1 5 and 3 D B 2 1 5 engmes, to the base
plate (see Fig. D . 7 1 ). The location stop is a
very close fit in the base plate and care should
be taken to ensure the stop is square with its
respective bore in the plate before attempting
to insert . Twist the location stop until the
retaining lips engage the two shouldered screws
(see Fig. D . 7 1 ) .

from the underside of the base plate. With­

draw the plunger.

(f) Turn the piston through 1 80 ° and repeat the

operations again using the bush adaptor piece
and plunger, as described previously in paras.
(b) to (e) to press out the remaining piston bush.

B U S H ADAPTOR P I STON LOCAT I O N

TOOL R.G. 224A/2 BUSH STO P H O L E .

BUSH
ADA ���� �..,..�roilli
R . G . 224A/2

BASE P LATE
R.G. 224A/ I

Fig. 0.70. Removing piston bush-3D 199 and 3DA 199 Diesel
engines

LOCATION BASE LOCAT I O N

STO P P LATE RETA I N I N G STOP SHOULDERED
R . G . 224A- I / 1 R . G . 224A / I LIP R . G . 224A- I / I SCREW
BASE P LATE TOOL R . G . 224A/ 1 P I STON

Fig. D.69. Aligning piston bush with location stop hole, prior to
removing the bush-3D 199 and 3D A 199 Diesel engines

To refit the piston bushes on the 3D 199 and 3DA

199 Diesel engines, use the base plate R.G. 224A/ l ,
location stop R . G . 224A- l / l , bush adaptor piece
R . G . 224Aj2 and piloted plunger R.G. 224A/3 .
(See Fig. D . 6 8 . )
LOCAT I O N S T O P B E F O R E FITT I N G LOCAT I O N S T O P FITTED T O BASE
T o refit the piston bushes o n the 3 D 2 1 5 and P LATE

3DB 215 Diesel engines, use the base plate R.G.
224A/ l , location stop R . G . 224A-2/ l , bush adaptor
piece R.G. 224A-2/4 and piloted plunger R . G .
224A/3 . S e e F i g . D .68.
Proceed as follows :
(a) Refit the l ocation stop, R.G. 224A-1 / 1 for
3D 1 99 and 3 DA 1 99 engines or R.G. 224A-2/ l
Fig. D.71. Fitting location stop on Churchill tool for 3D 1 99 and
3DA 199 Diesel engines
(b) Position the base plate on the table of a press,
ensuring that the location stop and base plate are
both supported on the flat table of the press, �.ee
Fig. D.72.
Page D.4ts ENGINE

(c) Place the piston in the "Vee" on the base plate, the piston crown. The bush should
locating the bore, which takes the piston bush be in this position when fitted (see Fig.
over the upper part of the location stop (see D . 73).
Fig. D . 72) .

(d) The joint in the piston bush must be positioned

as described in the following note. Slide a new
piston bush on to the adaptor piece R.G.
224A/2 for 3 D 1 99 and 3DA 1 99 Diesel engines
or adaptor piece R.G. 224A-2/4 for 3D 2 1 5
and 3 D B 2 1 5 D i esel engines and pass these two
components between the bosses on the inside
of the piston body, positioning the new bush
over the lower bush bore in the piston, corres­
ponding to the adaptor piece facing upwards 2

(see Fig. D . 74) .

Note : Inspect the piston bush for a joint, which

is to be found across the width of the
bush. Draw a pencil line along the
piston body parallel to the skirt and
through the centre of the piston bush
I
bore. Position the piston bush in such 2
PISTON B U S H B O R E
LOCATION S T O P A N D BASE P LATE TO BE S U PPORTED O N
a way that the joint in the bush is at 90° 3
F LAT TABLE O F T H E P R E S S
U P P E R PART O F LOCATION STOP
to the drawn pencil line and away from Locating piston on base plate, prior to fitting piston
Fig. D.72.
the side of the piston, marked "TOP" on bushes

"TOP" MARKING O N PENCIL LINES PARALLEL

P I STO N C R O W N T O P I STO N S K I R T

P. 442
P I STO N J O I N ACROSS WIDTH
O F P I ST O N B U S H
Fig. D.73. Correct positioning of the piston bush join
 ENGINE Page D.49

(e) Pass the piloted end of the plunger down
through the upper bush bore, locating the
piloted end in the adaptor piece and then into
the centrally drilled hole in the location stop, the
latter providing the necessary guide whilst
subsequently pressing in the bush (see Fig.
D . 74) .
bushes. This is accomplished by honing, and
it is recommended that the Delapena Precision
Honing Machine "Speedhone Junior" or Model
MA, be used for this operation, in conjunction
with the following equipment :

Mandrel PT. 1 375/9

(f) Bring pressure to bear on the large end of the
plunger by means of a press, when the bush will
Mandrel Adaptor
abut the upper face of the location stop, and
Sleeve (to be u sed in
be correctly positioned in the piston automati­
conjunction with
cally, i . e . , corresponding to the inner edge of the
the mandrel) L.01 1 6
bush being flush with the inner face of the boss.
Truing Sleeve ST. 1 37 5
(g) Remove the plunger. Lift the adaptor piece
from the piston bush and withdraw. Finishing Stones F 1 -F6-F

Polishing Stones F 1 -F8-F

R A M OF P R ESS Complete and detailed instructions for the

operation of the Delapena Honing Machine
P I LOTED
PLUNGER
"Speedhone Junior" and the Model MA, are given
R . G . 224A/3 in a booklet issued with each machine.
/

P I STON
Honing in this manner ensures a high surface
finish result in the bushes, in addition to the other
equally important factors, such as concentricity and
ADAPTOR
BUSH accurately finished diameters of the bushes being
PIECE
R . G . 224A/2
obtained .

PISTON
To obtain these conditions the pressure of the
BUSH stones on the bush diameters must be extremely
light, so as to remove the minimum of material in
LOCAT I ON
STO P A ND
progressive cuts until the correct finished diameter
BASE P LATE
TO BE
results. Delapena Honing Fluid must be applied
S U PPORTED
O N F LAT
liberally, to ensure a high surface finish result in
TABLE O F
THE PRESS
the bushes. To facil itate this, the work should be
immersed frequently in honing fluid during this
Fig. D.74. Fitting piston bush (3D 199 and 3DA 199)
operation. This is imperative if the machine has
not its own inbuilt filtered supply of honing fluid.

The correct mandrel as detailed above fitted with

(h) Turn the piston through 1 80 ° and locate the
opposite bush bore over the location stop, and
repeat the operations previously detailed in
paras. (d) to (g) to replace the remaining piston
bush.
(j ) To receive the gudgeon pin it is now necessary
to enlarge the inner diameter of the piston
two stones, should be use d in the honing machine
and trued with the appropriate truing sleeve in
accordance with the makers' instructions. Approxi­
mately 0 · 0025 in� (0 ·064 mm.) maximum and
0 ·005 in. (0 ·0 1 3 mm.) minimum of material has to
be removed from the inner diameter of the bushes
by honing, until a finished bore,diameter, of 1 · 3775/
1 · 3770 in. (34 ·989/34 ·976 mm.) for 3 D 1 99, 3DA 1 99

Page D.50
Diesel engines and 1 ·4405/ 1 ·4400 in. (36 · 588/
3 6 · 576 mm.) for 3 D 2 1 5 and 3DB 2 1 5 D iesel
engines is obtained. This finished diameter corres­
ponds to an unlubricated gudgeon pin being a
"drop through" fit in the bushes, as a clearance of
0 ·0025 in. (0 ·064 mm.) exists between the gudgeon
pin and the piston bushes when new.
Fig. D.75. Testing for gudgeon pin to piston bush clearance
To test for correct gudgeon pin to bush clearance,
insert the gudgeon pin , together with a 0 · 002 in.
(0 ·05 1 mm.) feeler strip 0·375 in. (0 · 52 5 mm.) wide,
in the position shown in Fig. D . 7 5 . With the pin
held in position it should be possible to withdraw
the feeler strip, u sing normal h and pressure.
Repeat this procedure on the other bush. It should
not, however, be possible to withdraw a 0 · 003 in.
(0 ·076 mm.) feeler strip 0 · 375 in. (9 · 525 mm.) wide
under the same conditions.
The piston, and especially the bushes, should be
thoroughly washed in clean paraffin after honing
and before attempting to fit the gudgeon pin.
2. Gudgeon pins. Inspect the gudgeon pins for
cracks and wear on the external diameter contacted
by the bushes ; a cracked pin should be replaced. If
appreciable wear is detected below 1 · 3 750/ 1 · 3748 in.
(34 · 925/34 ·920 mm.) for 3D 1 99, 3DA 1 99 Diesel
models and 1 -43.75/ 1 -4373 in. (36 · 5 1 2/3 6 · 507 mm.)
for 3 D 2 1 5 and 3 D B 2 1 5 D iesel models they should
be renewed.
- "·
ENGINE
3. Rocker lever pins. For information dealing
with the "Inspection and Overhaul" of rocker lever
pins (see under the appropriate heading of "Rocker
Shaft Assemblies").
4. Piston rod and piston rod (gudgeon pin) bush.
Examine the threads in the forked end of the piston
rods for damage. If the threads cannot be re­
dressed the faulty componenet should be renewed .
The piston rods should be thoroughly cleaned
and compressed air passed through the drilled oil­
ways to ensure they are clear of obstruction. I n­
spect the piston rod for cracks and if detected,
renew the component.
The bushes should be examined ; if appreciable
wear is apparent above manufacturing dimensions,
as shown under "GENERAL INFORMATION " ,
they should b e withdrawn and renewed, employing
Churchill Tool R.G. 1 6 1 B for 3D 1 99 and 3DA 1 99
Diesel engines (see Fig. D . 76) and R.G. 44 1 for
3 D 2 1 5 and 3 D B 2 1 5 D iesel engines (see Figs .
D . 80 and D . 8 1 ) .
�
��
I M A I N TOO L O F R . G . 1 6 1 B , R . G . 1 6 1 B/ I 5 ADAPTOR N UT R.G. 1 6 1 B/2
2 B O D Y S U PPORT R . G . 1 6 1 B/4 6 BODY ADAPTOR R . G . 1 6 1 B/5
3 P I LOT G U I D E R.G. 1 6 1 B- 1 / 1 7 P I LOT G U I D E R.G. 1 6 1 B- I /3 /
4 T H R U ST R A C E STO P R . G . 1 6 1 B/3 8 A DAPTOR N UT R . G . 1 6 1 B- 1 2
Fig. D.76. Components of Churchill Tool R.G. 1 6 1 8 and
Adaptor Set R.G. 1 6 1 8--1
New bushes are of the pre-finished type, thus
require no scraping after being pressed into position.
These bushes are tin plated on their outer diameter
for ease of fitting.
 ENGINE Page D.51

Re-bushing piston Rod on 3D 199 and 3DA 199 Diesel
Engines. Using Churchill Tool R.G. 1 6 1 B with its
appropriate adaptors, re-bush the piston rod as
detailed in the following :
(a) U sing protective clamps, place the rod in a vice
and withdraw the old bush with the main tool
of R.G. 1 6 1 B, the Body Support Adaptor and
the Adaptor Nut R.G. 1 6 1 B- l /2, as shown in
Fig. D . 77 of this section.
MAIN TOOL OF P I STON R O D
R.G. 1 6 1 B BUSH
a hand stone. It is important that the Pilot
Guide R.G. 1 6 1 B- l /3 is a free fit in the bush
bore.
(c) To obtain accurate oil hole alignment between
the bush and the piston rod, draw a pencil line
in the bush bore of the rod through the centre
of the oil hole and continue it across the boss
face (see Fig. D . 78). A similar l ine should
then be drawn along the length of the bush
through the centre of its oil hole on the outer
diameter.
A DAPTOR
N UT
R . G . 1 6 1 B- 1 /2

PENCIL
PISTON LINES
ROD
BUSH

B O D Y A D A PTOR PISTON
R.G. 1 6 1 B/5 ROD

Fig. D.77. Removing piston rod bush

(b) Ensure that the oil feed holes in the rod are clear
and the bore for the bush is clean and free from
burrs, which can be removed by lightly applying Fig. D.78. Piston rod bush oil hole alignment

2 4

I O L OF R . G . 1 6 1 B
2 P I LO' I D E R . G . 1 6 1 B- 1 /3
3 THRU A C E STOP R . G . 1 6 1 B/3
4 AD AP ""t "'
l.li R N UT R . G . 1 6 1 B/2
5 P I STON R O D B U S H
6 PISTON R O D
7 B O D Y A DA PTOR R . G . 1 6 1 B/5

7 6

Fig. D.79. Fitting piston rod bush

Page D.52
(d) Apply a little oil to the bush bore of the piston
rod. Draw in the bush, using the body
support R.G. 1 6 1 B, pilot guide R.G. 1 6 1 B- l /3,
thrust race stop R.G. 1 6 1 B/3 and the adaptor
nut R.G. 1 6 1 B/2 as shown in "Fig. D . 79 . Be­
fore drawing the bush fully home clean off any
swarf that has col lected between the faces of
the piston rod boss and the thrust race stop.
Note : Ensure the pencilled lines on the bush
and in the bore of the rod are in line,
so that when the bush i s drawn into
position the oil holes wi l l correspond
with each other.
I C H U R C H I L L MAIN TOOL 550
2 R . G . 44 1 / 1
3 R . G . 44 1 /4
Fig. D.SO. Removing piston rod bushes
Re-bushing Piston Rod on 3D 215 and 3DB 215 Diesel
Engines. Using Churchill Tool R.G. 44 1 with its
appropriate adaptors, rebush the piston rod as
detailed in the following :
(a) Using Churchill Main Tool 550 driver handle
in conj unction with the support and pilot R.G.
44 1 / 1 , remover replacer R.G. 441 /3 and adaptor
ring R . G . 44 1 /4, press out the bush as shown in
Fig. D . 80.
ENGINE
(b) Ensure that the oil feed holes in the rod are clear
and the bore for the bush is clean and free from
burrs, which can be removed by lightly applying
a hand stone.
P987.
----- 2
I C H U R C H I L L M A I N TOOL 550
2 R . G . 44 1 / 1
3 R . G . 44 1 , 4
Fig. D.S J . Replacing piston rod bushes L
(c) To obtain accurate oil hole alignment between
the bush and the piston rod, draw a pencil line
in the bush bore of the rod through the centre of
the oil hole and continue it across the boss face
(see Fig. D . 78). A similar line should then be
drawn along the length of the bush through the
centre of its oil hole on the outer diameter.
(d) Apply a l ittle oil to the bush bore of the piston
rod . Press in the bush using the body support
R.G. 44 1 / 1 as shown in Fig. D . 8 1 . Before
pressing the bush fully home clean off any swarf
that has collected between the faces of the piston
rod boss and the guide face.
 ENGINE
Note : Ensure that the pencilled lines on the bush
and in the bore of the rod are in line, so that
when the bush is drawn into position the oil
holes will correspond with each other.
FEELER G A U G E PISTON R I N G
Checking piston ring gap
(3D 1 99 and 3DA 1 99)
H O L D R I N G IN CO NTACT WITH I N N E R ­
M O S T F A C E O F P I STON G ROOVE
F E E L E R G A U G E I N S E RT E D T O C O N TACT
I N N E R M OST FACE O F P I STON G ROOVE
Fig. D.82B. Checking ring side clearance to piston groove
5. Piston Rings. Before fitting the rings to the
piston, check the ring gaps in a ring gauge Churchil l
Tool R.G. 1 60 for 3D 1 99 and 3 D A 1 99 Diesel
Page D.53
engines and Churchill Tool R.G. 443 for 30 2 1 5
Diesel engines.
3D 199 and 3DA 199 Diesel engines.
Fire ring : 0 · 1 5/0 ·020 i n . (0 · 38/0 · 5 1 mm.).
This applies to both the chamber ring and the
sealing ring, which should be checked separately.
Compression rings : 0 · 009/0 ·0 1 4 in. (0 ·23/0 · 36
mm.).
Oil sealing rings : 0 ·009/0 · 0 1 4 in. (0 ·23/0 · 36 mm.).
Grooved oil control rings : 0 · 009/0 · 0 1 4 in. (0 ·23/
0 · 36 mm .).
3 D 2 1 5 and 3DB 2 1 5 Diesel engines.
Fire ring : 0 ·0 1 5/0 ·020 in. (0 · 38/0 · 5 1 mm.).
This applies to both the chamber ring and the
sealing ring, which should be checked separately.
Compression rings : 0 · 0 1 4/0 ·0 1 9 in. (0 · 36 mm.).
Oil sealing rings : 0 · 009/0 · 0 1 4 in. (0 ·23/0 · 36 mm.).
Grooved oil control rings : 0 · 009/0 · 0 1 4 in. (0 ·23/
0 · 3 6 mm .).
The peg in the respective ring gauge must be located
in the ring gap when checking.
(a) Top groove-Fire ring. The fire ring comprises
a chamber and a sealing ring. Fit the sealing
ring first, with the peg integral with the ring
towards the piston crown, and allow it to rest on
the lands between the two top grooves. Fit the
chamber ring to the top groove, then raise the
sealing ring into the chamber ring. Rotate the
rings until the peg on the sealing ring engages
its groove immediately below the horns of the
chamber ring (see Fig. D . 88).
A fire ring assembly is available for service
pufposes only, which avoids the necessity of
adopting the standard practice of having to
relieve the top edge of the fire ring assembly i n
order t o clear a n y carbon deposit or similar
conditions at inner dead centre when re-ringing
piston assemblies.
This change involves the reduction in width
of the chamber ring part of the assembly
over the production condition by 0 ·020 in.
(0 · 508 mm.).
Page D.54 ENGINE
\__/
In all ca s es w he re cylinder barrel replacement The clearances for all engines are as follows :
has been carried out, also in cases where there
are no indications of any carbon deposit or (i) Fire ring 0 · 006/0 ·008 in. (0 · 1 5/0 · 20 mm.).
similar obstruction, the production condition
(ii) Compression ring 0 · 0030/0 ·003 5 in. (0 ·08/
of fire ring assembly should be used on re­
0 · 20 m m . ) .
ringing.
Note : Similar circumstances govern the fitting (iii) O i l sealing r i n g 0 · 00 I /0 ·003 i n . (0 ·03/0 ·08 mm.).
of fire ring assemblies on 0 · 020 in.
(0 · 508 mm.) oversize cylinder barrels. (iv) Grooved oil control ring 0 ·00 1 /0 ·003 in.
(0 ·03/0 ·08 m m . )-to obtain this clearance both
(b) Second and third grooves-Compression rings. rings must be fitted to the piston groove.
Both these rings have snugs cast on their
i nternal circumference. These engage with
slots in the piston grooves, thereby preventing
the rings from rotating and positively locating
the ring gaps. To ensure the gaps are in the
designed position the rings must be fitted with
the word "TOP" (stamped adjacent to the ring
gap) towards the piston crown (see Fig. D . 88).

(c) Fourth groove-Oil sealing ring. This ring i s 4

stepped on i t s o utside circumference a n d must

be fitted with the large diameter to the top.
This will be accomplished by fitting the ring
with the word "TOP" stamped adjacent to the
ring gap (see Fig. D . 88) towards the crown of
the piston. The ring i s located in the p iston
in a similar manner to the compression rings.

(d) Fifth groove-Two-piece oil control scraper ring. 7

Rotation of the rings is prevented by a peg, fitted
in the piston groove, which locates in the ring
gap. When fitting the rings, ensure the flat
face (see Fig. D . 88) of both the rings is towards
the piston crown (grooved faces away from the
piston crown).
(e) When the rings have been fitted to the piston,
check the clearance between the rings and their
respective grooves. In the case of grooves two
and three, i . e . compression ring grooves, this
clearance must be checked with the inside cir­
cumference of the rings in contact with the
innermost face of the piston groove (see Fig.
D.82B).
When using a feeler gauge to check the
clearance in grooves two and three, i . e . , the
compression ring grooves, ascertain that the
side of the feeler gauge is inserted to contact
the innermost face of the piston groove, to
obtain an accurate measurement, for both side
faces of the rings and grooves taper and the
rings also have flats machined on the side faces,
making the inner clearance the correct one.
I
2
R A M OF PRESS
G U I D E RING R . G 224A/9 A N D
4
5
B U S H RETA I N E R R . G . 224A/6
RETA I N E R S U PPORT R . G . 224A/7
D O M E D T O O L R . G . 224A/8 6 P I STON
3 RETA I N I N G P LATE 7 P I LOTE D P L U N G E R R.G. 224A/3
Fig. D.83. Fitting first retaining plate to piston
(Inset shows a view of the retaining plate and the piston
bush bore, prior to fitting the plate)
( 3 D 1 99 and 3DA 1 99)
To Re-assemble.
During the re-assembly operatio n use the appro­
priate components of Clmrchill Tool R.G. 224A
and Adaptor Sets R . G . 224A- l and R.G. 224A-2
(see Fig. D . 68) using the following for the 3D 1 99
and 3 D A 1 99 Diesel engines, base plate R.G.224A/ I ,
piloted plunger R . G . 224A/3, bush retainer R.G.
224AJ6, retai n support R . G . 224A/7, guide ring
R . G . 224A/9 and domed tool R.G. 224A/8 .

For the 3D 2 1 5 and 3 D B 2 1 5 D iesel engines use
the base plate R.G. 224A/ l , piloted plunger R.G.
224Aj3 , bush retainer R.G. 224A-2/2, retainer
support R.G. 224A/7, guide ring R.G. 224A-2/3
and domed tool R.G. 224A/8.
1 . Insert into one of the piston bushes the bush
retainer, so that it bears on the inner side of the
bush and the boss. The retainer support should
now be assembled over the piloted end of the
plunger and the two details passed through the
opposite piston bush to engage the centrally drilled
hole in the bush retainer on the inside (see Fig.
D . 83). These three details provide the necessary
support to positively locate the bush in the piston
whilst the first retaining plate is pressed in.
2. Support the large end of the plunger on the
table of a press, steadying the piston with the hand,
ensuring that the bushed bore is vertical and in line
with the ram of the press.
P I STON B U S H B O R E
5. 104 6
I RETA I N I N G P LATE 3 P I STON BODY
2 P I STON B U S H B O R E 4 P I STON B U S H
Fig. D.84. Section through piston body an,d bush,
retaining plate in initial position
3. Lay a new gudgeon pin retaining plate over the
top end of the piston bush bore (see Fig. D . 83),
ensuring that the plate is square to the centre line
of the bore (see Fig. D . 84) .
ENGINE
Note : Ascertain that the grc und edges of the
retaining plates are in good condition and
not damaged in any way ; discard plates if
found faulty. Retaining plates must not be
used again.
I RAM OF P R E S S 6 G U I D E R I N G LOCATED I N R A I S E D
2 DOM E D T O O L S I D E S FO R M E D I N B O R E
3 GUIDE RING 7 P O S I T I O N R E TA I N I N G P LATE
4 P I STON B U S H A D O PTS W H E N FiTTED
5 R ETAI N I N G P LATE
Fig. D.85. Section through piston body and bush, showing method
of retaining plate assembly
4. Place the guide ring on to the retaining plate
so that it is located in between the two raised sides
of the bore, which are thus formed by the curved
external diameter of the pisto n . Insert the domed
end of the tool inwards into the guide ring (see
Fig. D . 85). 1t is important that the domed tool
is in line and vertical with the ram of the press.
5. Hold the domed tool lightly in position by
means of the ram of the press and ensure that the
guide ring is free to rotate (see Fig. D . 83). Press the
retaining plate by means of the domed tool only,
showing
when the plate can be felt to fl ick over. Do not
apply � ny pressure to the guide ring during this
operation, and apply only sufficient load to the
domed tool to insert the retaining plate. The load
required directly on the domed tool is approxi­
mately 250 lb. ( 1 1 3 -40 kg.), which is within the
capacity of a small hand press, anything heavier
destroying the "feel" of the operation. The utmost
Page D.56 ENGINE

care should be taken if through circumstances a i . e . the word "TOP" stamped on the piston crown
hydraulic press is used for the above operation, not must go to the top of the engine as must the ground
to stress the various components by applying chamfer on the piston rod forks (see Fig. D . 88).
unnecessary loads on the domed tool. This relationship can also be attained by observing
that the lug cast inside the piston body, opposite
Important Note : Under no circumstances must the
the groove on the outside of the piston for the oil
retaining plates be driven into the piston
sealing ring, is on the opposite side of the piston
bush bore using a hammer and drift .
rod to the ground chamfers. Align the respective
bores in the piston and piston rod and slide home
6. Check that the complete periphery of the
the gudgeon pin.
retaining plate is below the piston external diameter,
square to the gudgeon pin bore and within the
cylindrical part of the bush bore (see Fig. D . 8 6).

5. 1048

I P I STON R O D 4 P I STON
2 RAM O F PRESS 5 BASE P LATE R.G. 224A/ I
3 G U I D E R I N G R . G . 224A/9 A N D
D O M E D T O O L R . G . 2HA/8

Fig. D.87. Fitting second retaining plate to piston

· 9. Lay the piston in the "Vee" of the base plate

with the gudgeon pin in a vertical position and the
exposed end of the gudgeon pin facing upwards.
Press in the second retaining plate, again using
I PISTON EXTE R N A L D I A M E T E R the guide ring and domed tool (see Fig. D . 87),
2 C Y LI N D R I C A L P A R T O F P I STO N B U S H B O R E
3 R ETAI N I N G P LATE I N POSITION observing the operations as detailed in paras. (3)
to (6) . It is important that only sufficient load is
Fig. D.86. Section through piston body and bush, showing applied to the domed tool to insert the retaining
retaining plate in final position
plate, and it is strongly recommended that a small
hand press be used ; excess load could result in the
piston bush being displaced and the retaining plate
7. Withdraw from the piston the plunger and at the opposite end of the gudgeon pin pushed out
retainer support, when the bush retainer can also in extreme cases. It i s again emphasised that the
be removed . utmost care should be taken if a hydraulic press is
to be used in the above operations .
8. Re-assemble the piston rod to the piston body,
ensuring that the relationship between these two 10. The gudgeon pin should have a slight end
components will be correct when fitted to the engine, float within the boundary of the retaining plates,

and this can be verified either by holding the piston
rod against one side of the piston and then shaking
the assembly in the hands, when the gudgeon pin i s
heard t o tap alternately against the retaining plates,
or by moving the piston rod from side to side in the
piston and noting that the gudgeon pin is a free
fit in all bushings.
1 1 . The assembled piston should now be checked
for leaks around the newly installed retaining plates
by inverting the piston, thus standing it on the
crown and filling to above the gudgeon pin boss
with clean paraffin. The piston should be left
standing for 30 m inutes. Check for leaks around
the outside edges of the plates. If any leaks are
observed the defective retaining plate(s) must be
replaced. Retaining plates are not to be re-used.
12. Drain the paraffin from the piston body and
introduce around the piston bushings clean engine
oil by means of an oil can.
I RETAI N I N G P LATE 6 PISTON ROD
2 P I STON B U S H 7 G R O U N D C H A M F E R S O N PISTON R O D
3 "TOP" M A R K I N G O N PISTON C R O W N 8 P I S T O N ROD B U S H
4 P I STON BODY 9 OIL SEALING R I N G
5 TWO- P I E C E O I L C O N T R O L R I N G 10 FIRE RING
Fig. 0.88.
ENGINE P'lge D.57
13. Fit the piston rings. The ring sequence and
points to observe when fitting are as follows.
To Refit.
1 . T o facilitate the refitting o f the piston t o the
cylinder bore, a ring compressor should be used ;
Churchill Tool R.G. 1 53A for 3D 1 99 and 3DA 1 99
Diesel engines and R.G. 424 for 3D 2 1 5 and
3DB 2 1 5 Diesel engines, see Fig. D . 89 ; this mini­
mises the risk of broken rings. When fitting the
ring compressor to the piston, ensure the rings are
positioned correctly, for if the snugs are not located
the rings will stand proud of the piston, which will
lead to broken rings.
2. Insert the piston and piston rod assemblies
into the cylinder bores, observing :
(a) Loosen the fuel injectors in their sleeves to
allow the air in the cylinders to escape as the
1 1 and 1 2 C O M P R E S S I O N R I N G S
1 3 G U DG EO N P I N
1 4 F LAT FACE O F O I L C O N T R O L R I N G
FACES P ISTON C R O W N
Piston an d piston r od details
f{i _{!
1· -
Page D.58
pistons are inserted. Ensure the rocker levers
are located in a horizontal position by swinging
the top curved arm of the rocker outwards
away from the engine, before attempting to fit
the piston and piston rod assemblies.
P I STON A N D P I STON
ROD AS S E M B L Y
ROC K E R L E V E R I N H O R I ZONTAL POSITION
Fig. D.89. Refitting piston, using piston ring compressor
(3D 1 99 and 3D A J 99)
(b) The chamfered edge of the pi ston rod forks
m ust be to the top of the engine.
(c) Ensure the assemblies are fitted to their correct
cylinder, i .e. rods marked A . l , A . 2 and A . 3 go
to the air side, whilst the rods marked E. l , E . 2
and E.3 g o t o the exhaust side ( N o . 1 in each
case goes to the front of the engine).
3. Connect the piston and piston rods and the
connecting rods to the rockers, as described under
"Rocker Shaft Assemblies" for the appropriate
engine.
4. Complete the operation by reversing the
removal procedure, renewing the gasket between
the side covers and the crankcase.
CRANKSHAFT AND MAIN BEARINGS
The crankshaft, a steel forging with integral
balance weights. is carried in four main bearings
of the steel shell wh ite lined . End thrust is taken
on split, white metal, steel backed thrust washers
located on either side of the rear main bearing
ENGINE
housing. Thrust washers are also available i n an
oversize of 0 · 005 in. (0 · 1 270 mm .). I nternal
drillings connect the main bearing journals with
the crankpins for l ubrication purposes.
The crankshaft gear and the oil p ump sprocket
R I N G C O M P R ESSOR are keyed to the front and the rear of the crankshaft.
TOOL R . G . I S JA
The front sprocket drives the oil pump by means of
a chain, and similarly, the rear crankshaft gear
drives the blower and injection pump drive assembly.
The main bearings are in two halves, each half
being identical. The front and rear bearing halves
are not interchangeable with the intermediate
bearing halves. The top bearing half is retained
in the crankcase and the bottom by setbolts, which
are locked by lockwashers. Radial and endwise
movement of the bearings is prevented by tags,
which engage in slots milled in the crankcase
seatings and bearing caps. Main bearings are not
ava ilable in undersizes of 0 · 0 1 0 in. (0 ·254 mm.),
0 ·020 in. (0 · 508 mm.) and 0 ·040 in. ( 1 ·0 1 6 mm .).
T H R UST WASH E R S MAIN B E A R I N G
( T O P H A LVES) H A LV E S C R A N K S H A FT
,
L
T.S3
T H R U ST WAS H E R S M A I N BEAR I N G
(BOTIO M H A L YES) H A LV E S
Fig. D.90. Crankshaft and main bearings
To Remove.
Although the engine does not have to be com­
pletely dismantled in order to remove the crankshaft,
the following dismantling sequence is given as this
operation is n ormally only necessary at engine
overhaul periods.
1. Remove the engine from the chassis (see under
heading EN G I N E REMOVAL" of this section) .
"
 ENGINE
2. Remove the nuts securing the exhaust manifold
and then lift off the manifold.
3. Remove the fuel injection pump (see under
heading "FUEL SYSTEM").
4. Remove the fuel injectors (see under heading
"FUEL SYSTEM").
5. Remove as an assembly from the fuel filter
constant bleed connection , the three pipes, constant
bleed, injector main leak-off and main leak-off
return. This assembly is secured i n two positions
to the top of the crankcase and in one position to
the exhaust side cover, by clips.
6. Disconnect the three pipes from the fuel fi l ter.
Remove the nuts securing the fuel filter bracket to
the air outlet manifold. Lift away the filter com­
plete with its bracket.
7. Remove the blower unit (see under heading
"AI R I N TAKE A N D EXHAUST SYSTEMS")
along with the inlet man ifold.
8. On 3D 1 99 Diesel engines, remove the lubri­
cating oil filter from its bracket. This is retained
by four nuts.
On 3 DA 1 99, 3D 2 1 5, 3 DB 2 1 5 Diesel engines,
remove the lubricating oil filter and oil cooler filter
head as an assembly (see "COO L I N G SYSTEM").
9. Slacken the bolts securing the dynamo or
alternator, then remove the driving belts (see
"COOLING SYSTEM").
10. Remove the by-pass pipe between the water
pump and the thermostat housing.
1 1 . Lift away the water pump after removing the
two setscrews and nuts securing the pump to the
crankcase.
12. On 3D 1 99 Diesel engines, remove the nuts
securing the oil filter bracket to the front of the
crankcase, then lift the bracket clear, n oting the
joint at this point.
13. Remove the thermostat housing and change
speed support bracket. The thermostat housing is
retained to the crankcase by six nuts and the
change speed support bracket to the crankcase by
one setscrew.
Page D.59
14. Remove the large setscrew retaining the pulley
on the front of the crankshaft. Withdraw the
pulley. Use the universal puller, Churchill Tool
No. 5 5 , in conj unction with the screwed legs,
R.G. 5 5-2, for this operation, as shown in Fig.
D . 7 under heading "FRONT COVER".
15. Remove the nuts securing the front cover.
Prise the cover off its dowels and lift clear.
16. Remove the dynamo and its mounting
brackets.
17. Remove the flywheel housing (see u nder
heading "FLYWH EEL HOUSI N G").
18. Remove the following :
(a) Blower drive assembly as detailed i n this
section. Withdraw the blower drive shaft.
(b) First idler gear, as detailed in this section .
(c) Fuel injection pump drive assembly (see "FUEL
SYSTEM").
(d) Second idler gear, as detailed i n this section .
(e) Carrier plate, a s detailed in this section.
19. Remove the setscrews and nut securing the
fuel pump bracket (top cover). Prise the bracket
off its dowels and lift clear (see heading "Fuel
Pump Bracket'') .
20. Remove the side covers (see heading "SIDE
COVERS") and rocker shaft assemblies (see under
he'::l d ing for the appropriate engine, "Rocker Shaft
Assemblies") .
21. Remove the piston and piston rod assemblies
as detailed in this section.
22. Turn the cran kcase on to its top face and
remove the sump.
23. Remove the pipe assembly between the oil
pump and exhaust side of the ,,c rankcase.
24. Remove the oil pump and driving chain (see
"LUBRICATING SYSTEM") . Note the shims
between the oil pump and the main bearing caps.
These are used for adj usting the oil pump driving
chain .
25. Remove the connecting rods as indicated in
this section .
Page D.6C ENGINE

26. Prior to removing the main bearing caps,
inspect for position markings, which should line up
with similar marks on the crankcase seating. If
omitted, mark the bearing caps and crankcase
seatings in such a manner that on refitting, the
bearing caps will go to their original crankcase
positions.
Tap back the tabs locking the main bearing cap
bolts. Remove the bolts and lift off the caps.
2. Check the main and crankpin journals for
ovality or scores. Any ovality or scores must be
corrected by re-grinding all the main journals and
crankpin j ournals to one of the undersizes given in
Fig. D .92 and for which undersize bearings are
0 · 1 1 5/0· 1 05 i n . ( 2 · 92/2·67 m m .) RAD I U S
O N C RA N K P I N J O U R N A LS
/

27. Lift out the crankshaft.

28. Remove the main bearings and the thrust

washers from the crankcase and the caps. Refit
the caps to their original position and secure with
the setbolts.

To Dismantle.
1. Pull the oil pump drive sprocket off the front of
the crankshaft, then prise out the Woodruff key.
5. 6 8 1
2. Remove the screws securing the oil thrower to
the crankshaft gear. Lift away the thrower, then
withdraw the gear employing Churchill Tool
R . G . 1 59A, using the four 0 · 3 1 25 in. ( 7 · 9 3 7 mm.)
UNF bolts and washers supplied with the tool (see
Fig. D . 9 1 ) .
0 · 1 25 / · 0 1 1 5 i n . ( 3 · 1 8/2·92 m m .)
R A D I U S ON M A I N J O U R N A LS
TOOL R . G . 1 59A

I
I M A I N BEARI N G
SIZE
MAI N J O U RNAL
D I A M E T E R "A"
C RA N K P I N
J O U RNAL
D I A M ET E R " B "

I
STA N D A R D 2 · 9995/2·9990 i n . 2 · 7500/2 ·7495 i n .
( 76 · 1 9/76 · 1 8 m m . ) (69 ·85/69 ·84 m m . )

I
0 ·0 1 0 i n . U N D E R S I Z E 2 ·9895/ 2 · 9890 i n . 2 · 7400/2 ·7395 i n .
1 75 ·93!75 ·92 m m .) ( 6 9 · 60/69 ·59 m m .) . ......---

I
0 · 020 i n . U N D E R S I Z E 2 · 9795/2·9790 i n . 2 ·7300/2 · 7295 i n .
(75 · 68/75 ·67 m m . ) 69 · 34/69 · 3 3 m m .)

I I
0 · 040 i n . U N D E R S I Z E 2 ·9595/2 ·9590 i n . 2 · 7 1 00/2 ·7095 i n .
(75 · 1 7/75 · 1 6 m m . ) (68·83/69 ·82 m m .)

Fig. D.92. Crankshaft re-grinding dimensions

available. Crankpin journals and main j ournals

Fig. D.9 1 . Removing the crankshaft gear
Inspection and Overhaul.
1. Clean the crankshaft thoroughly, paying par­
ticular attention to the o ilways between the main
journals and the crankpin journals. After cleaning,
smear the main journals and crankpin j ournals with
engine oil to prevent them rusting.
must be re-ground to the l imits given according
to the undersize decided, as hand scraping of
the main bearings is not permissible. After re­
grinding; ensure the radiused fillet, shown in Fig.
D . 92 is present at all the crankpin journals and
main journals. Considerable importance is attached
to the blending operation of these radiused fillets, so
that no step remains in the area of the radius after
re-grinding. It is also very important to measure
the fillet radius with a radius gauge to obtain
 ENGINE Page ...> . 61

accurate results, this being a tool which should be The following Fillet Rolling Tools are used for
readily available to all who are associated with the all four Diesel engines 3 D 1 99, 3DA 1 99, 3D 2 1 5
re-grinding of crankshafts. The surface finish and 3DB 2 1 5 Diesel M odels.
required on the main journals and crankpin
j ournals must be 8 micro inches as measured by a Churchill Tools
Profilometer. Should the crankshaft be re-ground Housing for Rear Main 6400 A/3 1
to one of the three undersizes, 0 · 0 1 0 in. (0 · 254 mm.), Housing for No. 6 Journal Pin 6400 A/32
0 · 020 in. (0 · 508 mm.), 0 · 040 in. ( 1 ·0 1 6 mm.), it is
Rollers for use with above 6400 A/63
important that the fillet radius be re-ground to
0 · 1 00/0 ·090 in. (2 · 54/2 ·286 mm.) and that the
3. The rear end of the crankshaft acts as a register
rear main j ournal and number six j o urnal pin is
for the oil seal fitted to the flywheel housing, and a
fillet rolled, using the appropriate Churchil l hand
mounting flange for the flywheel.
tool (see Fig. D . 93). The torque loading for the
hand tool is 40 lb. in. and it is to be given ten The area o n which the oil seal registers must be
complete revolutions as set out in the Churchill free from imperfections, otherwi se an oil leak will
instruction book supplied with the tool . develop.
C R A N K S H A FT

IT IS E S S E N T I A L T H AT A F I L L E T R O L L I N G TOO L C R A N K S H A FT E N D
S M A L L G A P IS L E FT B E F O R E S U PPORT
THE TORQUE SPAN N E R
IS APPLI ED
Fig. D.93. Fillet roUing the crankshaft

After completion of the operation , the rolled area Remove any burrs or sharp edges from the fly­
should present a continuous unblemished polished wheel mounting flange to safeg .rd against damag­
surface free of tool marks, an i ncrease of strength ing the oil seal. During this operation, care must
will result from this operation . be taken not to touch the actual oil seal register.

, , ,,•
••�>'\. •
PagP D.62 ENGINE

4. Mount the crankshaft on "Vee" blocks and
check for bow. This must not exceed 0 · 002 in . to
0 · 003 in . (0 ·05 mm. to 0 ·08 mm.) on the two centre
main journals .
5. The main bearings are stamped on the shells
according to their size . Should the main bearings
be renewed without re-grinding the crankshaft,
ensure the replacement bearings are the same size as
the originals.
5. Fit the top halves of the thrust washers to
either side of the rear main bearing housing. The
white metal face of the washer has two oil grooves,
and thi s face must register with the crankshaft. To
identify the top half from the bottom half, examina­
tion will show that one has a locating tongue. This
is the bottom half (see Fig. D . 90) .
Check the crankshaft end float, which should be
between 0 ·002 in. to 0 ·006 in. (0 ·05 mm. to 0 · 1 5
mm.) measured in accordance with Fig. D . 94) .

To Re-assemble.
1. Fit the Woodruff keys to the front and rear of T.69
the crankshaft.

2. Slide the oil pump sprocket on to the front o f

the crankshaft, the chamfer on the internal circum­
ference foremost.

3. Refit the rear crankshaft gear as described in

this section, taking care not to damage the oil seal
register.

4. Fit and secure the oil thrower.

To Refit.
Prior to refitting the crankshaft, blow through the
crankshaft oilways with compressed air to ensure
they are clear.
Fig. 0.94. Checking crankshaft end float
1 . Remove the main bearing caps, ensuring that
they are suitably marked to ensure refitting to their
Note : Replacement thrust washers are available i n
original position s .
two thicknesses, i.e. standard a n d 0 · 005 i n .
( 0 · 1 270 m m . ) over-size .
2. Clean the main bearing housings . F i t the top
halves of the bearings to the crankcase seating, Adj ustment is effected either by filing the white
ensuring that the locating tag engages the milled metal face of the thrust washers to the thickness
slot, after making certain that the bearings are the required to provide the correct end float, of L
correct size. changing to thrust washers of a different thickness.
It is essential that the thrust washers at the front and
3. Smear a film of engine oil around the mai n rear of the main bearing are the same thickness.
bearing journals, then place the crankshaft in
Note the final thickness required for the top
position .
halves of the thrust washers . Now file the bottom
halves of the thrust washers to the same thickness as
4. Fit the bottom halves of the bearings to the
the top halves and fit to the rear main bearing cap,
caps, using a little grease to hold the bearings i n
using a little grease to hold the bottom halves i n
position . Refit the caps, observing the following :
position . Engaging t h e locating tongue o f the
( a) At this stage fit the intermediate and front caps
·
washer in its respective slot in the bearing cap .
only .
I n sert new sealing strips in the grooves o n either
(b) I nsert the cap bolts with new tab washers and side of the rear main bearing cap, then fit the cap
start the thread before the cap takes up its final complete with the bottom main bearing half and
position. thrust washers. Refit the cap bolts with new tab
(c) Lightly secure the cap bolts. washers.
 ENGINE
6. Tighten the main bearing cap bolts, starting
from the centre and working outwards, to a torque
loading of 60 lb. ft. (8 · 29 kg. m . ) . As each bearing
is tightened, turn the crankshaft to ensure it is
working freely. Secure the bolts by bending up the
tab washers.
7. The remaining operations are a reverse of the
removal procedure, tightening the crankshaft pulley
retaining setscrew to a torque loading of 1 50 lb. ft.
(20 · 72 kg. m.). Check that the oil pump driving
chain is correctly adj usted (see "LUBRICATING
SYSTEM").
Main Bearing Removal and Refitting-Crankshaft
in Position.
1. Drain the oil and remove the sump and oil
pump (see " L U B RI CATING SYSTEM").
2. Tap back the locking tabs securing the main
bearing cap bolts.
3. To renew or inspect an individual bearing, lift
off the respective cap, after removing the cap bolts.
The bottom half of the bearing will come away with
the cap .
To prevent the top half of the bearing from being
n ipped in its housing, slacken the remaining cap
bolts one or two turns. Remove the top half of the
bearing by rotating the crankshaft and at the same
time applying pressure to the edge opposite the
loci,ting tag.
.�' 4; When fitting replacement bearings ensure they
are the same size as the originals. Bearings are
stamped according to their size on the steel shells.
5. Fit the top half of the bearing in a similar
manner to that used for removal, noting that the
plain end must be i nserted first. As the bearing
takes up its final position, ensure the locating tag
registers in the milled slot.
6. Fit the bottom half of the main bearing to the
cap . Replace the cap and tighten the cap bolts
lightly, then proceed to the next bearing.
7. When dealing with the rear main bearing, the
thrust washers should also be renewed. These can
be removed and refitted in a similar manner to that
u sed for the bearings. See also "CRAN K S H AFT
AND MAIN BEARINGS" in this section .
8. When all the main bearings have been dealt
with, tighten the cap bolts to a torque wrench load­
ing of 60 lb. ft. (8 · 29 kg. m.), starting in the centre
and working outwards. Secure the bolts by
bending up the tab washers.
9. Complete the operation by refitting the oil
pump and sump, not forgetting to adj ust the
tension of the oil pump driving cha i n (see "LU B RI­
CATING SYSTEM"), if necessary, to provide -ftr in.
(4 · 76 mm.) total side to side movement i n the chai n
midway between the two sprockets . Tighten the
crankshaft pulley retaining setscrew to a torque
loading of 1 50 lb. ft. (20 ·73 kg. m.).
CRANKCASE AND CYLINDER BARRELS
The crankcase can be regarded as comprising two
halves, the upper half which carries the cyli nder
barrels, and the lower half which carries the rocker
shafts and the crankshaft.
The top half of the crankcase i s divided longitu­
dinally by vertical walls to provide an air chest, and
to form passages for water circulation around the
cyli nder barrels, i nj ector sleeves and the exhaust
chambers.
In the lower half of the crankcase each rocker
shaft is mounted o n four pad faces, located by
dowels and secured to the rocker mounting studs by
means of self-locking nuts. Below these pad faces
in the centre section of the crankcase, are the seats
for the top halves of the main bearings. Caps seat
the bottom halves of the main bearings, the caps
being located by slots i n the crankcase, and are
retained by bolts .
The cyli nder barrels are of the wet l iner type.
Ports i n the barrel provide the entry for the air
charge at one end and the escape for the exhaust
gases at the other. Cast i ntegral with the barrel are
a number of lips, and these regi ster with bores
machi ned in the vertical walls in the top half of the
crankcase.
The three lands in the centre of the barrel are
support lands, which, when new, are a clearance fit
in their respective crankcase registers, while the
remainder, three on the exhaust side of the barrel
and two on the air side, are undercut to form
retaining lips, which are an i n terference fit with
their crankcase regi sters (see Fig. D :98). The
retaining l ips also act as water and air seals, thus
dispensing with the conventional rubber rings and
joints.
.41'"
Page l.J.o•, ENGINE

The diameter of the retaining lips increases in
steps from the air to the exhaust side of the barrel.
This feature simplifies the removal and refitting of
the barrel, but i t must be noted that removal
operations can only be carried out from the exhaust
side of the crankcase, and when subsequently
refitting the barrel it is drawn in from the air side of
the crankcase.
The barrel is located in position by the injector
sleeve. This passes through a plate dowelled to the
top of the crankcase and screws into a tapped hole
i n the centre of the barrel. A joint washer between
the sleeve and the barrel, and a rubber sealing ring
between the plate and the crankcase prevent a
water leak at this point (see Fig. D I 03) .
T o Inspect the Cylinder Barrels whilst in the Engine.
This operation is most likely to be carried out
when performing a major engine overhaul, and can
only be carried out satisfactorily w ith the engine
removed from the chassis and placed on a suitable
stand .
Before removing the engi ne, however, the cylinder
barrels should be examined for signs of water leaks
o n the retaining lips i n the exhaust chambers and
also i n the air chest, if the top cover is removed .
The engine should be removed from the chassis
unworn ridge in the barrel bores before carrying out
the examination s as detailed i n this sectio n .
On early engines examine the exhaust side o f the
cylinder barrels and ascertain that the i in. (3 · 1 8
mm.) diameter hole for splash oiling is clear and
free from obstruction . Any foreign matter can be
removed from the hole by pushing through a
suitable length of wire.
2. The bore wear on a cylinder barrel must be
measured by means of a cylinder gauge, with the
barrel remaining in the engine. The cylinder gauge,
consisting of the familiar "T" shaped holder into
the top of which a dial i ndicator gauge i s fitted .
Check the barrels for wear as follows :
(a) The contact points on the "T" shaped holder of
the cylinder gauge should be set o n the i nternal
diameter of the bore ring gauge, Churchill Tool
R.G. 1 60, and the dial of the gauge placed to a
zero reading. This is accomplished by slowly
rocking the cyli nder gauge in the ring gauge and
when a minimum reading is shown on the dial
indicator gauge the dial should be set to the zero
reading.
T H E S E L I N E S COR·
R E S PO N D TO THE
C O R R ECT R A D I A L
I N J E CTOR
LOCATION O F T H E
GAUGE, WHEN
SLEEVE HOLE

(see " E N G I N E REMOVAL") and dismantled, as CHECKING

BORE WEAR
FOR
IN F U L L SECTION
detailed under " C RA N K S HAFT AN D M A I N THE CYLINDER
BARREL, IN THE
ON C - C

B EA R INGS" o f this section. l f, however, it i s POSITIONS MARK·

ED "A"
o nly required to measure a single bore, without
dismantling the engine, remove both side covers
(see "SIDE COVERS") and the appropriate pair of
piston and piston rod assemblies from the rocker
levers, as detailed under " P I STONS AND P I STO N
RODS" of this section.

When this has been carried out, proceed as

follows :
1 . I nspect the cylinder barrels and ensure that they
are free from cracks and deep scores on the bore
surfaces . In the event of either of these conditions
being apparent, the barrels should be renewed. Fig. D.95. Measuring the cylinder barrel bore
Very slight score markings o n the bore surface can
sometimes be satisfactorily removed by very light
(b) I nsert the cylinder gauge into the barrel, and to
hand ston ing.
check the maximum amount of wear on the
It may be necessary to decarbonise the engine i n cylinder bore the diameter must be measured at
accordance with the procedure i n this section, two points approximately 8.40 i n . (2 1 3 · 3 mm . )
removing also any carbon present on the centre from each e n d of the bar rel, making' four
_
 .I{ . .
ENGINE · P3ge D.65

points in all, which are t in . (6 · 3 5 mm.) radially 2. Prise the injector stud plate off its dowel and
on either side of the injector sleeve hole, as remove the sealing ring. Lift the �posed joint
shown in Fig. D . 9 5 , and marked "A". Again, washer from its recess in the cylinder barrel.
to obtain a correct reading, the cylinder gauge
should be rocked slowly in the barrel bore in any 3. Employing Churchill Tool R.G. 1 50A with­
one of the positions marked "A", noting the draw the cylinder barrel from the crankcase (see
minimum reading obtained on the dial indicator Fig. D . 96) . The cylinder barrel must be withdrawn
gauge. This reading will give the amount of from the exhaust side of the engine, due to the
wear present in that particular position in the different diameter of the retaining lips.
cylinder bore from the zero setting previously
made. Repeat this operation at the three
remaining "A" positions.
Note : The purpose of the gauge being rocked
slowly in the bore is to ascertain that the
axis of the cylinder gauge and the contact
points on the "T" shaped holder are on
the true diameter, i . e . , at right angles to
the bore axis being measured . The
minimum reading on the dial indicator
gauge indicates when this position is
reached as the moving contact point on
the holder is then depressed to its fullest
extent.
(c) In cases where measurement using the cylinder
gauge shows bore wear in the areas indicated to
be in excess of 0 · 0 1 0 in. (0 ·25 mm.) the barrel(s) Fig. D.96. Removing the cylinder barrel from the exhaust side
should be withdrawn and renewed, if the engine of engine, using Tool R.G. ISOA
performance is considered unsatisfactory. The
pistons, if not appreciably worn or badly scored, Normally withdrawal will be effected in three
may be refitted using new rings. The necessity distinct stages, the first overcoming the inter­
for fitting a replacement cylinder barrel will be ference fit between the retaining lips and their
largely governed by the general performance 1 egisters, whilst the latter stages draw the cylinder
and oil consumption of the engine at the time of barrel centre and air side support lands past the
overhaul. I f the general performance of the register in the crankcase for the exhaust side support
engine is good and the oil consumption low, the land . After withdrawing the barrel for approxi­
barrels need not be renewed even if worn in mately 3 in. (76 · 2 mm.) remove by hand.
excess of 0 · 0 1 0 i n . (0 ·25 mm.), as measured in
the positions indicated in para. 2 (b), as
obviously where these conditions are satisfac­ Inspection of Crankcase-Cylinder Barrels Removed.
_,,
tory, the engine may continue to be operated 1. Clean the crankcase thoroughly in a suitable
with the original cylinder barrels. degreasing plant. Remove any scale from the
Where measurements show bore wear to be registers for the cylinder barrel support lands with a
small, but compression is suspect, the pistons wire brush . With a suitable scraper remove the
can be refitted with new rings subject to the carbon from the sides of the exhaust chamber.
cyli nder barrels being otherwise in good Blow the crankcase through with compressed air.
condition. This also applies to the oilways, after removing the
adaptor from the rear of the main oil gallery.
To Remove the Cylinder Barrels_.
Do not remove the cylinder' barrels unnecessarily, 2. Examine the cran kcase generally for cracks.
but if the bores have worn as detailed above, the
barrel(s) should be withdrawn and renewed . To 3. Examine the studs screwed into the crankcase.
remove a cylinder barrel, proceed as follows : Any that are stretched or damaged beyond repair
1. Unscrew the injector sleeve . must be replaced . In respect of the rocker shaft
Page D.61 ENGINE

through bolts and studs, refer also to "Rocker
Shaft Assembly" according to the engine under
repatr.
Note : Replacement crankcases are supplied with the
through bolts and rocker shaft studs already
fitted .
(0 ·05/0 · 1 1 m m . ) will be obtained. The manu­
facuring dimensions for the registers along with
the respective cylinder barrel retaining lip diameters
are as follows, see Fig. D . 9 8 .
I N J ECTOR S L E E V E H O L E

4. Examine the bush in the machined bore i n the

front intermediate web of the crankcase (see Fig.
D . 97). This bush steadies the front of the blower
drive shaft. If the bush is worn or damaged
appreciably, remove and renew by tapping out
towards the rear of the engine, using a hide mallet
and a suitable drift. Note that the replacement A I R PORTS S U P PORT E X H A U ST
bush is of the pre-finished type, being a split bush, LANDS P O RTS

white metal lined, thus requiring no scraping after Fig. D.98. Cylinder barrel
being tapped into position . Fit the replacement �
bush from the rear of the crankcase web, again
�
using a hide faced mallet or a soft drift to avoid
damaging the new b ush, noting that the bush
3D 199 and · 3D A 199 Diesel Engines
should be tapped i n only until the outer end is
flush with the rear of the crankcase web. Care Crankcase Cylinder Barrel
should be taken not to tap the bush in any further Register Retaining Hip
as the inner end must not enter the bore diameter,
A . 4 ·25 1 /4 ·250 in. 4 ·2550/4 ·2537 in.
to which the through bolt is fitted.
( 1 07 · 87/ 1 07 ·95 mm.) ( 1 08 ·077/ 1 08 ·044 mm.)
T H R O U G H B O LT
A P E RT U R E
BLOWE R D R I V E S H AFT
STEADY B U S H
B . 4 · 28 1 /4 · 280 in. 4 ·2850/4 ·2837 in.
( 1 08 · 74/ 1 08 · 7 1 mm.) ( 1 08 · 839/ 1 08 · 806 mm.)
C . 4 · 34 1 /4 · 340 in. 4 · 3450/4 · 3437 in.
( 1 1 0 · 26/ 1 1 0 ·23 mm.) ( 1 1 0 · 363/ 1 1 0 ·33 mm.)
D . 4 · 3 7 1 /4 · 370 in. 4 · 3750/4 · 3737 i n .
( I 1 1 ·02/ 1 1 0 ·99 m m . ) ( 1 1 1 · 1 25/ 1 1 1 ·092 m m . )
E . 4 -40 1 /4 - 400 i n . 4 ·4050/4 ·4037 i n .
( 1 1 1 · 79/ 1 1 1 · 76 m m . ) ( I 1 1 · 89/ 1 1 1 · 8 54 m m . )
�
l;
.
__

3 D 2 1 5 and 3DB 2 1 5 Diesel Engines

Crankcase Cylinder Barrel
Register Retaining Hip
A. 4 -4200/4 - 42 1 0 i n . 4 - 4250/4 -4237 i n .
( 1 1 2 · 268/ 1 1 2 ·2934 mm.) ( 1 1 2 · 395/ 1 1 2 · 362 mm.)
B . 4 -4500/4 -45 1 0 i n . 4 -4550/4 -4537 i n .
( 1 1 3 ·030/ 1 1 3 ·05 5 mm .) ( 1 1 3 · 1 57j l 1 3 · 1 24 m m .)
C. 4 · 5 1 00/4 · 5 1 1 0 i n . 4 · 5 1 50/4 · 5 1 3 7 i n .
Fig. D.97. Locatjon� in crankcase o f blower drive shaft steady
( 1 1 4 · 5 54/ 1 1 4 · 579 mm.) ( 1 1 4 · 68 1 / 1 1 4 · 648 mm . )
bearing
D. 4 · 5400/4 · 54 1 0 i n . 4 · 5450/4 · 5437 i n .
( 1 1 5 · 3 1 6/ 1 1 5 ·34 1 mm.) ( 1 1 5 -443/ 1 1 5 -4099 mm.)
5. Check the diameters of the registers in the
cran kcase for the cylinder barrel retaining lips to E . 4 · 5 700/4 · 5 7 1 0 in. 4 · 5750/4 · 5 737 in.
ensure that the i nterference fit of 0 · 0020/0 ·0045 i n . ( 1 1 6 ·078/ 1 1 6 · 1 03 mm.) ( 1 1 6 · 205/ 1 1 6 · 1 72 mm . )

6. Renew the injector stud plate seal and the
injector sleeve washer.
To Refit the Cylinder Barrels.
It should be noted that Churchill Tool R.G. 484
will be required for all Rootes Diesel engines o n and
after the following engine numbers 83535 and
20 1 50 1 . This tool can also be used for previous
engmes.
I P L U G R . G . 484/ 1
2 LOCAT I N G P LATE R . G . 484/2
3 D O W E L P I N R . G . 484/3
Fig. D.99. Cylinder barrel locating jig, Tool
1. Coat the retammg lips and their crankcase
registers liberally with a non-flaking j ointing com­
pound ("Wellseal", manufactured by Wellworthy
Ltd . , Lymington , Hants, England, is recom­
mended) . Jointing compound should not be
applied to the t hree support lands.
2. Screw the plug R.G. 484/ 1 into the tapped hole
for the injector sleeve in the centre of the barrel.
Ensure the plug does not. protrude above the centre
support land .., See Fig. D . I OO.
3. Insert the cylinder barrel, aii- side foremost, into
the exhaust side of the crankcase. The air side of
the barrel is easily identified by the air ports, see
Fig. D . 98. Slide the bar.ni:.I into the crankcase by
hand until' � � 'sq�p J; , 4: :pn the air side contacts
"
the register iri"fh �.cr�pl<C:ase for the support land on
the exhaust side o f the barrel . In cases where the
top cove� a?sembly has been removed, the retaining
ENGINE -'age D.67
.;..·
lip "A" (see Fig. D .98) will be seen to just emerge in
the air chest.
4. To complete the refitting of the barrel, the tool
used for removal should be employed, Churchill
Tool R.G. 1 50A, drawing the barrel in from the air
side of the crankcase. The barrel will go into posi­
tion in three stages, i.e. the first two draw the air
side and centre support lands past the register in the
crankcase for the support land on the exhaust side,
the final stage forces the retaining lips into their
respective crankcase registers.
5. When the centre support land has passed
through the crankcase register, i . e . , second stage
(see Fig. D . l O l ) before carrying out the final stage,
set up the locating j ig Churchill Tool R.G. 484 in
the following manner :
·
(a) Rotate the liner by hand until the plug fitted i n
para. 2 is on the centre line of the injector sleeve
hole in the crankcase.
5.1712.
CLEARANCE O F PLUG
B E L O W LA N D S
R.G. 484
�:
Fig. D. l OO. The �rrect position for plug R.G. 484/1 before
cylinder barrel is inserted into cylinder block
(bhScrew the plug up to the underside of the crank-
......
· -....
case, by placing the hand down the cylihder
barrel and screwing the plug upwards, leaving a
\
f

small clearance at the top of the plug and the
underside of the crankcase.
Note : The flats on the top of the plug must be
positioned parallel with the sides of the
cylinder barrel.
W H E N THE RETA I N I N G LIPS REACH T H I S
POSITION S E T U P T H E LOCAT I N G J I G
T O O L R . G . I SOA T O O L R . G . 484/2
Fig. D.IOl. Fitting cylinder barrel-second
6. Place the locating plate R.G. 484/2 in the
injector aperture and astride the two flats on the
cylinder liner plug R.G. 484/ 1 .
Position the locating plate R.G. 484/2 over the
dowel for the injector stud plate, entering the spigot
in the injector sleeve aperture and aligning the slot
and the bottom of the locating plate to stride the two
flats on the cylinder barrel plug R.G. 484/ 1 .
When this position has been attained, the plate will
fit .flush with the crankcase and the correct radial
Fig. D.102.
ENGINE
position of liner will be assured. See Fig. D . 1 02
(position A).
(a) Commence pulling the cylinder barrel into posi­
tion until the hole in the top of the cylinder
barrel plug R.G. 484/ 1 appears from under the
crankcase. This can be seen down through the
slot in the locating plate R.G. 484/2. See Fig.
D . l 02 (position B).
(b) Place the dowel pin R.G. 484/3 into the hole of
cylinder barrel plug R.G. 484/ 1 and a straight
edge rule along the machined edge of the
locating plate R.G. 484/2.
( c) Continue pulling the cylinder barrel into its final
position until a 0 · 00 1 5 in. (0 ·038 mm.) feeler
gauge is j ust "nipped" between the dowel pin
and the straight edge of the rule. The cylinder
barrel will then be located both axially and
radially. See Fig. D . 1 02 (position C).
Note : It will be observed that the slot in the
locating plate extends beyond the
machined edge of the locating plate.
This prevents bending of the dowel pin
should the cylinder barrel be pulled too
far towards the air side of the crankcase.
Should the dowel pin get bent at any
time, it is replaceable with 352 in. (3 ·96
mm.) silver steel bar approximately 4 in.
( 1 0 1 · 6 mm.) long.
0 · 00 1 5 i n . ( 0 · 0 3 8 m m .)
FEELER GAUGE
L . 749
Locating the cylinder barrel
 ENGINE Page D.69

7. Lift away the locating plate and the dowel pin,
then unscrew the plug through the injector sleeve
aperture and lift clear. Remove the refitting tool.
8. Position a new injector sleeve joint washer i n the
recess around the tapped hole in the cylinder barrel.
9. On 3D 1 99 and 3DA 1 99 Diesel engines, place a
new seal on the top of the crankcase and on the
3D 2 1 5 and 3 D B 2 1 5 D iesel engines the seal i s
placed i n the crankcase aperture for the injector
sleeve. Slide the i njector sleeve through the plate
a nd the crankcase and screw it i nto the cylinder
barrel (see Fig. D . 1 03). Tighten the sleeve to a
torque loading of 60 to 65 lb. ft. ( 8 ·29 to 8 ·98 kg.m.).
Replacement bearing shells are available in 0 ·0 1 0 in.
(0 ·254 mm.), 0 · 020 in. (0 · 508 mm.) and 0 · 040 in .
( 1 · 0 1 6 mm.) undersizes.
Upon original assembly, connecting rods are
fitted in pairs and sets m atched by weight, i . e . ,
No. 1 on the air side (A. l ) i s paired with No. 1 on
the exhaust side (E. I ) .
All connecting rods supplied a s replacements are
between the weights of 4 lb. 1 2 oz. and 4 lb. 1 4 oz.
and the weight of each assembly i n pounds, ounces ·
and drams is etched on the outer side face of the
forked end.
I n the event of it being necessary to renew a
connecting rod, a replacement as near as possible
to the weight of the original assembly should be
selected.

2 4

To Remove.
1. Remove the sump (see "LUBRICATING
SYSTEM").

2. Remove the side covers (see "SIDE COVERS") .

3. Remove the self-locking nuts securing the

p inch bolts in the connecting rod fork and withdraw
the bolts from the underside.

4. Tap out the rocker pins.

5. Remove the self-locking nuts from the connec­

I I N J ECTOR S L E E V E F O R 3D 2 1 5 A N D J O B 2 1 5 D I E S E L E N G I N ES
ting rod cap bolts .
2 I N J ECTOR ST U D P LATE
3 I N J ECTOR S L E E V E
4
5
ST U D P LATE S E A L FOR 3 D 1 99 A N D 3 D A 1 99 D I E S E L E N G I N E S
I N J ECTO R S L E E V E J O I N T WAS H E R
6. Tap back the bolts, lift away the cap and
subsequently the connecting rod.
Fig. D.103. Arrangement for locating cylinder barrel
Note : If the original parts are to be used again, it i s
essential that the b i g e n d caps be re-assembled
10. Re-assemble the engine noting the i nstructions to the same rods from which they were
given under the appropriate component headings. removed, and the complete rods be fitted to
their original position ·o n the crankshaft,
i . e . Air Side, A . l , A.2 and A . 3 , Exhaust
Side, E . I , E . 2 and E . 3 , ensuring that rod A . l
CONNECTING RODS
is fitted to the journal nearest the front main
The connecting rod, an "I" section steel stamping, bearing.
is forked at one end for connecting to the rocker.
The other end is a conventional big end for connec­
tion with the crankpin, the cap being held in Inspection and Overhaul.
position by bolts and self-locking nuts.
Thoroughly clean all rods and examine the
The connecting rod big end bearings are of the bearing shells, making sure they are kept to their
steel shell type, but the two halves are not inter­ respective rods. If signs of wear are evident the
changeable, being lined with different . material. bearings should be renewed .
it,.
 Page .V.7(' ENGINE . _,.....-

1. If the big end bearings are being renewed, are subsequently replaced it is from the underside of
ensure the replacements are the same size as the the rod (see Fig. D . 1 05), which has a "flat" to locate
originals. Undersize bearings are stamped, accor­ the pinch bolt heads.
ding to their size, on the steel shells. C O N N ECTI N G S E L F-LOC K I N G ROC K E R
ROD FORK N UT LEVER

2. Examine the connecting rod big end bolt and

pinch bolt threads for signs of damage.

To Refit.
1. Fit the bearing shells to the connecting rod and
the cap, engaging the tags on the shells with their
respective grooves.
Note : The bearing shells are of different materials,
the connecting rod half, i.e. load side, being
steel backed lead indium, whilst the cap half
is steel backed white metal. A visual
identification can be made as the connecting
rod half has a dull finish compared with the
cap half (see Fig. D . l 04). However, the C O N N ECT I N G C O N N E CT I N G
ROD P I N R O D P I N C H B O LTS
halves cannot be fitted incorrectly as the
locating tags are in different positions. Fig. D. lOS. Locking arrangement of connecting rod pin, showing
pinch bolts

C O N N ECT I N G LOCAT I N G
ROD HALF TAGS
3. Renew the self-locking nuts and fit the nuts to
the bolts retaining the connecting rod caps, and
tighten to a torque loading of 60 lb. ft. (8 · 29 kg. m . ) .
.. .
�-
T O O L R . G .206 TO R Q U E W R E N C H

CAP H A L F

Fig. D .104. Connecting rod big end bearing shells - P.417

SOCKET

Fig. D.106. Tightening connecting rod pinch bolt nuts

2. Fit the connecting rods to the crankpins,
ensuring rod A . l is fitted .t o the journal nearest to
t!1c: front main bearing, on the air side of the engine.
Fit the caps to the rods so that the shell locating
tags are on the same side of the bearing, i.e. the
,,derside when fitted to the crankshaft. This
4. Fit the pins linking the connecting rod to the
rocker levers, noting the rear air side pin is longer
than the remainder and protrudes to the rear.
Fit the pinch bolts and tighten the pinch bolt nuts to
a torque loading of 1 7 lb. ft. (2 34 kg. m.), u sing a
·

should correspond at the forked end of the connec­ torque wrench in conjunction with the socket
ting rod to the pinch bolt holes inclined inwards to adaptor, Churchill Tool No . R.G. 206 (see Fig.
,. the top of the engine, so that when the pinch bolts D . 1 06), ensuring that the nuts are fitted uppermost.
 ENGINE
Any difficulty i n replacing a bottom rocker pin
may be due to mis-alignment, indicating a distorted
or twisted connecting rod, which should be replaced
if these conditions are confirmed.
5. Refit the side covers (see "SIDE COVERS")
and the sump (see "LUBRICATING SYSTEM"),
renewing their respective joints.
FUEL INJECTION PUMP ASSEMBLY
AND GEAR TRAIN ASSEMBLY
Timing of Gears.
The static injection timing of the fuel injection
pump, the point at which fuel injection commences,
is 1 6 ° before inner dead centre and at this point on
No. 1 cylinder when the line marked on the fuel
injection pump mounting flange i s in alignment with
a line marked on the fuel pump bracket, the
relative positions of the gears during initial assembly
will be as follows :
Note : Due to the unequal number of teeth between
the various meshing gears, the timing "pop"
marks will not coincide at each revolution
of the crankshaft. Whenever a 4'gear is
removed, on re-assembly, the complete
sequence of lining up the timing "pop"
marks should again be carried out, position­
ing the gears as indicated. (See Fig. D . 1 07).
The timing "pop" mark on the tooth of the
crankshaft gear must be in the top vertical 1 2
o'clock position. The location of this tooth i s such
that assuming the tooth which is intersected by the
centre line of the gear keyway to be numbered 1 ,
the tooth having the timing "pop" mark will be
numbered 1 2, when numbering in a clockwise
direction. In mesh with this tooth will be two of
the teeth of the 1 st idler gear having timing "pop"
marks and in this position a further two teeth of the
1 st idler gear having timing "pop" marks will be at
1 1 o'clock. The location of the timing "pop"
marks on the 1 st idler gear are such that assuming
the timing marks in mesh with the crankshaft gear
are numbered 1 and 2, the teeth with timing "pop"
marks at the 1 1 o'clock position will be numbered
35 and 36, when numbering in a clockwise direction.
In mesh with the two timing "pop" marks of the
1 st idler gear at the 1 1 o'clock position will be one
tooth of the larger gear of the 2nd idler gear having
a timing "pop" mark at approximately 5 o'clock
Page D.71
and in this position a tooth on the smaller gear of
the 2nd idler gear having a timing "pop" mark will
be at 10 o'clock.
The location of the timing "pop" marks on the
2nd idler gear are such, that assuming the timing
mark on the larger gear in mesh with the 1 st idler
gear is numbered 1 and the tooth in line on the
smaller gear to be numbered 1 , the tooth on the
smaller gear at the 1 0 o'clock position will be
numbered 1 5, when numbering in a clockwise
direction. In mesh with the timing "pop" mark
of the smaller gear of the 2nd idler gear at 10 o'clock
will be two teeth of the fuel injection pump drive
gear having timing "pop" marks.
The location of the timing "pop" marks on the
fuel injection pump drive gear are such, that
assuming the tooth intersected by the centre line of
the keyway to be numbered 1 the teeth in mesh with
the 2nd idler gear at 10 o'clock will be numbered
25 and 26, when numbering in a clockwise direction.
Where all gears have been removed from the
engine, on re-assembly, it is recommended for ease
of timing that the gears be refitted in the following
sequence, (a) crankshaft gear, (b) 2nd idler gear,
(c) fuel pump drive gear, (d) 1 st idler gear anq '(e)
blower drive gear. Refer to the approp ri at e '
heading in this section for the fitting of each gear.
Note : Prior to refitting the fuel and i njection
pump assembly, it is advisable to check that
the fuel pump drive shaft and the gear train
are coJfe ctly set up. This is carried out by
rotati ng the flywheel anti-clockwise slowly,
until the timing peg placed i n a hole at the
base of the flywheel housing ent the hole
i n the flywheel. The gear train�and fuel
pump drive can now be checked with the aid
'
of the Churchill Tool R.G. 483 , by placing
the tool in the fuel injection pump aperture
on the fuel pump bracket, as shown in Fig.
D . l 08 . It will then be noted that the timing
line scribed on the flange of the fuel pump
bracket enters the base of the "Vee"
machined on the tool. Should this line vary
i n either direction from the base of the
"Vee" the security of the fuel pump drive
gear on the shaft should be checked also tht! ',
meshing on various gears for wear.
Checking Timing Gear Backlash.
Checking the timing gear backlash can be carrieo
out on removal of the flywheel housing assembiy
and the oil thrower as indicated in this section.
Page D.72 ENGINE

SECT ION A A.
....

I BLOW t R DRIVE G E A R 7 TIMING MARKS 1 1 1 st I D L E R G E A R

2 C A R R i f R P LATE S E C U R I N G N UTS 8 DOWEL FIXING SCREW 12 O I L P I PE-M A I N G A L L E R Y T O C A R R I E R
2nd I D L E R- G E A R 9 C A R R I E R PLATE P LATE
2 n d I D L E R G E A R RETAI N I N G BO LTS
'R E A I N I N G B O LTS
10 1 st IDLER G E A R A N D C A R R I E R PLATE 13 C R A N K S H AFT G E A R
5 O I L PI P E-CA R R I E R PLA'r E TO E N D COV E R �
6 F U E L I N J ECTION P U M P D R I VE G E A R

Fig. D. 1 07. Timing gear and lubrication oil pipe layout


/1
The backlash m ay then be checked b.:; inserting a
feeler gauge between each1pair of me shing gears, 1n
' The fuel injection pump drive shaft assembly is
turn, in th e sequenc� given below. Between any
pair of gears when new, the backlash sh ould be
between 0·002 to 0 · 007 in. (0 ·05 1 to 0 · 7 8 mm.) .
E N S U R E THAT L I N E M A R K E D ON T H E F U E L P U M P
B R A C K E T E N T E R S T H E BASE O F T H E " ' V E E ' "
Fig. 0.108. Use of Churchill Tool R.G. 483
(a) First rotate the fuel p ump drive gear about the
2nd idler gear, ensuring that the 2nd idler gear
is held firmly in position .
(b) Rotate the 2nd idler gear about the 1 st idler
gear, ensuring that the 1 st idler gear is held
firmly in position.
( c) Rotate the blower drive gear about the 1 st
idler gear, ensuring that the 1 st idler gear is held
firmly in position .
(d) Rotate the 1 st idler gear about the crankshaft
gear.
Note : T t i s i mportant when checking backlash that
the meshing gears are not allowed to float,
otherwise an incorrect reading will be
obtained .
ENGINE Page D.73
' -
Fuel Injection Pump Drive Assembly.
supported in two bushes, the forward bush being
housed in the fuel pump bracket and the rear bush
in an aluminium end cover attached to the rear of
the fuel pump bracket. A steel locating . plate
secured to the end cover, retains the drive assembly
in position. The drive gear is a press fit on the end
of the hollow drive shaft, being retained to the
shaft by a key and circlip.
To permit for the drive shaft end float, a phosphor
bronze thrust washer is interposed between the
locating plate and the shoulder of the drive shaft
rear bearing surface.
Internal splines at the forward end of the drive
shaft accept the: shaft of the fuel injection pump, a
master spline setting the correct relationship for
timing between the shaft of the fuel injection pump
and the drive gear.
An eccentric, integral with the fuel injection pump
drive shaft, operates the fuel lift pump. Also
integral with the drive shaft is the drive gear for the
tachometer, when fitted .
A pipe connected between the o utlet side of the
carrier plate oil drilling and the end cover on the
fuel pump bracket, suppl ies l ubricating oil to the
injection pump drive shaft rear bush and by a drilling
through the end cover and fuel pump bracket to the
drive shaft front bush .
To Remove and Dismantle.
·
1.- Remove the flywhee f\, h as
indicated under "FLYWH E ,. ··
\i
2. Remove the fuel injection pump as indicated
under "FUEL SYSTEM".
3. Remove the fuel lift pump as i ndicated .
"FUEL SYSTEM".
4. When fitted, disconnect the tach · cable
from the tachometer drive cover "" " · ,bly by
unscrewing the knurled nut, remove the two screws
and spring washers securing the cover assemb!· .v
the fuel pump bracket and w ithdraw the cover
assembly complete with tachometer drive and thrust
button.
 Page ·D.74 ENGINE
5. D isconnect and remove the oil feed pipe
between the carrier plate outlet at the end cover.
6. Remove the four nuts and spring washers
securing the end cover to the fuel pump bracket and
withdraw the end cover complete with drive shaft
and gear from the bracket.
7. Remove the circlip retaining the gear to the
drive shaft, press the gear off the shaft and withdraw
the key from the shaft .
8. Remove the three setscrews a n d spring washers
securing the locating plate to the end cover and
withdraw the locating plate, thrust washer and
drive shaft from the end cover.
9. For the purpose of timing the gears on re­
assembly, remove the 1 st idler gear as indicated i n
this section .
Inspection and Overhaul.
1. Fuel Pump Bracket. Check that the mating
surfaces of the fuel pump bracket and crankcase
are perfectly clean, smooth and level.
Examine the bush in the fuel pump bracket for
wear. If appreciable wear is evident on the bush
above manufacturing dimensions as shown under
"GEN ERAL INFORMATION " the bush should
be replaced .
Where bush replacement is necessary refer to
"Fuel Pump Bracket" for removal of bracket.
To Remove.
The removal of the bush may be facilitated by the
use of Churchill Tool R.G. 1 6 1 B t �ther with
Adaptor Set R.G. 1 6 1 B-2. See Fig. )\ 1 09A.
(a) To renew the bush remove the fom mounting
studs for the end cover from the; f1l:el pump
bracket. � , �::-
(b) I nsert the small diameter end of the Pilo£ed
Remover Replacer Adaptor (R.G. 1 6 1 B-2/2)
i nto the bush from the front end of the bracket
and with the main Tool R.G. 1 6 1 B, Thrust Race
5; ·- o� ( R.G. 1 6 1 B/3 and " ptor Nut R.G.
l 6 1 B/2) assembled as hold the tommy
ba' ri�id and rotate in a clockwise
· ·�•: �, n
· when the be extracted
',h t he rear of the
�'
.. '!_ o .i.etit the Bush.
(a) New bushes are of th� pre-finished type and
• a!!refore require no scrapi ng after be ' g
pressed i nto position.
(b) Ensure that the oil feed drillings in the bracket
are clear of obstruction. Check that the bore
in the bracket is clean and free of burrs.
I M A I N TOOL OF R . G - 1 6 1 B 4 A DA PTOR N UT-DETA I L
2 P I LOTED R E M O V E R R E P LA C E R R . G . 1 6 1 B/2
A D A PTOR-DETA I L R . G . 1 6 1 B-2/2 5 F U E L P U M P BRACKET B U S H
3 TH R U ST RACE STO P-D ETA I L 6 F U E L P U M P BRACKET
R . G . 1 6 1 B/3 7 S P A C E R R I N G-DETA I L
R . G . 1 6 1 B-2/3
Fig. D.I09A. Upper-removing fuel pump bracket bush
Lower-refitting fuel pump bracket bush
(c) To ensure the correct alignment of the oil holes
i n the new bush and bracket, draw a pencil line
i n the bracket bore through the centre of the oil
hole at right angles to the front flange. Extend
the line across the face of the front flange. A
similar line should then be drawn along the
length of the bush on the outside diameter and
through the centre of the oil hole.
Y
(d) App � y a l ittle oil to th� front bore of the b �acket
and msert the large diameter end of the Piloted
� emover Replacer Adaptor ( R . G . . 1 6 1 B-2/2)
mto the front bore of the bracket with the pre-
· finished bush on the small diameter end of the
Remover Replacer Adaptor. Into the bush
insert the small diameter end of the Spacer Ring
.
(R.G. 1 6 1 B-2/3) and assemble the Mam Tool
R.G. 1 6 1 B, Thrust Race Stop (R.G. 1 6 1 B/3)
and Adaptor N ut (R.G. 1 6 1 B/2) as shown i n
Fig. D . l 09A.
(e) With the pencil lines on the bush and bracket in
alignment, and holding the tommy bar rigid,
commence to rotate the wing nut in a clockwise
direction until the Thrust Race Stop abuts the
 ENGINE Page ·D.75

front flange face of the bracket. Prior to draw­ To Remove.

ing the bush fully into position, clean off any (a) To renew the bush usmg protective clamps,
swarf that has collected between the faces of the place the end cover i n a vice and i nsert the
fuel pump bracket flange and the Thrust Race small diameter end of the Piloted Remover
Stop and observe that the pencil l i nes on the Replacer Adaptor (R.G. 1 6 1 B/2/ 1 ) into the end
bush and bracket are in alignment. See Fig. cover fro m the front end. With the Main Tool
D . l 09B. R.G. 1 6 1 B, Thrust Race Stop (R.G. 1 6 1 B/3)
BUSH TO BE
and Adaptor Nut (R.G. 1 6 1 B/2) assembled as
END F L U S H AT
COV E R T H I S E N D
FUEL PUMP
B R A C K ET
shown, hold the tommy bar rigid and rotate the
BUSH
wing nut in a clockwise direction, when the bush
can be extracted through the rear end of the end
cover.
Ensure that the oil feed drillings in the end cover
are clear of obstruction, check that the bore in the
end cover is clean and free from burrs.

D I M E N S I O N A 0 · 390 i n . ( 9 · 9 m m . )

Fig. 0.1098. Positioning o f bushes in fuel pump bracket and

end cover \

(f) Check that the oilways are in alignment, blow­

i ng compressed air through the oilways to clear
any obstructio n .
(g) Replace the four mounting studs for the end
cover in the fuel pump bracket.
(h) Ensure that the oil drilling for the return of oil
from the bracket, located at the rear of the I MAIN TOOL OF R.G. 1 6 1 B 4 A DA PTOR N UT-DETA I L
2 P I LOTED R E M O V E R R E P L A C E R R . G . 1 6 1 B/2
bracket, is clear of obstruction. A D A PTOR-DETA I L R.G. 1 6 1 B-2/ I 5 END COVER B U S H
3 T H R U ST R A C E STOP-DETA I L 6 E N D COVER
R.G. 1 6 1 B/3

Fig. 0 . 1 10. Upper-removing end cover bush

2. End Cover. Check the bush for wear. If Lower-refitting end cover �ush
appreciable wear is apparent, above manufacturing �.......,...�
.. �

dimensions as shown under "GEN E RAL INFOR­ To Refit the Bush. f

M ATION" the bush should be renewed . (a) To ensure the correct alignment orth oJf:h''
i n the new bush and end cover, n: ;.'f
N ew bushes are of the pre-finished type and .
l ine in the end cover bore through t h( ·

therefore require no scraping after being pressed

the oil hole and at right angles to, tb · f-r• . ...., �
into positio n . ·
Extend the line across the front fa�e 6f L�e cover.
The replacement o f the bush may b e facilitated by A similar l ine should then be drawn alon& t .
the use of Ch urchill Tool N o . R.G. 1 6 1 B together length of the bush, o n the outside dimhet�
with Adaptor Set R.G. 1 6 1 B-2, see Fig. D . l l O. through the centre of the oil hol�. :
 Page 0.76 ENGINE

·
. (b) Using protective clamps, place the end cover in Check fit of key i n shaft and remove any burrs
vice and apply a little oil to the bore of the end from key by light hand stoning.
cover. Insert the large diameter end of the
Renew parts where appreciable wear is apparent
Piloted Remover Replacer Adaptor (R.G.
at any points.
1 6 1 B-2/ l ) into the bore of the end cover from
the front end with the pre-finished bush placed 4. Drive Gear.
Check teeth for wear or damage
on the small diameter end of the (Remover and examine the gear boss face, which comes in
Replacer) Adaptor, assemble the Main Tool contact with the thrust washer, for wear.
R.G. 1 6 1 B, Thrust Race Stop (R.G. 1 6 1 B/3)
Observe the fit of the key in the gear. Renew
and Adaptor Nut (R.G. 1 6 1 B/2) as shown in
gear or key as necessary.
Fig. D . l l O.
5. Locating Plate. Examine the locating plate
(c) With the pencil lines i n the bush and end cover faces in the region of contact with the thrust
in alignment, and holding the tommy bar rigid, washer and the drive gear for wear, and where this
commence to rotate the wing nut i n a clockwise is excessive, renew the plate.
direction until the Thrust Race Stop abuts the
front face of the end cover. Prior to drawing 6. Thrust Washer. Examine the thrust washer
the bush fully into position, clean off any swarf for wear and where this is excessive, renew the
that has collected between the faces of the end washer.
cover and the Thrust Race Stop and observe 7. Check Drive ShaftEnd Float. See Fig. D . l l l .
that the pencil lines on the bush and end cover Check that the permitted end float of the drive
are in alignment. shaft is between 0 · 002 to 0 · 0 1 2 in. (0 ·05 1 to 0 · 306
mm .). Place the thrust washer, followed by the
(d) Check that the oil holes are in alignment, blow­
locating plate, against the larger diameter shoulder
ing compressed air through the oilways to clear
at the keyway end of the drive shaft and, placing a
any obstruction. Clean off any swarf removed
straightedge against the smaller diameter shoulder,
from the o utside of the bush.
check the clearance between the locating plate and
...
>'1' ,-L ,. straigh tedge.
'37.,.Drive'Shaft. Check the shaft for wear in the
regions operati ng in the bushes and examine the
�ccentric, ,tachometer drive gear and internal To Re-assemble and Refit.
splines for wear.
1. Where the fuel p ump bracket has been
Ensure that the spring dowel is not damaged and removed, refit as indicated under "FUEL PUM P
is a tight fit in the drive shaft. B RACKET" .

I F U E L P U M P BRACKET
2 D R I V E S H A FT F R O N T B U S H
3 E C C E N T R I C O N D R I V E S H A FT FOR L I FT
PUMP
4 TAC H O M ET E R D R I V E G E A R
5 S P R I N G DOW E L
6 F U E L I N J ECTION P U M P D R I V E S H A FT
7 E N D COVER
8 D R I V E S H A FT R E A R B U S H
9 T H R U ST WAS H E R
10 LOCAT I N G P LATE
11 F U E L I N J ECTION P U M P D R I V E G E A R
12 KEY
13 CIRCLIP

" A " E N D F LOAT 0 ·002 to 0 ·0 1 2 i n . (0·05 1 to 0 · 306 m m . )

Fig. D. l l I . Fuel injection pump drive arrangement

 ENGINE
2. Enter the drive shaft into the end cover from
the flange end, keyway end of shaft leading, and
place the thrust washer over the end of the shaft,
followed by the locating plate, securing the locating
plate to the end cover by means of the three set­
screws and washers.
Note : A small clearance exists between the i nternal
bore of the locating plate and the external
diameter of the shaft. Prior to securing the
locating plate, ensure that the locating
plate is positioned so that no fouling takes
place between the plate and shaft.
3. Place the key i n position on the shaft and, with
the key and the keyway in the gear lined up, press
the gear on to the shaft, n oting that the timing
marks are on the opposite side of the gear to the
end cover. Prior to the gear being pressed fully
against the shoulder provided on the shaft, ensure
that the abutment faces of the shaft and gear are
free from swarf which may have been shaved off
the key. Fit a new circlip.
4. Insert the drive shaft assembly into the fuel
pump bracket, entering the drive shaft into the
front b ush and noti ng that the oil hole in the
end cover is in alignment with the fuel pump
bracket, and also that the timing "pop" marks on
two teeth of the gear engage with the tooth of the
2nd idler gear having a timing "pop" mark. Secure
the end cover to the fuel pump bracket by means
of the four nuts and spring washers.
5. Replace the oil feed pipe between the carrier
plate o utlet and the end cover.
6. Rotate the crankshaft by means of the hexagon
provided at the engine end of the fan driving
shaft, until the timing "pop" mark on the tooth of
the crankshaft gear is i n the top vertical position
and refit the 1 st idler gear as indicated i n this
section, noting that the timing "pop" marks of the
1 st idler gear lines up with the timing "pop" marks
on the crankshaft gear and 2nd idler gear.
7. When fitted, replace the cover assembly com­
plete with tachometer drive and thrust button in the
fuel pump bracket and secure, using the screws and
spring washers. The two screws are offset to each
other to ensure the tachometer housing is fitted in
the correct location . Re-connect the tachometer
cable to the tachometer drive cover, noting that the
inner cable engages with the tachometer drive.
8. Refit the fuel lift pump as detailed under
"FUEL SYSTEM" .
Pagt! D.77
9 . Refit the fuel injection pump a s detailed under
"FUEL SYSTEM " .
10. Refit the flywheel housing assembly as
detailed under "FLYWHEEL HOUSING" .
1st IDLER GEAR AND HUB
The 1 st idler gear is bushed, being free to rotate
on a hub which is spigoted and mounted to a
carrier plate, the three hub securing bolts passing
through holes in the carrier plate and screwed into
tapped holes in a boss at the rear of the crankcase.
End float of the gear i s controlled by thrust
washers provided either side of the gear boss faces,
and is built i nto the assembly.
The 1 st idler gear is driven off the crankshaft gear \.
in turn drives the blower drive gear and larger row
of gears of the 2nd idler gear.
Lubrication oil is supplied from a union in the
main oil gallery at the rear of the crankcase via a
pipe to the inlet on the carrier plate, from where the
oil passes through drillings in the plate to the hub
mounting face. A corresponding horizontal dril­
li ng in the h ub connects with a small drilling which
carries the oil to the external bearing surface of the
·
hub. ./
Checking Idler Gear End Float.
The end float of the 1 st idler gear, which should
be between 0 ·003 to 0 ·0 1 7 in. (0 ·076 to 0 -43 mm.)
may be checked by pushing the idler gear against
the inner thrust washer and inserting a feeler
gauge between the boss face of the idler gear and the
o uter thrust washer.
To Remove.
1. Remove the flywheel housing assembly as
detailed under "FLYWHEEL HOUSING" .
2. Remove the screws and washers securing the � '
oil thrower to the crankshaft gear, then lift thrower
··
clear.
- i:i,;;
3. At this stage, to obtain an indication of ahy ��
parts which may be worn, check the gear end floa.
and also the backlash of the 1 st idle� g�r a · l : t
meshing gears, in this section. � · { .., -
4. Remove the three socket head screws
washers securing the hub to the �raP.kcase a n -I
withdraw the hub, gear and thrust washers. ThP
removal of the socket head screws may bf;( facili'
by the use of the screw adaptor K.7.
.. -
 Pagt; 0.78
Inspection and Overhaul.
1. Idler Gear : Examine the teeth for wear or
damage and the boss faces for scores or blemishes,
renewing gear as necessary. Check the bush for
wear. If appreciable wear is apparent, above
manufacturing dimensions as shown under "GEN­
ERAL INFORMATION" the bush should be re­
newed.
New bushes are of the pre-finished type and
therefore require no scraping after being pressed
into position.
The replacement of the bush may be facilitated
by use of Churchill Tool No. R.G. 1 6 1 B together
with Adaptor Set R.G. 1 6 1 B-3 (see Fig. D . l l 2) .
I M A I N TOOL O F R . G . 1 6 1 B 4 A D APTOR N UT-DETA I L
2 P I LOTED R E M O V E R R E P LA C E R R . G . 1 6 1 B/3
3
ADAPTOR-DETA I L R . G . 1 6 1 B-3/ I 5
T H R U ST R A C E STOP-DETA I L 6
I D L E R GEAR B U S H
I D L E R G EA R
R . G . 1 6 1 B/3 7 B O D Y ADAPTOR R I N G-
DETA I L R . G . 1 6 1 8-3/3
'
.hg .. DJ 12. Uppe -removing 1 st or 2nd idler gear bush
L ower-refitting 1 st or 2nd idler gear bush
To renew the 1;ni h using protective clamps,
place the idler gear ; a vice and insert the small
_ ' ��er end of the Piloted Remove Replacer
-. A daptor (R.G. 1 6 1 B-3/ l ) into the gear. With the
fool R.G. 1 6 1 B, Thrust Race Stop (R.G.
- to the three injectors and the low pressure
I 6 f .J:5? J) · and the Adaptor Nut (R.G. 1 6 1 B/2)
·• '>> t mbled as shown, hold the tommy bar rigid and
rotate the wing nut in a closkwise direction, when
the b ush can be extracted from the gear.
ENGINE
Check that the bore in the gear is clean and free
from burrs.
Using protective clamps, place the gear in a vice
and apply a little oil to the bore of the gear.
I nsert the large diameter end of the Piloted Remover
Replacer Adaptor (R.G. 1 6 1 B-3/ l ) into the gear
and with the pre-fini shed bush placed on the
Remover Replacer Adaptor, assemble the Main
Tool R.G. 1 6 1 B, Thrust Race Stop (R.G. l 6 1 B/3)
and adaptor nut (R.G. 1 6 1 B/2) as shown in Fig.
D . l l 2. H olding the tommy bar rigid, commence
to rotate the wing nut in a clockwise direction until
the Thrust Race Stop abuts the boss face of the
gear. Prior to drawing the bush fully into position,
clean off any swarf that has collected between the
faces of the gear and the Thrust Race Stop.
2. Hub. Examine bearing surface for wear, - -�
scores or blemishes. Where appreciable wear i s
apparent above manufacturing dimensions a s
shown under "GENERAL INFORMATION"
renew hub. Check that oil holes are clear of
obstruction .
3. Thrust Washers. Check washers for wear, and
if appreciable wear is apparent above manufactur­
ing dimensions as shown under "GENERAL
INFORMATION" renew washers.
To Refit.
1 . Position the crankshaft gear for correct injec­
tion timing, rotating the crankshaft by means of the
hexagon provided at the engine end of the fan
driving shaft, until the timing "pop" mark on the
tooth of the crankshaft gear is in the top vertical
position.
2. Position the 2nd idler gear with the tooth having
a timing "pop" mark in mesh with the two teeth of
the fuel injection pump drive gear having timing
"pop" marks.
Note : To correctly position the 2nd idler gear and
fuel injection pump drive gear for timing, it
may be necessary to rotate the gears a
number of times before the timing "pop"
marks are in alignment. For ease in
rotating the gears, di sconnect the high
pressure fuel pipe unions at the three
i njectors and the low pressure fuel pipe at the
fuel lift pump inlet union. On setting the
correct relationship between the two gears,
reconnect the high pressure fuel pipe unions
fuel pipe to the inlet union of the lift pump
and vent the fuel system as indicated under
"FUEL SYSTEM".
 ENGINE
3. Place one of the thrust washers against the
lower boss face on the carrier plate, with the tab of
the thrust washer locating in the recess of the carrier
plate and with the oil grooves towards the outside.
To ensure correct alignment, the fitting of the
thrust washer may be facilitated by lightly greasing
the face which will abut the carrier plate and placing
the thrust washer on the hub, locate the hub against
the carrier plate boss face. With the thrust
washer correctly located, withdraw the hub.
4. Position the second thrust washer on to the hub
with the tab of the washer locating in the flange of
the hub and insert the hub and washer i nto the 1 st
idler gear, noting that the timing "pop" marks o n
the gear are adjacent t o the flange o f the hub, i . e .
pointing outwards when in fitted position.
5. Fit the hub, gear and thrust washer to the lower
boss face of the carrier plate, ensuring that the oil
feed hole in the hub is in alignment with the oil
feed hole in the carrier plate. Secure hub in
position using the three socket head screws and
spring washers. It is extremely important that the
specified spring washers are used. The Screw
Adaptor K. 7 will be found of assistance in tightening
socket head screws .
Note : When engaging 1 st idler gear, note that
timing "pop" marks coincide with corres­
ponding timing marks on meshing gears.
6. Check the end float of the gear and the back­
lash between the 1 st idler gear and its meshing
gears.
7. Refit the oil thrower to the crankshaft gear and
secure with the four screws and washers.
8. Refit the flywheel housing assembly as indicated
under the heading "FLYWHEEL HOUSING" .
2nd IDLER GEAR AND HUB
The 2nd idler gear has a double row of helical
gears, the larger diameter gear meshing with the 1 st
idler gear and the smaller diameter gear with the fuel
pump drive gear. The 2nd idler gear is bushed and
is free to rotate on a hub which is spigoted and
mounted to a carrier plate, the gear being held in
Page D.79
position on the hub by a retaining plate mounted
against the rear face of the hub . Three bolts secure
both the retaining plate and hub to the carrier plate.
End float of the gear is controlled by thrust
washers provided either side of the gear boss faces,
and is built into the assembly.
The 2nd idler gear is driven off the 1 st idler gear
and in turn drives the fuel pump drive gear.
Lubrication oil is supplied from a union in the
main oil gallery at the rear of the crankcase via a
pipe to the inlet on the carrier plate, from where
the oil passes through drillings in the plate to the
h ub mounting face. A corresponding horizontal
drilling in the hub connects with a small drilling
which carries the oil to the external bearing surface
of the hub.
Checking Idler Gear End Float.
The end float of the 2nd idler gear, which should
be between 0 ·003 to 0 ·0 1 7 in. (0 ·076 to 0 -43 mm.)
may be checked by pushing the idler gear against
the inner thrust washer and inserting a feeler gauge
between the boss face of the idler gear and the
outer thrust washer.
To Remove.
1. Remove the flywheel housing assembly as
indicated under the heading "FLYWHEEL
HOUSING".
2. At this stage, to obtain an indication of any
parts which may be worn, check the gear end float
and also the backlash between the 2nd idler gear
and its meshing gears.
3. Remove the fuel injection pump drive assembly
as indicated at operations 2, 3, 4, 5 and 6, unde�· -
"To. Remove and Dismantle". .,
4. Remove the three hexagon headed bolts o d •.
washers securing the retaining plate and hub to the
carrier plate and withdraw the retaining plate, h l l h�
gear and thrust washers. _;r.,
'
Inspection and Overhaul.
1. Idler Gear. Examine the teeth . for wear or
damage and the boss faces for scores or blemishes,
·'
 Page D.80 ENGINE
renewing gear as necessary. Check the bush for
wear. If appreciable wear is apparent, above
manufacturing dimensions as shown under
"GENERAL INFORMATION" the bush should
be renewed.
New bushes are of the pre-finished type and
therefore require no scraping after being pressed
into position.
The replacement of the bush may be facilitated
by the use of Churchill Tool No. R.G. 1 6 1 B
together with Adaptor Set R.G. 1 6 1 B-3 . See
Fig. D . l 1 2.
To renew the bush, using protective clamps,
place the idler gear in a vice and insert the small
diameter end of the Piloted Remover Replacer
Adaptor ( R . G . 1 6 1 B-3/2) into the gear. With
the Main Tool R . G . 1 6 1 B , Body Adaptor Ring
(R.G. 1 6 1 B-3/3) Thrust Race Stop (R.G. 1 6 1 B/3)
and Adaptor Nut ( R . G . 1 6 1 B/2) assembled as
shown, hold the tommy bar rigid and rotate the
wing nut in a clockwise direction, wl'ien the bush
can be extracted from the gear.
Note : Ensure that the correct end of the Body
Adaptor Ri ng (R.G. 1 6 1 B-3/3) is i nserted
i nto the body to give the m i n i m u m of side
clearance between the two i tems. With the
body R . G . 1 6 1 A/ 1 , the smaller diameter end
of the ring only can be i nserted and with the
body R . G . 1 6 1 B/ l , the larger diameter end
of the ring must be inserted.
Check that the bore i n the gear is clean and free
from burrs .
Using protective clamps, place the gear i n a vice
and apply a little oil to the bore of the gear. Insert
the large diameter end of the Piloted Remover
Replacer Adaptor (R.G. 1 6 1 B-3/2) into the gear
and with the pre-finish bush placed on the small
diameter end of the Remover Replacer Adaptor,
assemble the Main Tool R.G. 1 6 1 B, Body Adaptor
Ring (R.G. 1 6 1 B-3/3) Thrust Race Stop (R.G.
" 1 6 1 B/3) and Adaptor Nut (R.G. 1 6 1 B/2) as shown
' i·-
·
D . 1 1 2 . Holding the tommy bar rigid,
· �f> to rotate the wing nut in a clockwise
._ ,, ti l the Th rust Race Stop abuts the boss
�?;ear. Prior to drawing the bush fully
clean off any swarf that has collected
.dween t . faces of the gear and the Thrust Race
.m re that the correct end of the Body
· ,\(f::tptor Ring ( R . G . 1 6 1 B-3/3) is inserted
into the body to give the minimum of side
clearance between the two items. With the
body R.G. 1 6 1 A/ l , the smaller diameter end
of the ring only can be inserted and with the
body R.G. 1 6 1 B/ l , the larger diameter end
of the ring must be inserted.
2. Hubs. Examine bearing surface for wear,
scores or blemishes. Where appreciable wear is
apparent above manufacturing dimensions as
shown under "GENERAL IN FORMATI ON"
renew hub. Check that oil holes are clear of
obstruction.
3. Thrust Washers. Check washers for wear and
if appreciable wear is apparent above manufactur­
i ng d imensions as shown under "GENERAL
I N FORMAT I O N " the washers should be renewed.
To Refit.
1 . Position the crankshaft gear for correct injec­
tion timing, rotating the crankshaft by means of
the hexagon provided at the engine end of the fan
driving shaft, until the timing "pop" mark on the
tooth of the crankshaft gear is in the top vertical
position and in mesh with the two teeth on the I st
idler gear having timing "pop" marks. I n this
position a further two teeth on the I st idler gear
having timing "pop" marks must be i n the 1 1
o'clock position .
Note : To correctly position the crankshaft gear
and 1 st idler gear for timing, it may be
necessary to rotate the gears a n umber of
times before the timing "pop" marks are in
alignment. In order to prevent excessive
rotation of the engine, it may be found of
advantage to remove the 1 st idler gear, as
indicated at operations 2 and 4 under "To
Remove" of the heading "Checking Idler
Gear End Float" section, and refit as indica­
ted at operations 1 , 3, 4, 5 and 7, under "To
Refit".
2. Place one of the thrust washers against the
upper boss face on the carrier plate, with the tab of
the thrust washer locating in the recess of the
carrier plate and with the oil grooves towards the
outside. To ensure correct alignment, the fitting
of the thrust washer may be facilitated by lightly
greasing the face which will abut the carrier plate
and placing the thrust washer on to the hub,
locate the hub against the carrier plate boss face,
ensuring that the oil feed hole in the hub is i n
alignment with the oil feed hole in the carrier plate.
 ENGINE
3. With the hub held in position, slide the 2nd
idler gear on to the hub, noting that the tooth with
the timing "pop" mark is on the outside and
engages with the timing "pop" marks of the 1 st
idler gear. Place the second thrust washer over
the hub and against the face of the gear with the
tab of the washer pointing outwards. Mount the
retaining plate to the hub, locating the tab of the
thrust washer in the recess of the retaining plate
and secure assembly to the carrier plate using the
three hexagon headed bolts and washers.
4. Refit the fuel injection pump drive assembly
as indicated at operations 3, 4, 6, 7 and 8 under
"To Re-assemble and Refit" of the heading "Check­
ing Drive Shaft End Float" of this section.
5. Check the end float of the 2nd idler gear and
the backlash between the 2nd idler gear and its
meshing gears, see under heading "2nd Idler Gear
and Hub, Checking Idler Gear End Float".
6. Refit the flywheel housing assembly as indicated
in this section and under the heading of ' 'Checking
Timing Gear Backlash' '.
CARRIER PLATE
The carrier plate is located and secured to boss
faces at the rear of the crankcase and provides the
mounting faces for the idler gear hubs and thrust
washers, rotation of the thrust washers being
prevented by the tabs of the thrust washers locating
in recess at each mounting face of the carrier plate.
Through drillings in the carrier plate, oil is allowed
to travel from the inlet to both hub mounting faces.
A further drilling in the carrier plate allows oil to
pass to the outlet port from where the oil is carried
by a pipe to the fuel injection pump drive shaft.
Under normal circumstances it should not be
necessary to remove a carrier plate from the
crankcase, in which case the only attention required
during servicing is to note, when idler gears have
been removed, that the faces against which the
idler gear thrust washers are mounted are free of
blemishes and that the oil drillings are clear of
obstruction. 3. Connect the free end of the oil feed pt
plate to injection pump drive shaft, to .
The following information is given, should for, connector i n the end cover, leaving the �o'lm
any reason the occasion for removal arise. loose.
Page D.81
To Remove.
1. Remove the flywheel hdusing assembly as
indicated under the heading "FLYWHEEL
HOUSING" . ,
2. Remove the screw and washers securing the oil
thrower to the crankshaft gear, then lift thrower
clear.
3. Remove the 1 st idler gear, hub and thrust
washers as indicated in this section.
4. Remove the 2nd idler gear, hub and thrust
washers as indicated in this section.
5. Disconnect and remove the oil feed pipe
between the main oil gallery and the carrier plate,
first removing the setscrew, washer and clip
retaining the pipe to the carrier plate.
6. Loosen the dowel fixing screw locknut and
unscrew the fixing screw.
7. Remove the self-locking n uts from the carrier
plate mounting studs and withdraw the carrier
plate from the crankcase.
Inspection and Overhaul.
1 . Carry out visual examinati on noting that the
faces against which the idler gear thrust washers
are mounted are free of blemishes and . that the oil
drillings are clear of obstruction. /:._ � '
2. Check that the carrier plate to fuel · p1:imp,.
'
bracket locating dowel is secure in the fuel pump
bracket.
To Refit.
"I / .,
1 . Connect both lubricating oil pip es p:�,, tlt eir ; . ' .�
�
respective positions in the carrier plate, leaving the· .
�
"' .
· ·
union connections loose at this stage. .•, , -.
2. Place the carrier plate against its location-· .O.E-
the crankcase, mounting on to the studs ·-
locating dowel in the fuel pump brackf''.
the carrier plate in position with the
locking nuts which at this stage shoulrl
tightened.
_
Page D.82
4. Insert the oil feed pipe, main gallery to carrier
plate, into the main oil gallery connector, noting
that the pipe projects into the main oil gallery as
shown at Section AA, Fig. D . 1 07 of this section, at
this stage leaving the union nut loose. Loosely
clip the third branch of this oil pipe to the carrier
plate, using the setscrew and washer.
5. Pass the spigot end of the 1 st gear hub through
the carrier plate and into the crankcase thereby
positioning the carrier plate.
6. Secure the unions at each end of the carrier plate
inlet oil feed pipe to the main oil gallery plug and
the carrier plate, and fully tighten the setscrew
securing the pipe clip to the carrier plate.
7. Remove the 1 st idler gear hub.
8. Position the crankshaft gear for correct injec­
tion timing, rotating the crankshaft by means of the
fan driving shaft, until the timing "pop" mark on
the tooth of the crankshaft gear is in the top vertical
position.
9. Refit the 1 st idler gear, hub and thrust washers
to the carrier plate as indicated at operations 3, 4 and
5 under the heading "To Refit 2nd Idler Gear and
Hub" of this section, but at this stage the hub
should be held lightly in position with the three
socket head retaining screws j ust pinching the hub.
BUSH BUSH
DRIVE HOUSING DRIVE GEAR
Fig. D.1 13.
ENGINE
10. Proceed to screw in the dowel fixing screw
until the screw bears on the dowel and lock the
screw by means of the lockout.
Note : It is important that the screw is not over
tightened in this operation .
1 1 . Fully tighten the three socket head screws
retaining the 1 st idler gear to the carrier plate and
crankcase.
12. Tighten the two self-locking nuts retaining
the carrier plate to the crankcase.
13. Refit the 2nd idler gear as indicated under the
heading "2nd IDLER GEAR AND HUB" of this
section.
14. Refit the fuel injection pump drive assembly
as indicated under the heading "FUEL INJEC­
TION PUM P D RIVE ASSEMBLY (To Re­
assemble and Refit)" of this section.
15. Check the end float of the 1 st and 2nd idler
gears, and the backlash between the meshing gears,
under the appropriate headings of this section.
16. Refit the oil thrower to the crankshaft gear
and secure with the four screws and washers.
17. Refit the flywheel housing assembly as indi­
cated under the heading "FLYWHEEL HOUS­
ING" of this section.
SPRING BLADE
PINS CAM Cl RC LIP
SPRI N G BLADES R ETAI N I N G P LATE
Blower drive details
 ENGINE � Page D.83

BLOWER DRIVE ASSEMBLY Inspection and Overhaul.

��-
-.. �� ....
The bore in the crankcase for the blower drive 1 . Housing. Where appreciable wear in the 3'"'""·
•:.
housing intersects one of the crankcase oilways. housing bushes is apparent above manufacturing
For this reason the h ousing has to act as a seal, and dimensions, as shown under "GENERAL INFOR­
is therefore fitted to the crankcase with a very small MATION" the bushes should be renewed .
clearance. Press out the bushes, using the spigoted mandrel,
Churchill Tool No. R.G. 443 see Fig. D. l 1 4!
Passed i n at either end of the housing are two
bushes which carry the bearing journal of the drive Note : It is essential that the blocks supporting the .
'
.·•.

gear. Passing through the internal bore of the blower drive housing are as close to the body
drive gear, the blower drive shaft is supported at the as possible.
rear end in the machined bore of the drive gear. TOOL R . G .443

Contained in the recess of the drive gear is the

i nternally splined cam which transmits the drive
to the blower drive shaft, either side of the cam
being a series of spring blades, these damping out
any shock loading that may be imposed on the
drive shaft and blower unit. A circlip and plate
retain the cam and blades in the drive gear.

The blower drive assembly is held i n position by

means of the retaining spring damper, positioned
opposite the drive assembly on the flywheel housing.
(See "FLYWHEEL HOUSING Inspection and
Overhaul" of this section.)

Information in respect of the blower drive shaft

will be found under "AIR INTAKE AND EX­
H AUST SYSTEMS".

To Remove.
1. Remove the flywheel housing as indicated
under the heading "FLYWHEEL HOUSING" .

2. Withdraw the drive gear assembly from the

blower drive housing.

3. Remove the two setscrews securing the blower

drive housing to the crankcase and withdraw the Fig. D.l 14. Removing blower drive housing bushes
(3D 215 Diesel engine illustrated)
housing.

The replacement bushes must be pre· -

To Dismantle.
1. Remove the circlip from the drive gear then
lift away the retaining plate.
2. Prise the cam from between the spring blades
then lift the blades and the pins out of the drive
gear, keeping the blades in their respective packs
for re-assembly.
each end of the housing until th(� frc�
flush with the end of the housing a; ,:·' ­
'
flush with the recess a t the flange e
For this operation, the Churchi'
443 should again be used, not:
ring of the tool is in position, .
diameter of the stop ring against
pressing in the rear bush and the lal '­
against the bush when pressing in the frv
 Page D.84 ENGINE

When fitting the rear bush it is important that the
oil hole in the bush lines up with the angled hole i n
the housing and it i s recommended that prior t o
pressing in the bush, a pencil line i s drawn in the
housing bore, through the angles oil hole and ext�n­
ded across the face of the bore. A similar line should
be drawn along the length of the bush on the outside
diameter . �nd through the oil hole. The two
pencil line s must then be in alignment prior to
pressing in the bush . It should be n oted that the
open end of each bush groove is positioned towards
the centre, i . e . facing each other.
RETA I N P I N S I N T H E I R LOCATIO N
W I T H A T H I N F I L M O F G R EA S E
2. Drive Gear. Check the journal diameter for
wear in the region operating in the bushes, check for
wear or damage to the teeth, and check the internal
bearing surface supporting the blower drive shaft
for wear, renewing if appreciable wear is apparent
at any of the points.
3. Cam, Spring Blades and Pins. Exam ine the
cam, which must show no excessive signs of wear,
and all the spring blades which m ust be intact and
free from burrs.
I nspect the spring blade pins, test for hardness
with a file and replace any found to be soft or
badly worn .

To lte-assemble.
1. Place the pins and the cam in the drive gear.

2. Fit to either side of the cam, a sufficient, equal

number of spring blades to hold the pins in position,
then insert the remaining spring blades, making
certain there are nine on either side of the cam .
Note : This operation i s simplified by using
Churchill Tool No. R.G. 1 69B i n the
following manner.

(a) Divide the spring blades into two equal packs

consisting of nine blades, and position one
pack on either side of the cam. Place the
spring blades and the cam i nto the tool screw
in the j aw of the tool until the two stop pins
abut the main body of the tool (see Fig. D . 1 1 5) .
Insert the four semi-circular pins into the gear,
retaining i n their location (see Fig. D . 1 1 5) by
means of a thin film of grease.

(h) Place the drive gear over the cam and spring
blades, locating the blades between the four
� SLA DES O N STO P PIN A B U TTI N G semi-circular pins. Unscrew the jaw sljghtly
"< O F CAM O N MAIN BODY
to relieve the tension on the blades.
D. US. R�ing the blower drive gear
(c) Place the gear on the j aws of a vice. Insert
the drift through the slot in the tool and push
� bushes in position, line bore to the
•· ·.

home the cam and spring blades (see Fig .

• "� shown u nder "GENERAL INFOR­
u:s
D . 1 1 6) . Lift away the tool.
MATION", for that engine and it is recommended
�; .. · -
�
-{� �· �i)ena Honing Machine be used for this
'-" t- '- ; .: ;
: ! , .' Ensure that the oil holes in the housing
;
. • 3. Fit the retaining plate and secure with the
·�; ·J b�.;.' : cs are in alignment and clear of obstruc- circlip, ensuring that the circlip locates correctly
.-- · _, · r in its groove.
 ENGINE
To Refit.
1. Place the blower drive housing into the bore
in the crankcase noting that the flat on the body of
the housing i s positioned to the left-hand side of the
crankcase, looking on the rear, and secure with the
setscrews and spring washers.
Fig. D.l l6. Inserting cam and spring blades into gear
2. Where removed, insert the blower drive shaft in
through the blower drive housing from the rear,
with "the spiral grooved steady bearing leading.
Guide the shaft into the blower unit from beneath
or from the air side of the engine, if possible.
3. Insert the drive gear assembly into the housing,
at the same time engaging the internal splines of the
cam with the splines of the blower drive shaft.
4. Refit the flywheel housing as indicated under
the heading "FLYWHEEL HOUSING" .
Page D.85
FLYWHEEL AND STARTER RING
The cast iron flywheel fitted to 3 D 1 99 D iesel
engines is of the flush face type, against which the
clutch driver plate is in contact and the clutch
cover is mounted and secured.
On the 3 D 1 99, 3 D 2 1 5 and 3 D B 2 1 5 D iesel
engines, the cast iron flywheel is of the recessed type
in which the clutch driver plate is in contact with
the face in the recess, the recess also housing the
clutch pressure plate, and the clutch cover being
secured to the outer face.
Both types of flywheel carry on their outer
circumference a steel starter ring secured to the
flywheel by bolts. The flywheels are secured to the
rear of the crankshaft by straight dowels and
setbolts, with the dowels off-set to ensure that the
flywheel can only be fitted in one position relative
to the crankshaft.
A 0 · 3 1 25 i n . (7 ·9375 mm.) diameter hole drilled
in the flywheel on the opposite side to the clutch
friction face, when used in conj unction with a
special plug screw into the flywheel housing, sets the
correct position of the crankshaft for fuel injection
timing.
To Remove.
1. Remove the gearbox (see "GEARBOX To
Remove" in the appropriate Workshop Manual).
2. Remove the clutch (see "CLUTCH Section
To Remove" in the appropriate Workshop Manual).
3. Remove the locking wire from the heads of the
setbolts. Tap back the tags of the spigot bearing
retaining plate that lock the two 0 · 3 7 5 in. (9 · 52 mm.)
U . N . F . setscrews. Remove the setscrews and + t.,
retaining plate. U nscrew the six flywheel Sf
setbolts on the 3 D 1 99 D iesel engine or ·
securing setbolts on the 3DA 1 99, 3I
3 D B 2 1 5 D iesel engines.
4. Insert a stud into the top bolt he
weight of the flywheel during the rerr •
The 0 · 5 in. ( 1 2 · 7 mm.) U . N . F . -.
supplied with Churchill Tool R.G. :
used for this operation .
 Page D.86 ENGINE

5. Release the flywheel from the crankshaft by
screwing two 0 · 37 5 in. (9 · 52 mm .) U . N . F . bolts
into the two tapped holes in the centre of the fly­
wheel. The universal puller, Churchill Tool N o .
5 5 used in conjunction with the screw legs R.G.
5 5-3A will also be found suitable for this operation
as shown in Fig. D . 1 1 7.
2. Remove the gearbox stem wheel spigot bearing
from the flywheel by applying a drift to its outer
race.
Note : The bearing can be removed with the aid of
a Churchill Tool (see Fig. D . l 1 8) without
removing the flywheel.

Clean the grease from the bearing, then check for

slackness and noisy operation. If the bearing is
slack or the balls are pitted, it should be renewed .
STE E L B A R
Before refitting, pack the bearing with Shell
Retinax "A" Grease. To refit, tap in the bearing
until flush with the flywheel, ensuring the sealed end
FLYWH E E L
is outward, i . e . towards the flywheel friction face.
Renew and fit the bearing retaining plate, securing
with the two i in. U . N . F . setscrews, knocking up
SCREWED
the tabs of the retaining plate to lock these in
LEGS AND
S U P P O RT
position (see Fig. D . l l 9) .
ST U D
T O O L R . G .55-3

TOOL NO. 55

Fig. D.l 17. Withdrawing the flywheel

Inspection and Overhaul.

1. Examin� the starter ring teeth . If these are
worn, and further examination of the starter ring
reveals that only a certain sector of the teeth are
excessively worn, it is permissible to rotate the
starter ring about the periphery of the flywheel, so
... �'relatively replacing them by an unworn sector of
ring teed).. The ring can be removed quite easily
o'i{ce the· bolts securing it to the flywheel have been Fig. D.l l8. Withdrawing stem wheel spigot bearing from flywheel,
n.�i-:1 oved. using Churchill Tool No. 7600 in conjunction with
'll • \.... , I . o:c , �, : .
Tool R.G. 7600-1
;l If, ho �ever the starter ring teeth are badly
broken or excessively worn over a large area,
q:nr�. tr1� ring. Before fitting the new ring, ensure
the registering faces of the flywheel and the starter 3. Check the setbolts for damaged threads, or
rin�g are clean and free from burrs. stretching, renewing as necessary.
Notei'�':li e starter ring can be fitted either way
�oun d 1 as a chamfer is provided on both 4. Ex ine the two dowels in the flywheel,
_19-es of the starter ring inside diameter. cl;nm,g.Dff any burrs.
 ENGINE Page D.87

Note : The dowels, whilst having the same diameter 3. Line up the dowel holes in the flywheel with the
on the end which enters the flywheel, the dowels in the crankshaft flange.
end locating in the clutch cover are as
Note : These dowels are off-set to ensure the
follows : Dowels for the 3D 1 99 Diesel
flywheel is fitted correctly.
engines, flywheel end approximately 0 -4375
in. ( 1 1 · 11 mm.), clutch locating end approxi­
4. Insert the six or seven setbolts according to
mately 0 · 3 1 1 i n . (7 · 9 mm.) and 0 · 37 5
the engine being repaired, and tighten evenly i n a
(9 · 52 mm.) i n diameter. Dowels for the
diagonal sequence, fully tightening each bolt to a
3D 1 99, 3D 2 1 5 and 3 D B 2 1 5 D iesel engines,
torque loading of 89 to 92 lb. ft. ( 1 2 · 3 to 1 2 · 7
flywheel end approxi mately 0 · 5 in. ( 1 2 · 7 mm.),
kg. m.), these bolts bearing the quality mark "T"
clutch locating end approximately 0 ·435 in.
on the head.
( 1 1 ·05 mm.) and 0 · 37 5 i n . (9 · 52 mm.) i n
diameter. When fitting replacements, en­
5. Lock the setbolts with suitable lengths of
sure that the correct dowels are fitted .
1 6 S.W.G. soft iron wire in the manner indicated
F LY W H E E L BEAR I N G in Fig. D . 1 1 9 . Ensure the ends of the wire lie flat
FIXING R ETAI N I N G
FLYWH E E L BO LTS P LATE against the flywheel.

6. Complete the operation by reversing the

removal procedure.

FLYWHEEL HOUSING
The flywheel housing, an aluminium alloy
casting, in addition to housing the flywheel, also
acts as a cover for the drive gears, and provides the
point of attachment for the engine rear mounting
brackets. Secured to the rear of the flywheel
housing and in line with the top aperture in the
housing, is the breather assembly. A further
aperture in the housing immediately below the
breather mounting, provides the attachment point
for the power steering pump, when optional power
steering is fitted to the vehicle. When standard
steering is fitted, this aperture is enclosed by a
cover plate.
An oil seal, assembled to the housing, prevents
the lubricant for the drive gears passing through to
the clutch driven plate linings, via the aperture in
S P I GOT LOC K I N G
BEARING WIRE the housing for the crankshaft.
Fig. D.1 1 9. Stem wheel spigot bearing and flywheel locking Riveted to the housing, in line with the blowr.r
arrangement (3DA 1 99, 3D 215 and 3DB 2 1 5 Diesel
engines only) drive gear assembly, is a domed nylon end float rad .
This presses on the blower drive gear as;;cxahly a"d
To Refit. forms an axial location for the blower drive sha£''
and drive gear.
1 . The crankshaft flange surface, and the corres­
ponding flywheel face, must be perfectly clean and The following instructions on servicing are ;rp!'Ec.­
free from burrs so that a good seating is obtained . able to the flywheel h ousing fitted to 3D 1 99
Diesel engines and to the flywheel housing P.tte' c1 to
2. To facilitate refitting, use a stud in the top hole 3DA 1 99, 3D 2 1 5 and 3DB 2 1 5 Diesel engir.es in
of the crankshaft flange, as recommended for which the area accommodating the recessed flywheel
removal. and 14 in. clutch unit is larger.
 Page 0.88
To Remove.
This operation will normally be carried out with
the engine removed from the chassis and placed on
a suitable stand, in which case paras. (4) to (6)
should be ignored, the following being appl icable
when rem oving the flywheel housing with the engine
in the chassis.
1. Remove the flywheel as i ndicated under the
heading "FLYW H EE L A N D START E R R I N G " .
2 . Remove the breather assembly a s indicated
under the heading "CRAN KCA S E BREAT H E R " .
3 . When fitted, remove t h e s i x n uts a n d washers
securing the power steering pump and m ounting
plate to the flywheel housing and withdraw pump
and mounting plate.
Note : The power steering pump and mounting
plate must be suitably supported whilst
removed from the flywheel housing.
4. Remove the sump as detailed u nder " L U B RI­
CATING SYST E M " .
5. Unscrew and remove t h e self-locking ri"u ts
securing the engine rear mounting bolts and lift
away the rebound washers. Remove the bolts.
6. Place a suitable baulk of timber across the
underside, rear of crankcase, then, by jacking on to
the timber, take the weight of the engine off the
mounting brackets.
Note : To prevent a strain being imposed on
various components, do not raise
engine more than necessary, only until
mounting brackets clear the spigot of
overload washer assembly.
7. Remove the n uts from the studs securing the
flywheel housing to the crankcase and the fuel
pump �racket (top cover) . Tap the housing clear
-�f.' owels, then lift clear.
.• 11d Overhaul.
�al. Examine the oil seal and, if i nspec­
_ als that the seal is cut, worn or otherwise
' �.. a 1l.�Jed, it must be renewed .
·���... . . : .
ENGINE
The seal is pressed into the housing, and when
removing, take care not to damage the seating
surface inside the housing. Use Churchill Tool
R . G . 1 58A, with body adaptor R . G . 1 58A/7 and
adaptor plate R . G . 1 58A/8.
Press the new seal, which is 0 · 5 in. ( 1 2 · 7 mm.) in
width , into position from the flywheel side until
flush with the rear face of the housing, with the
sealing lip towards the engine side. The seal must
be pressed in square. Churchill Tool N o . R . G .
1 58 A will also b e found suitable for replacing the
oil seal used in conj unction with the body adaptor
R . G . 1 58A/7 and adaptor plate R.G. 1 58A/9.
Reference to Fig. D.9 indicates a similar tool in
operation .
2. Blower Drive Retaining Damper. If there is
any sign of excessive wear the complete damper
should be renewed .
3. Flywheel Housing Shield. This shield is situ­
ated j ust above the oil seal, and whenever it is
being fitted, use a suitable sealing compound on the
face that abuts the flywheel housing, and rivet the
shield to the housing.
To Refit.
To refit the flywheel housing, reverse the pro­
cedure given for removal, but it is important that
the following be observed :
1. Great care must be taken not to scratch or
damage the sealing lip of the oil seal when refitting
the housing. With this in view, remove any burrs
or sharp edges from the oil seal register on the
the
crankshaft, and guide the seal o n to its register
the
using Churchill Tool No. R . G . 239. This tool
the
locates on the two crankshaft dowels and incorpo­
the
rates a magnetic device in the aluminium body of
the tool to adhere to the crankshaft during the
fitting of the flywheel housing, as shown in D . 1 20.
2. Renew the gasket between the housing and the
crankcase.
3. When the housing has been fitted, mount a dial
i ndicator gauge on the crankshaft and check the
following :
(a) Register i nside the housing for the clutch
housing. This must be concentric with the
centre line of the crankshaft to within 0 ·006 i n .
(0 · 1 5 mm . ) total indicator reading.
 ENGINE Page D.89

(b) The face which abuts with the clutch housing.
This must be square with the centre line of the
crank shaft to within 0 ·008 in. (0 · 20 mm.) total
indicator reading.
Release the c1jp retaining the breather filter to the './.
connection ass elnbly and withdraw filter from
connection assembly. Wash the breather filter
element in clean paraffin , shake out all surplus and
re-oil with clean engine oil, shaking out all surplus
oil. Refit the breather filter to the connection
assembly and tighten clip.

To Remove.
1. Disconnect the hose from the breather \ dy o n
the flywheel housiqg, b y releasing o n e o f t n lips,
and remove the n uts and washer, when the tJ ody,
together with joint, may be lifted clear of the
housing.

Fig. D.120. Oil seal guide for flywheel housing Churchill Tool
R.G. 239

4. When fitted, on replacing power steering pump

and mounting plate, renew j oint between plate and
flywheel housing.

CRANKCASE BREATHER
The breather body, an aluminium casting is
located near the top on the rear of the flywheel
housing (see Fig. D . l 2 1 ) and is mounted to the
housing by studs, washers and nuts.
Integral with the body is a branch pipe which is
connected to a down pipe by a short length of hose,
retained by two clips. The down pipe is secured to 6
the air side cover by two clips and carries at its
I C O N N ECTI N G H O S E 4 DOWN P I P E C L I PS
lower end the breather filter, mounted by a connec­ 2 B R E AT H E R B O D Y 5 B R E AT H E R f i LT E R
3 DOWN PIPE 6 CO N N ECTION A S S E
tion assembly to the down pipe.
Fig. D . 1 2 1 . Assembly crankcase breather a

To Clean.
The breather filter incorporates a gauze element, 2. Release the clip retaining the breathe
which requires cleaning and re-oiling every 6,000 the connection assembly and withdraw nL·,
m i les (9,000 km.) as follows : connection assembly. -�
Page D.90 ENGINE

3. Remove the two setscrews securing the down 3. Wash the valve in clean paraffin to ensure the
pipe clips to the air side cover and lift the down pipe seat and ball are free from all foreign matter. Blow
and connection assembly away complete. through the valve from the inner end and ascertain
the ball is seating correctly with no apparent leak­
age. If the drain valve is leaking badly when the
Inspection and Overhaul. ball and seat are clean, renew the valve assembly.
1. Wash the breather body and the down pipe
4. Refit the drain valve into the crankcase, using
assembly i n paraffin and blow through with com­
a new copper washer if the original one has
pressed air to clear away any obstructions.
deteriorated i n any way.
2. Make sure the connecting hose i s in good con­
5. Replace the drain pipe.
dition, and if any signs of deterioratio n are evident,
renew the hose.
A I R C H EST D R A I N VALVE
3. To clean the breather filter element, wash in
clean paraffin, shake out all surplus and re-oil with
clean engine oil, shaking out all surplus oil.

To Refit.
When refitting, renew the joint between the
breather body and the flywheel housing. Complete
the operation by reversing the removal procedure.

AIR CHEST DRAIN VALVE

The air chest drain valve and flexible drain pipe
are positioned on the rear side (left-hand) of the
crankcase (see Fig. D . l 22). Its purpose is to release
any excess oil which may find its way i nto the
bottom of the air chest.
E X H A USTER DRAIN REAR ENGINE
U N IT PIPE M O U NT I N G B R A C K E T
The oil may accumulate in time as a result of oil
from the cylinders passing through the air ports i nto Fig. D.122. Location of air chest drain valve and drain pipe
the air chest, or over a period of time oil vapour
from the engine air cleaners may pass through the
blower unit and thus into the air chest.

The valve is of the ball type, the ball being DECARBONISING

ret:tined on its seat by the blower pressure in the air
'!l.est. When this pressure drops as at idling speed,
r ·.vhen the engine stops running, the ball drops off
· - � 1. t and any oil is discharged, via the drain pipe.
�.o hnd Refit.
!lse the clip and prise the flexible drain pipe
\. _ ;1�the drain valve neck.
nscrew the drain valve from the crankcase.
Normally the engine will not require decarbonis­
ing, due to the design of the exhaust ports in the
cylinder barrel .
However, should decarbonising become neces­
sary, which could result when a lubricating oil is
used which does not contain the properties of the
recommended oil, the following procedure should
be adopted :
1 . Disconnect the exhaust pipe from the exhaust
manifold .
 ENGINE
2. Remove the nuts securing the exhaust manifold
to the crankcase, when it will be possible to lift
away the exhaust manifold .
3. To remove the carbon deposits, special scrapers
must be used i . e . , Churchill Tools R.G. 1 62A,
R.G. l 63B and R.G. 1 70 as follows, repeating the
operation at each cylinder in turn.
(a) Turn the engine until the piston covers the
ports. This is to prevent carbon dropping into
the cylinder bore.
(b) With the aid of the straight scraper (R.G. l 63B)
break away any carbon from the top ports and
the top of the exhaust chamber, allowing the
loose carbon to fall to the bottom of the
chamber.
(c) Using the angled scraper (R.G. 1 70) in conj unc­
tion with the curved scraper (R.G. 1 62A) break
Page D.91
away the carbon from the bottom and the sides
of the exhaust chamber, then, after ensuring the
top ports are clean , blow away all the loose
carbon .
(d) Turn the engine until the ports are uncovered.
Insert the straight scraper (R.G. 1 63B) through
the top ports and break away the carbon from
the bottom ports so that it falls into the bottom
of the exhaust chamber.
(e) Ensure all carbon, dust, etc. is removed from
inside the cylinder bore before proceeding to the
next one.
4. Refit the exhaust manifold and connect the
exhaust pipe, using new joints. The exhaust mani­
fold gaskets are steel and marked "Top" on the
corrugated face ; ensure this face is to the top, i . e .
facing the manifold. Start the engine when a l l the
loose carbon will be blown away.
Page D.92

SERVICE DATA
Note :-This page is provided for recording references to Service
Data Bulletins applicable to the preceding Section

SERVICE DATA WORKSHOP MANUAL

I.
DATE SHEET NO. VOLUME NO. PAGE R EF. SUBJECT

I
I

I
'
j
I

I
1
<

I I I I
! - -1
I

I i I
 Page E.l

AIR INTAKE AND EXHAUST SYSTEMS

SECTION E

INDEX
Page BLOWER UNIT-continued Page
DESCRI PTION AND O PERATION E.3 T o Re-assemble-
Employing New Rotors and Gears . . E. l l
Employing Original Components E. 1 3
AIR CLEANER AND AIR S ILENCER ASSEMBLY E.5 T o Refit . . E.20
To Clean . . E.5
To Remove E.5 BLOWER DRIVE SHAFT E .20
To Dismantle E.5 T o Remove £.2 1
Inspection and Overhaul E.6 I nspection and Overhaul E.21
T o Re-assemble E.6 T o Refit . . E.2 1
To Refit . . E.7
BLOWER D R I V E ASSEMBLY E.21
BLOWER U N I T . . E.7 EXHAUST MANIFOLD . . E.21

I
To Remove E.7 T o Remove and Refit E.21
T o Dismantle E.7
Inspection and Overhaul E. l l SERVI CE DATA . . £.22

---
-

AIR INTAKE AND EXHAUST SYSTEMS
Description and Operation.
The air intake system provides the clean air
charge for scavenging the exhaust gases and for
filling the cylinders with fresh clean air, which i s
essential for efficient combustion . It comprises a
combined air cleaner and silencer assembly, a
blower unit and two alloy manifolds, one on the
inlet side of the blower, and the other between the
outlet side of the blower and the air chest.
The air cleaner and silencer assembly is chassis
mounted, alongside the engine on the nearside
chassis sidemember, by means of brackets. This
position provides a firm mounting for the assembly,
away from any vibrations, which may emanate
from the engine.
The two brackets which support the air silencer
are positioned on the chassis as follows : (a) the air
cleaner support assembly to the inside of the near­
side sidemember, and (b) the steady bracket support
assembly to the outside of the nearside sidemember.
The air silencer i s located between the two above
brackets and fixed by a three-point mounting to the
brackets.
The two air cleaners, of the oil bath type, are
mounted side by side and seated in the upper por­
tion of the air silencer, where robust felt gaskets,
positioned around the inlet ports in the silencer,
provide an air tight seal between each air cleaner
bowl and the silencer assembly.
Note : No periodical attention is necessary on the
air silencer it being confined wholly to the
twin oil bath air cleaners. The silencer
is of spot-welded construction completely
sealed at each end. The large felt sealing
gaskets on the silencer are available as re­
placements.
The air cleaners are positioned over the two inlet
parts in the air silencer and are retained to the air
silencer by wing headed bolts, which pass through a
hole in the recess on the top cover, thus retaining
and compressing the air cleaner against its sealing
gasket. Each air cleaner can be lifted clear com­
plete, once the wing headed bolt has been removed .
The construction of the two air cleaners is the
same and each consists of an oil container bowl with
a detachable top cover of the shrouded type.
Page E.3
Resting on the bottom of the oil container is the
filter element, also of the shrouded type, which can
be lifted out. The filter is rendered air tight by two
cork gaskets, one positioned in a channel at the top
of the centre tube of the element (to seat on top of
the cylindrical projection in the oil container bowl)
and the other placed into a recess, around the outer
edge of the top cover (to seat on the outer edge of
the filter element) .
The passage of the air through the air cleaner and
silencer assembly (see Fig. E. l ) is as follows :
The dusty air enters the air cleaners through the
opening (A), between the container bowl and the
top cover. It then passes downward through the
annular passage (B), striking the oil lying above the
shelf (C) and reversing upward into the filter
element (E) through the opening (D). Any dirt or
grit which is not directly precipitated into the oil
when the air reverses above the shelf, is caught on
the oil wetted, metal mesh element (E) and is
washed back into the oil container bowl sump (F)
where it gravitates out of circulation to form a
sludge. The filtered air passes out of the filter ele­
ment (E) i nto the top cover (G) and hence down the
centre tube (H) and into the air silencer inlet ports
(J) through the tubes in this assembly and emerges
at the bell mouthed silencer outlet port (K) . The
silencer is a self contained assembly, which as its
name implies, removes unwanted sound waves,
which emanate from the rapid induction of air
through the venturi unit. The suppression of noise
in the silencer is accomplished by means of the
tuned design of the four pipes, of differing length
and the felt lined end plate contained therein .
O n the rear end plate of the air silencer i s posi­
tioned a "take-off" port. If air pressure/hydraulic
brakes are in use on the vehicle, the pipe line to the
air compressor is connected at the "take-off" port.
If air pressure/hydraulic brakes are not in 1J <;f , i:h
port must be blanked off by means of the C'
seal, secured by a clip .
A corrugated rubber hose and clips cvn.
bell-mouthed air silencer outlet to the aj·
manifold of the blower unit.
The blower of the revolving lobe type, op-
in a similar manner to a gear type pump, but h t .
case the gears are replaced by two ihree-lol"
Page E.4 AIR INTAKE AND EXHAUST SYSTEM
rotors, which are of two piece construction, each
having a centre shaft, pressed into an aluminium
rotor. The rotors revolve in a finned aluminium
housing with very close clearances. The air as it
enters the blower, passes through a wire mesh inlet
grid . The air is picked up by the lobes of the rotor
and carried to the outlet side of the blower, where
it is taken to the air chest in the crankcase by the
o utlet manifold.
#· '
On the 3DA 1 99, 3 D 2 1 5 and 3DB 2 1 5 Diesel
engines the blower rotor lobes have special raised
sealing lips on the tips and end faces in order that
the air leakage paths (from the high pressure outlet
side to the low pressure inlet side of the blower)
may be even further reduced .
Under normal running conditions the blower
pressure will build up to a maximum of 6 to 7 lb.
sq. in. (0 -42 to 0 -49 kg. sq. cm .) on the 3D 1 99
Diesel engine and 6 to 8 lb. sq. in. (0 -42 to 0 · 56 kg.
sq. cm.) on the 3DA 1 99, 3D 2 1 5 and 3DB 2 1 5
Diesel engines. If the pressure rises above this,
i.e. in the region of 10 lb. sq. in. (0 · 7 kg. sq. cm .)
for the 3D 1 99 Diesel engine or 1 2 lb. sq. in.
(0 · 84 kg. sq. cm.) for the 3 DA 1 99, 3D 2 1 5 and
3DB 2 1 5 Diesel engines, it i s an i ndication that the
exhaust parts are obstructed and this must be
rectified as soon as possible.
To prevent the blower unit applicable to high
rated- engines being fitted to standard rated engines,
a dowel is riveted to the blower unit m ounting
D
Fig. E. I . Air cleaner and silencer arrangement
The arrows indicate the air flow through the air cleaner and silencer assembly
flange of high rated engines. This dowel locates
in a counterbore provided in the front cover (see
Fig. D . 8 under " ENGINE SECTION") fitted to
3DA 1 99, 3D 2 1 5 and 3DB 2 1 5 Diesel engines only.
Helical gears at the drive end of the rotor shafts
space the rotor lobes to give a slight clearance. A
driving (steel) gear is splined to one rotor. Set­
screws secure to this gear a drive extension piece,
which is splined internally to mate with the splines
of the drive shaft. The driven gear is in two pieces,
a bronze gear secured by setscrews to a steel carrier,
which i s splined to the second rotor. Each rotor
i s supported in end housings dowelled to the casing,
by a roller bearing at the drive end, and a ball
bearing at the front end . An air seal and an oil seal
are fitted to both ends of the rotors to safeguard
against air leakages at the ends of the lobes and to
prevent the oil used for lubricating the gears and L
the rotor bearings from entering the casing.
On no account must the engine be run with the
air cleaners disconnected, and suitable precautions
should be taken against the ingress of foreign matter
when any component concerned in supplying
filtered air to the engine i s removed .
The engine exhaust system i ncludes an exhaust
manifold, to transfer the waste gases from the ex­
haust chests i n the crankcase to the exhaust pipe .
Secured to the exhaust pipe are the twin silencers and
tail pipe.
I TOP C O V E R
2 F I LT E R E L E M E N T
3 O I L C O N TA I N E R BOWL
4 A I R S I L E N C E R I N LET PORTS
S OIL C O N TA I N E R F E LT S E A L I N G
GASKET
6 A I R S I L E N C E R O U T L E T PORT
7 TA K E- O F F PORT
s 1028
 AIR INTAKE AND EXHAUST SYSTEM Page E.5

The exhaust manifold, secured on studs by nuts, 1 . Remove the left-hand seat cushion and engine
is positioned on the top face of the crankcase. As cover plate to obtain access to the air cleaner and
a safeguard against exhaust gas leaks, steel joints are silencer assembly.
fitted between the mating faces of the manifold and
crankcase, while a joint between the flanges of the 2. Slacken the clips securing the corrugated rubber
manifold and exhaust pipe, seals this connection . connecting hose to the air inlet manifold and the air
silencer, work ing the hose clear of the silencer o utlet
port.
AIR CLEANER AND AIR SILENCER
ASSEMBLY 3. Remove the compressor pipe (i f fitted) from
To Clean. the "take-off" port on the rear end face of the
For the air cleaners to function efficiently it is silencer, after releasing the clip.
necessary to periodically clean the filter elements
and re-charge the oil container bowls with fresh 4. The silencer assembly is mounted to the support
engine oil, of the grade recommended under bracket at three points, one at the outer side, and
"GENERAL INFORMATI ON" . The mileage two on the underside of the air silencer. Remove
between inspections of this type is dependent largely the two setscrews at the outer fixing, noting the
on actual operating conditions of the vehicle. plain washers interposed between the bracket and
the air silencer. Release the bolts and nuts retain­
In districts where dust is prevalent and under con­ ing the air silencer at the underside.
ditions of road construction, demolition haulage etc.
cleaning should be performed every 1 ,000 miles 5. The complete air cleaner and silencer assembly
( 1 , 500 km.) or in extreme cases every few hours. can now be lifted clear of the vehicle.
Generally every 2,000 miles (3,000 km.) can be
taken as a guide to the normal cleaning period.
Proceed as follows :
1 . Remove the air cleaners as detailed in the dis­
mantling procedure in this section.
Note : When the oil container bowls have been
removed, precautions must be taken to cover
up the two inlet ports now exposed in the air
silencer, to prevent the ingress of any foreign
bodies.

2. Clean the filter element and oil container bowl

as described under "Inspection and Overhaul".
Note : Where reference i s made to the fitting of new
gaskets, this will be entirely dependent upon
the condition of the original gaskets, as
obviously gaskets will not have to be replaced
on each occasion, where inspection of the
elements and oil changes are carried out
every few hours.

3. Complete the operation referring to "To

Re-assemble" of thi s section.
Fig. E.2. Dismantling the air cleaner�

To Re m ove.
The air cleaners and air silencer can be removed
as a complete assembly from the support brackets,
positioned on the near-side chassis sidemember, in
the following manner :
To Dismantle.
Two oil bath air cleaners are mo,
upper portion of the s ilencer, these sb
mantled (see Fig. E . 2) as follows :
Page E.6 AIR INTAKE AND EXHAUST SYSTEM

1. Remove the wmg headed bolt located in the Apply a good quality soft grease t o these gaskets
recess in each air cleaner top cover. prior to fitting, to make the gaskets supple and
ensure a good air tight seal is obtained.
2. Lift the two oil container bowls, complete with
the filter elements and top covers, away from the
silencer.

3. Lift from the oil container bowls, the covers

and filter elements.

Inspection and Overhaul.

1. Empty the oil containers and remove all
accumulated deposits from the base. Wash both
the filter element and the oil containers thoroughly
in clean paraffin and allow to drain . Blow through
the filter element gauze with compressed air in the
L
reverse directio n to the air flow. Note that the top
edge of the filter element, marked "A" and shown
in Fig. E.3 is perfectly clean and flat and free from
all traces of the old sealing gasket. Check that the
centre tube in the oil container is at right angles to
the top edge of the container. If this is badly out
of square the container must be scrapped. Check I
2
TOP COV E R
F I LT E R E L E M E N T
4
5
O I L L E V E L I N C O N TA I N E R B O W L
O I L C O N TA I N E R B O W L C E N T R E T U B E
also that the turned over sealing edge at the top of 3 O I L C O N TA I N E R BOWL

the centre tube is true. Note that the underside of

Fig. E.3. Oil bath air cleaner internal details (showing in inset
the oil container, which bears on the gasket fitted the small and large seating gaskets "D" and "C"
between the container and silencer is perfectly clean. respectively in their fitted positions)

2 . ..__Renew the two oil container felt sealing gaskets

in the silencer removing all traces of the original
gaskets from around the i nlet ports. Cement the
new felt se�1s in position around the air silencer
i nlet ports with j o i nting compound on the two faces
of the gasket, marked "L" and shown in Fig. E. I .
3. The large and small cork seating gaskets,
positioned in the top cover and filter element
respectively, should be renewed if deteriorated in
any way.
When renewing these gaskets proceed as follows :
(a) Ensure that all traces of the old gasket are re­
moved from the channel in the top cover marked
"C" and shown in Fig. E . 3 and fit a new gasket
at this position .
(b) Clean all traces of the old gasket from the
channel at the top of the centre tube of the filter
element, marked "B" and shown in Fig. E . 3 .
Fit a new gasket t o the channel a t the top o f the
centre tube, as indicated at position "D",
Fig. E . 3 .
4. Check the silencer generally for obstructio n and
damage and if any fault cannot be rectified, the
silencer should be renewed as a complete assembly.
5. Examine the corrugated rubber hose, between
the air silencer and venturi unit, for signs of cracks
or perishing, and renew if deteriorated in any way.
To Re-assemble.
1 . Offer u p temporarily the filter element t o the
oil container bowl and ensure that the top edge of
the centre tube of the container bowl nips on the
gasket in the channel of the filter element. Separate
the two components. Repeat the operation o n
filter element and container bowl number two .
2. Replenish the oil container bowl with fresh,
clean engine oil of the grade recommended under
"GENERAL INFORMATION " to the level indi­
cat e d by the arrow inside the container bowl,

AIR INTAKE AND EXHAUST SYSTEM
i .e. just above the ledge (see Fig. E . 2) . Do not fill
above this point. On initial filling, sufficient time
must be given for the oil to circulate within the
container and find its own level. It should, there­
fore, be ensured that each container bowl is filled to
the full capacity of 0 · 79 pints (0 -449 litres) of oil .
'
3. Replace the filter element assembly, ascertaining
that the small cork seating gasket is correctly
located in the channel at the top of the inner bore of
the element.
Note : It is not necessary to re-oil the filter element
as this is effected automatically on subse­
quent starting of the engine.
4. Fit the top cover, seating the gasket on the rim
of the filter element.
5. Replace the air cleaner seating the container
bowl on to the large felt gasket in the air silencer.
Secure with the wing headed bolt "rocking" the air
cleaner, if necessary, to ensure the gaskets are
seating correctly.
6. Complete the re-assembly by repeating the
operations as detailed in paras (2) to (5) above, on
the second air cleaner, ensuring that the fiat edges
on the top covers are facing each other on refitting
both air cleaners.
To Refit.
To refit the air cleaner and silencer assembly,
reverse the removal procedure.
BLOWER UNIT
I n cases where the blower is in need of major
repair, it should whenever possible be exchanged for
a re-condition unit through the nearest Distributor
' applies particularly to the shims, which locate the
or Dealer. However, to assist overseas operators
where this is impracticable, under this heading will
be found information in respect of dismantling and
re-assembling the blower unit.
To Remove.
1 . Disconnect the pipes at the fuel filter, then
remove the nuts securing the fuel filter bracket to
the air outlet manifold. Lift clear the fuel filter
and its bracket .
< .
Page E.7
2. Disconnect the blower gauge pipe from the out­
let manifold.
3. Remove the setscrews securing the outlet mani­
fold to the crankcase and the nuts securing the mani­
fold to the blower. Lift away the manifold .
Note : Cover the aperture in the blower against' the
ingress of foreign matter.
4. Release the hose clip securing the corrugated
hose to the air inlet manifold and work the hose
clear of the manifold.
5. Remove the inlet manifold securing nuts and
lift clear. Remove the wire mesh inlet grfd.
Cover the aperture in the blower to prevent the
ingress of foreign matter.
To Dismantle.
In order to simplify the re-assembling of the
blower, certain components are marked with
position numbers to show their location in the
assembly (see Fig. E . 6) .
Position marked " 1 " . This is the ball bearing or
location end of the rotor, which carries the steel
gear.
Position marked " 3 " . This is the roller bearing
or gear end of the rotor, which carries the steel gear.
Position marked "2" . This is the ball bearing or
location end of the rotor, which carries the bronze
gear.
Position marked "4" . This is the roller bearing
or gear end of the rotor, which carries the bronze
gear.
Components taken from one position should be -
kept together and not used elsewhere and this
rotors in the case at positions marked " 1 " and "2".
With this in view, obtain four small boxes, numro .. _
ed 1 to 4, into which the components can be p'
as they are dismantled.
\
'
All the castings are made in light aJloys and arr
liable to damage if care is not taken when handlin •
Special care must be taken when handling the lig'
alloy rotors, ensuring, on rotors appJicable _.
3DA 1 99, 3D 2 1 5 and 3DB 2 1 5 high rated . <;:ngi
that the raised sealing strips on the lobe tips and

?agt- E � AIR INTAKE AND EXHAUST SYSTEM
faces are not bruised . The use of hard or metallic
tools for certain operations must be avoided. The
instructions clearly state when soft faced implements
are required and they must be strictly adhered to .
1 . Drain off all the lubricating oil from the blower
by tipping up the front end for a few minutes and
allowing the oil to find its way through the large oil
gallery, which runs the length of the case on its
underside.
2. Clean off any accumulated d irt or grease on the
outside of the blower by standing it in a large metal
tray and brushing over with petrol. Do not
attem p t to clean the inside of the blower by pouring
in petrol, or by other means, as this will invariably
lead to trouble, ensure also that no dirty cleaning
fluid enters the bearings.
3. Place the blower on a clean bench, preferably
one with a metal surface free from burrs or other
projections, which may cause harm to the light alloy
components.
4. Remove the six N o . 1 0 U . N . F . setscrews, plain
washers and self-locking nuts securing the pressed
steel cover and lift this off together with the cover
gasket. Remove the grubscrew (see Item 270,
Fig. £.8) securing each bearing inner retainer bolt,
(
Fig. E.4. Air intake system details
_ ___ .... ..
_
using Churchill Tools B . W . 548 and D33/093 (see
Fig. E . 5) . Unscrew the retainer bolts using a four­
pronged peg spanner at the ball bearing end only
(Churchill Tool R.G. 1 74) . In order to prevent
the rotors turning during this operation a soft
wedge (Churchill Tool R . G . 1 73 ) should be used
(see Fig. E. 1 9) .
Note : The soft wedge must b e positioned between
the appropriate rotor and one of the ports
on the case as shown at Fig. £. 1 9 and must
not be j ammed between the two rotors .
5. Position the complete blower unit over the
Churchill Tool (Fron t Housing Plate) R.G. 1 77,
locating on the front end housing (see Fig. E . 1 5) .
6 . Using a blind drift, knock down the ears o f the
tabwashers locking the six ! in. U . N . F . setscrews
securing the drive extension piece to the driving
(steel) gear, and the six ! i n . U .N . F . setscrews
securing the driven (bronze) gear to its carrier.
Remove all these setscrews and tabwashers and
lift off the drive extension piece and the driven gear.
The tabwashers must not be used more than once,
and should be discarded immediately they are re­
moved. Remove the grubscrew (see Item 270
Fig. E . 8) securing each bearing inner retainer bolt,
243 A I R I N LET M A N I FO L D
244 B LOW E R D R IV E S H A FT
245 A I R O U T L ET M A N I FO L D
246 F LA N G E J O I N T
247 F LA N G E J O I N T
248 B LO W E R U N IT
249 I N L ET G R I D
 AIR INTAKE AND EXHAUST SYSTEM
using Churchill Tools BW. 548 and D33j093. Un­
screw the retainer bolts using the four-pronged peg
spanner and soft wedge as explained in para. (4).
Fig. E.S. Churchill Tool BW 548 and D 33/093
7. Using a suitable withdrawal tool (Churchill
Tool No. 1 55), (with the screwed legs R.G. 1 55-1 )
withdraw the driving gear and the gear carrier (see
Fig. E.9) ensuring that the centre bolt of the tool
does not damage the thread in the end of each rotor
shaft, by using the thrust pad supplied with tool R.G.
1 55-1 to protect the rotor shaft. The inner races
and cages of the roller bearings will be withdrawn
with the driving gear and the carrier, leaving the
outer races in the rear end housing. Under no
circumstances must the inner race and cage of one
roller bearing be used in conjunction with the outer
race of another bearing.
8. Remove the ! in. U.N.F. nuts and spring
washers securing the front and rear housings to the
case. Remove the blower unit from the front housing
plate, Churchill Tool R.G. 1 77 and turn the blower
o n to its side, the curved inlet port uppermost.
Holding the rear housing, deliver a sharp blow to the
end of the curved inlet port employing a rawhide
mallet. This will release the rear housing from the
case.
9. Remove the oil throw� rs, oil seals, shims and air
seals in that order and place them in their respective
numbered boxes. The air seals, the oil seals and
the oil throwers are marked with their appropriate
position numbers and may be easily distinguished,
but the shims are not marked and under no circum­
stances should they be allowed to become inter­
changed.
10. Using a soft faced drift about 1 in. (25 -4 mm.)
diameter, tap the rotors out of the front housing and
slide them out through the case, ensuring that the
ends of the rotor shafts are not damaged by the
drift during the first part of the operation, and that
the raised sealing strips on rotors of h igh rated
engine models are not bruised during the second
part of the operatio n .
1 1 . Separate the front h ousing from the case i n
t h e same manner as the rear housing (see para. 8).
Even more care should be taken with the shims at
this end of the blower, as these control the position
of the rotors in the case, and interchanging them,
or allowing them to be re-assembled on the wrong
rotor will cause serious damage. Remove the
shims and air seals from the rotors and place them
in their respective boxes.
12. Remove the eight setscrews securing the two
bearing outer retainers and lift these from the front
h ousing.
13. Place the front housing o n to a hot plate at a �
temperature not exceeding 1 2 1 °C. (250 °F.) and :4
allow the alumin ium casting to heat throu.B'";: ·•
thoroughly. Remove the casting from _the C ,
plate and, with the ball bearing undermos( d:c>;.'
to two parallel blocks, when the bearin ·iP- ""
out of the housing together with th e
the oil throwers.
Note : A suitable hot plate can be a r:,.
ing a steel plate over a gas it1
or any other suitable heatit, � �
g.
,nt
14. If necessary the inner n{" 'to
bearings can be withdrawn with L 1es
Tools R.G. 422 1 B hand press a _ �nd
 '"o

�
tr1
s

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- - -- I .....

....,>
z
.- I
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-- -- I
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-- -- -- �
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- - --
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-- -- �
.- -- --
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-- .-
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-- .- - .- -- c
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.- .- .-
-- - - .-
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trj
�

S . I O SO

I A I R VENT LOUVRE 7 S ET S C R E W 12 B E A R I N G R ETAI N E R 16 ROLLER JOURNAL BEARING

2 REAR END HOUSING 8 B E A R I N G R ETAI N E R A N D 1 2A C U P P O I N T G R U B SCREW 17 DRIVEN (BRONZE) GEAR
3 CASE CENTRIFUGE 1 2B CONE POINT G R U B SCREW 18 G E A R CA R R I E R
4 FRONT END H O U S I N G 9 B A L L J O U R N A L BEAR I N G 13 OIL THROWER 19 D R I V E EXTE N S I O N P I E C E
S C O V E R G A S K ET 10 B E A R I N G O U T E R RETA I N E R 14 OIL SEAL 20 ROTOR
6 STE E L COVER 1 1 ROTO R IS A I R SEAL 21 D R I V I N G (ST E E L) G EA R

Fig. E.6. Blower unit arrangement

( (; (
I
 AIR INTAKE AND EXHAUST SYSTEM Page K l.t

conjunction with the split ring R.G. l 75 (see Fig.
E. l O) and their outer races can be removed from the
rear housing in a similar manner to that used for
removing the ball bearings from the front housing.
It should be noted that the outer races are secured
in the housing at three poi nts by ball formed
impressions which must be dressed back by a cold
chisel before the outer races can be extracted.
15. Do not attempt to remove the air vent louvres
in the front and rear housings unless they are
severely damaged and require replacement, nor
attempt to remove the oil drain plugs (Item 256,
Fig. E . 8) unless they show signs of oil leakage.
6. The ball bearings have a permitted amount of
end-float and a check should be made in the
following manner (see Fig. E. 1 3). Position the
bearing so that the outer race is supported and the
inner race is free to move up and down . Put a
small metal disc about l i in. (47 ·63 m m . ) diameter
on to the inner race and bring the dial indicator
spindle to bear on the centre of the disc. With one
hand holding the outer race, push the inner race
down hard and observe the indicator reading : then,
still h olding the o uter race, lift the i n.n er race up
and observe the new reading. The total end float
(i.e., from full down to full up position) must not
exceed 0 · 006 in. (0 · 1 5 mm.). Ball bearings having
an end float exceeding this should be re p laced.

Inspection and Overhaul. 7. Examine the roller bearings. If the rollers or

1. Stand the components i n a large metal tray and races are pitted or worn the complete bearing
thoroughly clean by brushing over with petrol . m ust be renewed .

2. Examine the casing and end housings for dam­ 8. Ensure the two air vent louvres i n either end
age and score marks, Fig. E . l l of this section, gives housing of the blower are not obstructed. When
indication to the cause of the scores. A limited fitting replacement, ensure that the original staking
number of score marks are permissible, provided has been removed, the recess cleaned and the new
they are not too severe, i . e . , their depth is not ex­ louvre staked firmly in position , n oting that the
cessive, any badly worn component(s) shold be re­ vent of the louvre is towards the bottom .
newed . Any burrs or score marks can be removed
by the careful use of a smooth-cut file or a sharp
hard scraper. All traces of swarf or aluminium
dust must be removed from the components, if
necessary, by re-cleaning in petrol.
To. Re-assemble-Employing New Rotors and 'Gears. '
.
I
\ .
3. Examine the rotors for wear or fretting o n the .,
\ \ ' '

When new rotors and gears are being fittep jnto . .

I ,
·
serrated shaft and ensure the driving gear (or gear
carrier as appropriate) fits snugly without any per­ a blower unit during overhauL, i t will be Pou&d that ...
ceptible movement when rotation is attempted by' position numbers and alignment centre punch marf: s .� � i . . :' \ ·

hand. If loose, replace accordingly. See Fig. E. l l · are not stamped on replacement parts. The fo{]Q'wc - .:.. � : . . . .. · .

which gives an indication of cause of wear or scores. ing notes are for _guidance during re-assemblt �Jld . �: . �- : � , l · ·. ·

will need to be read ·i n c � nj uncti P(I wi.tl\\. "ro· -1 .. '- .:.� . . . \

�'.-/·,�\.
•
Additionally on high rated engines the raised sealing
strips on the rotor lobe tips and end faces should R �-asse� ble", Em ployin� O n�;\ � al C9Jl! p �� -�,- . . . ...e��-i,·:
not be unduly bruised or scored, but a permissible this sectiOn. , I · ,;1 , '. - •· �- · ;1 J. > ,
· . � .
• • ·' . . • ••
' f , .. � � � Y-t "';� �...:.:
�. • � •

amount of wear may be tolerated as shown i n I

I I j I ......
,, l.
.. 1t I ""-' . ." I
.. .
·. '" ..
...: '.'·
\ ' ' \ ' \ ' I ( - I • t ." •
;.1
Fig. E. l 2. The replacement rotoi;s •utlts_t
1. ..

...... position numbers t� CQrrespond

4. If the gear teeth are badly worn, permitting , old . rotors.' If thl'! oid ·rotor� ·

excessive backlash 0·005 in. (0 · 1 3 mm.) maximum, the position . rium�ers'

the gears should be replaced by a new pair. Gears follcwing procedure. ·�,. ,.. �,..w:..�

should not be renewed individually. the end face of one 'J ob'e. a . nn;;.� toJ.t
mark "3", and� �.n .the saill� .
5. The serrated bore of the drive extension piece end face (i.e., the·plaih sh�ft ·

(Item 273, Fig. E . 8) should not show s igns of the mating rotor ·and .bn
fretting, if apparent a replacement should be fitted . at the s�rrated shaft �nd� ·

.. . ,_;;:�� �- � ..
Page E.12 AIR INTAKE AND EXHAUST SYSTEM

other end face of the same two lobes (i.e., the plain any one o f the tapped holes in t h e flange o f the
shaft end), mark 2 " " . These numbers can be earner. Stand both rotors with the serrated shafts
clearly seen in Fig. E . 7 . uppermost and lobe "3" in mesh with the two
lobes "4" . Take the gear carrier and place it on the
serrations of rotor marked "4", ensuring that one of

Fig. E.7. Position numbers on blower components

2. If a new carrier is being fitted it will be found
that there are n o centre punch marks on the inner
recess face, as on the old carrier. Two centre
punch marks must be put on the inner recess face
of the new carrier, ensuring that they point towards
the tapped holes is i n line with the lobe "3" and
that the centre punch marks on the inner recess
face of the carrier are pointed towards lobe "3" of
the other rotor. Push the carrier down by hand as
far as possible.

25 1
-()

256 O I L DRAIN PLUG

257 E N D COVER
258 GASKET
259 R O T O R ASS E M B LY
260 AIR SEAL
26 1 LO U V R E
262 OIL SEAL
263 O I L TH ROWER
264 ROLLER BEAR I N G
265 BALL BEARING
___ . ..
5. 1 7 5 3
266 B E A R I N G RETA I N E R
267 SETSCREW
2 68 RETA I N E R B O LT ' i
269 RETA I N E R B O LT • 1
250 CAS I N G 270 G R U B SCREW
·�
25 1 SEALING RING 27 1 D R I VE G E A R
252 SEALING RING 272 CAR R I E R
253 BEAR I N G H O U S I N G 273 D R IVER
254 LOCAT I N G B U TTON 274 RETAI N E R B O LT
255 BEARING HOUSING 275 TAB WAS H E R

Fig. E.S. Blower unit details

 AIR INTAKE AND EXHAUST SYSTEM Page E.13

3. Take the replacement pair of gears and mesh operation. Carefully file off any swellings caused
them together by aligning four holes in the two by centre punching or position numbering. In
gears (two drilled holes in the bronze gear and two particular see that position numbers on the rotor
tapped holes in the steel gear). lobes are cleaned off flush with the surface of the
parent metal, as any local swelling of the end faces
4. Still keeping the gears correctly meshed, hold of the rotor lobes will affect the measured end
them over the rotors so that the holes in the bronze clearances .
gear line up with the tapped holes in the carrier.
This should bring the serrations in the steel gear in ADAPTOR R I N G S P L I T R I N G A N D T H R UST
HAND PRESS
ASS E M B LY T O O L
line wtth the serrations on rotor end marked " 3 " . C.46 1 5 B L O C K TOOL R . G . 1 75 R . G . 422 1 B

Press the steel gear onto the rotor shaft a s far a s

possible b y hand and check t o see that the holes i n
I
the bronze gear tally with the tapped holes in the
carrier. (It is important that during this operatio n
the upper faces of the gears are level with each
other.) Remove the bronze gear.

5. Mark the end of the serrated shaft on rotor "4"

with centre punch marks to tally with the existing
two on the carrier. Make a centre punch mark
on the inner recess face of the steel gear and an­
other to tally with it on the end of the serrated shaft P. 4 3 2
of the rotor " 3 " . These marks t o point towards
the carrier on the other rotor. On the steel gear, Fig. E.IO. Removing roller journal bearing inner race
centre punch the tooth (ensuring that the profile of
the gear tooth is not damaged during the punching
The blower unit can now be re-assembled accord­
operation), which is in line with the punch mark on
ing to the instructions given under the heading
the inner recess face and that points towards the
"To Re-assemble- E mploying Original Compo­
carrier on the other rotor.
nents", below.
TOOL N O . 1 55
7. After the blower unit has been checked for
phasing clearances, centre punch the two teeth on
the bronze gear' (ensuring that the profiles of the
gear teeth are not damaged during the punching
operation), which mesh with the punched tooth on
the steel gear.

To Re-assemble-Employing Original Components.

1 . Place the front housing on a hot plate at a
temperature not exceeding 1 2 1 °C. (250 ° F . ) ?.. id
allow the aluminium casting to heat th . u£+
thoroughly. Drop the oil seals into the '" '
with the semicircular groove in the per1
downwards and the numbering on the end . ..,
upwards, ensuring that the position nurr :
DRIVING GEAR SCREWED LEGS AND
T H R UST P A D TOO L R . G . 1 5 5- 1
G E A R CAR R I E R
seals and housing agree. · Drop the oil r.-_
to the oil seals with the lipped rim downwa., t�" " ru
Fig. E.9. Withdrawing rotor driving gear
the numbering upwards, ensuring tha! th _' ! . - · · ·

numbers on the throwers and the housing agree:­

6. Remove the gear carrier and gear from the Remove the casting from the hot plate and Q ' ' : '' •

rotors and carefully clean off any aluminium shav­ push the two ball bearings i nto their co , ecr posi­
ings from the serrated shafts, ensuring that the tions, ensuring that each is seated well down against
actual serrations are not damaged during the its abutment. When the casting has coc
Page E.14 AIR INTAKE AND EXHAUST SYSTEM

secure the bearing outer retainers with eight 2BA thickness of 0 ·0 1 5 in. (0 · 38 mm.) into their respective
countersunk head setscrews and lock by staking bores, ensuring that they do not slide sideways into
into the screwdriver slots. the gap in the casing. Rotor shaft shims are
available in 0 · 002, 0 · 003, 0·005 and 0 · 0 1 0 in.
2. £4t:ce the housing with the bearings facing (0 ·05 1 , 0 ·076, 0 · 1 27, and 0 · 254 mm. ) thickness.
downw-a rds on to a flat plate and drop shims to the Drop the air seals on to the shims with the large

SEE "C" ( B E LOW) SEE "B" ( B E LOW)

SEE "A" ( B E LOW)

SEE "C" ( B E LOW) S E E " B " ( B E LOW)

I
'

Location and Type of Damage Cause of Damage Source of Trouble

--�---------- the Rotor Lobes, at or ---�-7.,,--

Profi le of----
around the change of shape from
� ----
A concave to convex. Damaged sur-
faces appear as though h"mmered
with a blunt cold chisel, t he mark-
ings being rad ial in disposition, with
counter-effects appearing on the
other Rotor.
---
Rotors clashing against each other
during rotat ion, t he radial mark ings
being caused by a lobe of one Rotor
rolling into and t hen out of mesh
with two lobes of t he other Rotor.
. .
Failure of correct phasing clearances
between t he two Rotors, probably
due to excessive backlash of t he
Gears, or slight wear of the al umin­
ium serrat ions on t he Rotor shafts,
allowing a loose fit between t hem and
the Driving Gear or the Gear Carrier.

Tip of Rotor Lobes and [nside bores
of Case. I)amaged surfaces appear
heavily � cored, t he markings being
B circumferencial . In bad circum­
s t a n ce s t h e c o m p o n e n t s a p p e a r
. deeply pitted with a te n dency t o
local deposition o f aluminium.
Raised sealing strips on t ips of rotor
lobes entirely worn away--3 DA 1 99,
3 D 2 1 5 and 3 D B 21.5 models .
Rubbing of the' Rotor lobe t i ps
against the Case . Pitting and metal
deposition caused by excessive local
temperatures, due to friction between
stationary and rotating components.
Failure of correct t i p . clearances be­
t ween t he Rotor and Case, probably
due t o excessive wear of the Ball or
Roller Journal Bearings . Can also
be caused by defective joints in the air
intake system, allowing foreign matter
t o enter the blower, or by complete
omission o f the Air Cleaners, allow­
ing an u n limited amount of d ust to
enter.

End -of Rotor Lobes and· inside faces
of Front or Rear Housings . Dam­
aged surfaces appear heavily scored,
the mark ings being circular in shape .
U nder 6a d circumstances the com­
ponents appear to be deeply pit ted
with a tendency to local deposition
1 stat ionary and rotating components.
• of aluminium . . Raised sealing strips
,Rubbing of the Rotor ends against Failure of correct end clearances
t he inside faces of t he ERd Housings. between the Rotor ends and t he
Pitting and metal deposition can be inside faces of the End H o usings,
caused by excessive local tempera­ probably d ue to excessive wear of
tures, due to friction between t he t he Ball Journal Bearings, thus
a l lowing t he Rotors to float endwise .
Can also be caused by incorrect
shimming whilst re-assembl i n g the

I
on end faces of rotor lobes entirelY.
w orn. a.way--3 DA 1 99, 3D 2 1 5 and
3DB 21 5 models.
------- '�
· ·

�------��------------------------------------�
I Blower.

F ig. E. l l . Diagnosis of damage to blower components


AIR INTAKE AND EXHAUST SYSTEM
chamfer upwards and the numbering on the other
end face downwards, ensuring that the position
n urn bers on the air seals and housing agree.
3. Set the front end clearance with the aid of
Churchill Tool R.G. 1 76.
Important. It is essential that this operation is
carried out accurately as both the front and
rear -end clearances of the rotor (marked "B"
and "A" respectively and shown in Fig. E.2 1 )
are dependent o n the number of shims fitted.
Proceed as follows :
(a) Insert the shaft of the shimming bar into posi­
tion number " 1 " ball bearing, engaging the
dowel on the underside of the bar with a suit­
able bolt hole in the front end housing.
(b) Fit the circular disc to the threaded end of the
shaft and secure with the knurled nut, finger
tight. This will take up any end float in the
ball bearing.
(c) With the aid of a feeler gauge, check the clear­
ance between the straightedge and the front end
S E RRAT ED
ROTOR SHAFT
ROTOR LOBE E N D FA C E
·c· · 006 " AV E RACE H E ICHT
OVER ALL FAC ES AT
T H I S E N D.
Fig. E. l 2.
"
Page E. l5
housing (see Fig. E . l 4) . This clearance must be
0·004 in. to 0 · 006 i n . (0 · 1 0 m m . to 0 · 1 5 mm.) in
order that the front end clearance (marked "B"
and shown in Fig. E.2 1 ) will be obtained when
the blower is ultimately assembled. If it is out­
side these limits, correct by varying the shims
fitted between the air seal and the oil seal at
para (2). If the front end clearance (marked
" B " and shown in Fig. E.2 1 ) is correct, the rear
end clearance (marked "A"), will automatically
be correct when the blower is ultimately
assembled .
(d) Repeat the above at position "2" ball bearing.
4. Place the front housing complete with the
bearing seals and shims on to the assembly plate
(Churchill Tool R . G . 1 77, see Fig. E. I S) so that the
bosses on the plate bear against the inner race of the
ball bearings . Use the shimming bar to locate the
shims, then push the Plain shaft of the rotor
marked " 1 " into position " 1 " ball bearing. Push
the Plain shaft of the rotor marked "2" into
position "2" ball bearing so that the rotor lobe
ROTOR L O B E Tl P S
'A' ·004" AVERACE
H E I C H T OV ER ALL LOBES.
PLAIN
ROTOR SHAFT.
\I
L0Bt END •.>,<'
· 003"AVERN:E
ROTOR
·s· ht
OvER ALL FA( c ·
T H I � E ND.
L,b l tl .
Minimum height of raised sealing strips when worn
Page E.16 AIN. INTAKE AND EXHAUST SYSTEM

marked "3" meshes between each of the rotor lobes ball bearings to the front housing (see para.
marked "4" (see Fig. E . l 6) . 1 ) . Insert the races and ensure they seat
against their abutment. Secure each race
Note : I f the rotors cannot be pushed home by hand
by staking the aluminium housing at three
pressure, tap home using light blow with the
points by ball formed impressions.
-aid of Churchill Tool R.G. 1 78 and a hide
faced mallet .

5. Fit the small and large rectangular cross section

sealing rings, see Item 25 1 and 252, Fig. £.8, into
their respective counterbores at the front of the case
and slide the case over the rotors, ensuring the
position numbers on the case and the housing agree
and that the dowel pins are entered. Secure the
front housing to the case with twelve t in. U . N . F .
plain n uts a n d spring washers.

6. Fit the large and small rectangular cross section

sealing rings i nto thei r respective counterbores at
the rear of case. Slide the rear housing over the
rotors ensuring the position numbers on the case
and rear housing agree, and register the dowel pins. Fig. E . 1 4 . Setting rotor front end clearance
Secure the rear housing to the case with twelve ! in.
U . N . F. plain nuts and spring washers.
7. Drop the air seals over the serrated rotor shafts
with the large chamfer downwards and the number­
ing on the other end face upwards, ensuring that
the position numbers on the seals and housing agree.

FRONT HOUSING

T O O L R . G . 1 77
ng. F . l 3. Checking for slackness in the blower ball journal
bearings Fig. E.15. Locating front housing bearings over assembly plate

1te : If the outer races of the roller bearings have
oeen rem oved, refit them prior to refitting
the rear housing to the case. This is
accomplished by heating the housing in a
similar manner to that used when fitting the
Place the same thick ness of shi m s over each rotor
shaft and on to the air seals as removed . This
usually being in the region of 0 ·030 i n . ( 0 · 76 m m . )
thickness o f shims at this point. R otor shaft
shims are available i n 0 · 002, 0 · 003, 0 ·005 and
 AIR INTAKE AND EXHAUST SYSTEM Page E.17

0 · 0 1 0 in. (0 ·05 1 , 0 ·076, 0 · 1 27, and 0 ·254 mm.) and eventually damaged. For replacing the driv­
thickness. Drop the oil seals over the serrated ing gear use the drift Churchill Tool R.G. 1 78
rotor shafts on to the shims with the semi-circular (see Fig. E . 1 8) in conjunction with a hide faced
groove in the periphery downwards and with the
HAND PRESS
numbering on the end face upwards, ensuring that ADAPTOR R I N G S P L IT R I N G AND T H R UST ASS E M B L Y TOOL
C .46 1 5 B LO C K TOOL R . G . 1 75 R . G . 422 1 B
the position numbers on the seals and the housing
agree. Drop the oil throwers on to the oil seals
with the lipped rim downwards and the numbering
upwards, ensuring that the position numbers on
the throwers and housing agree.

8. If the inner race and rollers have been removed

press them on to the driving (steel) gear and the
carrier of the driven gear applying the pressure to
the inner race. Churchill Tools, R.G. 422 1 B hand
press assembly, used in conjunction with the split
ring R. G . 1 75 is suitable for this operation, as BEARING CUP DRIVING GEAR
SUPPLIED WITH
shown in Fig. E . 1 7. Support the inner race of the TOOL R . G . 1 75

bearing in the bearing cup, supplied with Tool
R.G. 1 75 . The serrated ends of the rotors and the
serrated bores of the driving gear and gear cover
should be degreased and "Loctite CV" should be
applied to serrated bores only.
Fig. E.17. Refitting roller journal bearing inner race
mallet tapping home using light blows. The same
tool combination should be used in refitting the
gear carrier complete with the inner race and cage of

H I D E FAC E D M A L LET TOOL R.G. 1 78

Fig. E.l6. Correct meshing of rotor lobes

9. Place the driving (steel) gear complete with the

inner race and cage of the roller bearing on to the
serrated rotor shaft at position number "3", ensur­
ing that the centre punch mark on the inner recess TOOL R . G . 1 77
face of the gear tallies with the similar mark on the
Fig. E.18. Fitting blower driving ge�r ·

end of the serrated rotor shaft.

Care should be taken when replacing the driving the other roller bearings on to the serrate-��
(steel) gear that the rollers do not catch the bearing shaft at position number "4" in a similar man ne
outer race, otherwise they may become trapped that used for the driving gear.
\
Page E.18 AlR INTAKE AND EXHAUST SYSTEM
Note : The front end of the rotor shafts, or the inner
race of the bearings must be supported to
prevent the ball bearings being damaged.
U sing Churchill Tool R . G . 1 77 (see Fig.
.._E:. l 8) so that the bosses on the tool bear
against the i nner race of the ball bearings in
the front housing, affording support to the
bearings during this operation .
Fig. E.19. Refitting bearing inner retainer bolt, using Peg Spanner,
Tool R.G. 1 74. Note rotor held by Soft Wedge,
Tool R.G. 1 73
10. Degrease the two bearing inner retai ner bolts
and apply "Loctite CV" to their threads. Fit
the two bearing inner retainer bolts securing the
driving gear and the gear carrier on to the rotors,
and tighten with the four-pronged peg spanner,
Churchill Tool R.G. 1 74 as indicated in Fig. E. 1 9.
No attempt should be made to increase the leverage
available from this tool, by fitting a tube over the
handle or by applying hammer blows. To prevent
the rotors turning, the soft wedge Churchill Tool
R.G. 1 73, should be used as shown in Fig. E. 1 9 .
1' - '1te that the soft wedge must b e positioned
wl!en the appropriate rotor and one of the ports
the case shown, and must not be jammed
�n the two rotors . Drill 90 ° i nclusive i ndent
. cone point screws. Degrease the two
,,crews with a cone point for locking
arid apply "Loctite CV" to their threads.
. the head of each bearing i n ner retai ner bolt ,
i�hten t o 3 5/40 lb. i n . using t h e k e y Church i l l
� .:�ols - B .W. 548 a n d D 3 3j093 and sta ke t o lock.
·
'1.
�· '
1 1 . Position the driven (bronze) gear on the
carrier, ensuring the mesh with the driving gear is
correct by aligning the centre-punch marks on the
side-face of each gear (see Fig. £.20) .
Fig. E.20. Correct meshing of blower drive gears
12. Fit the six ! i n . U . N . F . setscrews and new
tabwashers, securing the driven gear, but leave the
screws loose. Position the rotors so that the lobe
of one rotor points to the centre of the other rotor,
and push a 0 · 0 1 0 i n . (0 ·25 m m . ) feeler blade between
the rotors on each side simultaneously to even up
the clearances. With the feeler blades stil l in
position, temporarily lock the driven gear with the
setscrews.
13. Remove the 0 · 0 1 0 in (0 ·25 mm.) feeler blades
and check the phasing clearances in all possible
positions. If the blower is stiff to turn, then the
rotors must be rotated by means of the peg spanner
Churchill Tool R.G. 1 74 until the stiffness dis­
appears. Uneven phasing clearances must be
removed by slackening off the setscrews securing the
driven gear and repeating the operation as described
above in para ( 1 2) u ntil even readings are obtained
all round. Finally tighten down the setscrews
securing the driven gear to its carrier.
In order to prevent the rotor turning, the soft
wedge, Churchill Tool R.G. 1 73 should be used
between the rotor and the case (see para. 1 0) .
14. F i t the drive extension p iece t o t h e driving
gear and secure with the six special t in. U . N . F . thin
hexagon head setscrews and tabwashers.
15. Remove the blower unit from the assembly
plate, Church ill Tool R . G . 1 77 . Drill 90 ° i nclusive
i n dent to accept cone point screws.
 AIR INTAKE AND EXHAUST SYSTEM Page E.19

16. Place the blower on its side, degrease the two (a) End Clearances "A" and "B" (Fig. E.2 1 ) .
bearings inner retainer bolts and apply " Loctite Check a s shown a t Fig. E.22. The front end
CV" to their threads, and fit into the front ends of clearance "B" should be between 0 ·005 in. to
the rotor shafts, ensuring the centrifuge (item 269), 0 · 007 in. (0 · 1 3 mm. to 0 · 1 8 mm.) whilst a rear
is fitted to position number " 1 ", degrease and apply end clearance "A" of 0 ·0 1 2 i n . (0 · 3 1 mm.)
"Loctite CV" to the 2BA grubscrews with a
cone point for locking purposes, fit in the head of
each bearing inner retainer bolt, tighten to 3 5/40
lb. i n . using Churchill Tools B . W . 548 and D33/093
and stake to lock.

17. Replace the rubber cover gasket and the cover,

ensuring that the oil feed hole in the rear housing i s
not obstructed and secure with the six 1 0 x 32 UNF
setscrews, plain washers, and locknuts. The plain
washers must be fitted under the heads of the
setscrews and bear directly on the cover.
FRONT REAR
18. The clearance should be finally checked
Fig. E.22. Checking rotor end clearances
against the dimensions shown at Fig. £.2 1 . On high
rated engines it should be noted that these dimen­
sions exclude the height of the raised sealing strips
which have the effect of reducing the clearances. minimum must be obtained if clearance "B" is
When using feeler gauges for checking clearances it correct. I f incorrect the thickness of the shims
will be found that the gauge can only be inserted until fitted between the air seals and the oil seal in
resistance is offered by the raised sealing strips. If the front end housing will be wrong. To
undue pressure i s then exerted the raised strips rectify, dismantle the blower, then re-assemble
could be damaged, and this must be avoided. For with the correct thickness of shims (see para. 3).
clearance measurement purposes, gaps are pro­
vided in the raised sealing strips at specific positions (b) Phasing Clearances "C". Check at the o utlet
in order to allow feeler blades to pass right through, port as shown in Fig. E.23. When carrying out
and these can be clearly seen in Figs. £. 1 2 and £. 1 6. this check it is most important that the lobe of

I N LET P O R T

"A" R E A R E N D C L E A R A N C E ( M I N I M U M ) --0 ·0 1 2 i n . (0·3 1 m m . ) " C " P H A S I N G C L E A R A N C E ( M I N I M U M )--0·009 i n . ( 0 · 23 m m . )

"8 " F R O N T E N D C L E A R A N C E--0·005/0 ·007 i n . (0 · 1 3/0 · 1 8 m m . ) " D " O U T L E T PORT T I P C L E A R A N C E-0 ·004/0 ·006 i n . ( 0 · 1 0/0· 1 5 n1 . . . . .

Fig. E.21. Blower unit clearances

Page E.20 AIR INTAKE AND EXHAUST SYSTEM

one rotor is meshed centrally between the two Vent the fuel system, as described under "FUEL
lobes of the other rotor as shown in Fig. E.2 1 . SYSTEM".
Check the clearances as shown i n Fig. E.23 and,
ensure that at any point the phasing clearances
accept a feeler gauge 0 ·009 in. (0 ·23 mm.) thick.
This is the minimum acceptable and if incorrect
must be rectified as explained in paras. ( 1 2)
and ( 1 3).

(c) Outlet Port Tip Clearance "D". Check as

shown at Fig. E.24 for both rotors. The clear­
ance should be between 0 · 004 in. to 0 · 006 in.
(0 · 1 0 mm . to 0 · 1 5 mm.) as measured with feeler
gauges. If incorrect slacken the end housing
securing nuts and, using a hide faced mallet, tap
the end housing i n the required direction. Fig. E.24. Checking outlet port tip clearance

19. When all the clearances are satisfactory, the

tabwashers on the drive extension piece and the
driven gear should be bent up to lock the setscrews .
20. Cover the inlet and outlet ports to prevent the
ingress of foreign matter.
To Refit.
To refit the blower reverse the removal procedure,
renewing all the joints. If the inlet grid is damaged
in any way it should also be renewed.
BLOWER DRIVE SHAFT
The blower shaft is splined at both ends, for
engagement with the blower at the front end, and
the blower drive assembly at the rear.
A grooved journal, towards the front end of the
shaft operates in a bushed bore machined in the
front intermediate web of the crankcase . The bush
is of the pre-fi nished type, thus requires no scraping
after being pressed into position . A further steady
journal, adjacent to the splined portion at the rear
end of the shaft, operates in a bush pressed into the
bore of the blower drive assembly. Support at
these poi nts prevents the shaft from "whipping" .

· -, .ing clearances must be � hecked with t he lobe of one rotor cent red between two lobes of t he opposing rotor, as shown in
. Check the clearance wtth t h e l obe of one rotor cen t red and t hen again after centreing the lobe of t he opposing rotor.

:- Fig. E.23. Checking phasing clearances

 AIR INTAKE AND EXHAUST SYSTEM
To Remove.
The blower drive shaft can be withdrawn from
either end of the engine, after removing the blower
unit from the engine front cover (as described i n
this section), or t h e blower drive sprocket from the
engine rear crankcase face (see " ENGINE S EC­
T I ON ") . The former is the most practicable
method if the engi ne is in the chassis .
Inspection and Overhaul.
1 . Examine the spli ned ends of the shaft for wear
or damage and renew if necessary.
2. Examine the surface of the two journals and
renew the shaft if scored or badly worn .
3. Check for concentricity by mounting between
"centres" and applying a dial indicator gauge on the
grooved journal bearing. Slight eccentricity can be
rectified by straightening.
4. When fitting a new drive shaft, the splined ends
should be such in the blower drive extension piece
and the cam of the drive sprocket, that it is possible
to move the shaft the ful l extent of its front to rear
free travel by means of normal hand pressure, when
the shaft is fitted to the engine.
Therefore, ensure the shaft can be inserted into
either the extension piece or the drive sprocket cam
by normal hand pressure, easing the splines on the
shaft, if necessary, to obtain this condition .
5 . Remove the a i r side cover (see "ENG I N E
SECTION") and examine the steady bearing bush
in the crankcase web . If worn or damaged, tap
out towards the rear of the engine . Replacement
bushes are of the pre-finished type and require no
scraping after being fitted to the bore in the crank­
case ( see also "Inspection of Crankcase" , under
" E N G I N E SECTION").
6. If the blower drive sprocket has been removed,
carry out an inspection, as detailed u nder
"ENGINE SECTION".
Page E.21
� :,._�;-� ._
To Refit.
l . Slide the blower drive shaft into the engine,
ensuring that the grooved journ cates in the -�----
steady bearing in the crankcase web.
2. Replace the blower unit (as described m
this section) or the blower drive sprocket (see
" EN G I N E SECTION "), whichever has been
removed.
3. Ensure that there is slight "end-float" in the
blower drive shaft before refitting the side cover.
BLOWER DRIVE ASSEMBLY
Information in respect of this assembly wil l be
found under "ENGINE SECTION " .
EXHAUST MANIFOLD
To Remove and Refit.
1. Disconnect the exhaust pipe from the manifold.
2. Remove the nuts securing the exhaust manifold
to the crankcase, when it will be possible to lift away
the manifold.
3. Any carbon accumulated around the ports of
the manifold should be removed and the manifold
examined for cracks, if any are found renew the
component.
4. Refit the exhaust manifold by reversing the
removal procedure given in paras. ( 1 ) and (2),
noting that new steel joints should be fitted between
the mating faces of the manifold and crankcase.
The joints are marked "TOP" on the corrugated
face and it is essential that this face is to the t ;:.
i . e . , facing the manifold. Renew the joint ;}:1: , r
exhaust pipe flange.
Page E.22

SERVICE DATA
Note :-This page is provided for recording references t o Service
Data Bulletins applicable to the preceding Section

SERVICE DATA WORKSHOP MANUAL

I
DATE SHEET NO. VOLUME NO. PAGE REF. SUBJECT

-1 I I I
 Page F.l

FUEL SYSTEM
SECTION F

INDEX
Page FUEL FI LTER-continued Page
NOTE ON CLEANLINESS I N THE FUEL SYSTEM F.3 Inspection and Overhaul F. l 5
To Re-assemble F. l 5
D ESCRIPTION F.3 To Refit . . F. 1 5

OPERATION F.5 FUEL INJECTION PUMP F. l 5

To Remove F. 1 5
VENTING THE FUEL SYSTEM F.7 To Refit . . F. l 6

F.7 FUEL PIPE LINES F. l 6

I DLING SPEED ADJUSTMENT
Leakages on the Pressure Side . . F. 1 6
Leakages on the Suction Side F. 1 7
FUEL TAN K F.7
To Remove F.7
FUEL INJ ECTORS F. 1 7
To Dismantle F.7
Locating a Faulty Injector F. 1 7
Inspection and Overhaul F.7
To Remove F. 1 7
To Re-assemble F.8
Testing and Adjusting F. l 8
To Refit . . F.8
Cleaning Nozzles F. 1 8
To Refit . . F.20
WATER AND DIRT TRAP F.8
To Remove F.8 AccELERATOR CRoss-SHAFT
To Dismantle F.8 As Fitted to Early 3DA 1 99 Models F.21
Inspection ahd Overhaul F.8 To Adjust-Cross-shaft Stop F.2 1
To Re-assemble F.9 To Remove F.2 1
To Refit . . F.9 To Dismantle F.21
Inspection and Overhaul F.2 1
FUEL LIFT PUMP F.9 To Re-assemble F.22
To Test in Position F.9 To Refit . . F.22
To Remove F. l O
To Dismantle F. l O ACCELERATOR CROSS-SHAFT F.22
Inspection and Overhaul F. l l To Adjust Cross-shaft Linkage F.22
To Re-assemble F. l 2 To Remove F.22
To Refit F. l 3 To Dismantle F.23
Inspection and Overhaul F.23
FUEL FILTER F. l 3 To Re-assemble F.23
To Renew the Filter Element F. l 4 To Refit . . F.23
To Remove F. l 4
To Dismantle F. l 4 SERVICE DATA . .

FUEL SYSTEM
NOTE ON CLEANLINESS IN THE
FUEL SYSTEM
Cleanliness throughout the fuel system is most
important. The efficient working life of fuel in­
jection equipment largely depends upon the use of
clean fuel. Should foreign matter pass through
the i njection equipment the efficient working life of
the equipment will be reduced, therefore every
effort should be made to ensure that water, dust,
etc . , is not permitted to enter the system .
For this reason the fuel must be thoroughly
filtered prior to passing through the i njection
equipment and although filters are provided with
this in mind, to enable the filters to perform their
duty satisfactorily the following precautions should
be observed :
1 . Use well known brands of fuel oil to ensure a
high degree of refinement .
2. Cans and funnels, the latter incorporating a
filter, must be absolutely clean.
3. If fuel oil has to be kept in drums they should be
stored in a clean shed. Place the drums almost
horizontally, with the outlet tap slightly higher than
the other end, so that any water and sediment in the
fuel will settle in the well thus formed.
Note : Never tip the drums so as to draw off fuel
below the level of the tap.
4. Service the filters at the recommended intervals.
5. When dismantling any unit ensure it is clean
externally, and then, if possible, submerge it in
clean fuel oil during the time it is away from the
engine.
DESCRIPTION
The fuel system comprises a fuel tank, a water
and dirt trap, a lift pump, a fuel filter, an i njection
pump and three injectors .
Page F.3
The fuel tank is carried i n supports riveted to the
chassis sidemembers and held firm by steel straps
bolted to the supports. Strips of felt are interposed
between the tank and the straps to prevent damage
to the tank through vibration. Fuel is drawn from
the tank through a s uction pipe secured to the top
of the tank and to the upper end of which is secured
a feed pipe. The tan k incorporates a rheostat
unit, which records the fuel level on a gauge i ncluded
in the instrument panel, also a quick release filler
cap on the filler neck .
The water and dirt trap is located either u nder the
right-hand engine cover on the cab side panel, on
the left-hand cab rear pillar or on the left-hand
chassis sidemember at the rear of the cab, dependent
on the model.
The bowl of the water and dirt trap is made of
glass to facilitate inspection and i s retained by a
stirrup type fixing. On some models the water and
dirt trap incorporates two bleed screws, which are
not u sed on this installation.
The lift pump, an "AC" mechanical unit of the
diaphragm type, is driven by an eccentric on the fuel
injection pump drive shaft and incorporates a hand
priming lever. The lift pump i s mounted on the
left-hand side of the fuel pump bracket (top cover) .
The fuel filter, of the bowl-less type, i s carried on
a bracket secured to the air inlet manifold. The
element is of impregnated paper wound round a
circular core i n the form of a spiral and enclosed
in a thin metal container. To prevent air becoming
trapped in the filter, a constant bleed back to the
fuel tank is effected by a vent assembly in the filter
head and a leak-off pipe from this point connects
with the main injector leak-off pipe, which in turn
is connected to the return pipe to the fuel tank. A
non-return valve i n the filter head is connectc.:..
the fuel return pipe from the fuel injection pl' ·
The fuel i njection pump i s situated on tc
engine, being horizontally mounted to the f
bracket (top cover), and driven off the g;..; < .
half engine speed, i.e. half crankshaft SJ > : ....
the fuel i njection pump drive shaft (st-;;; !:'\:�·
Injection Pump Drive Assembly, under "ENGI N -.::;
SECTION").
Page F.4 FUEL SYSTEM
The fuel i njection pump is of the single cylinder,
opposed plunger inlet metering, distributor type,
in which the fuel is pumped by a single element and
the fuel charges distributed in the correct firing order
and at the required timing i ntervals to each cylinder
in turn, by a rotary distributor integral with the pump.
As a result, the del ivery of equal quantities of fuel
to each injector is an inherent feature of the pump
and deliveries are not subject to maladjustment.
Fig. F. l . Fuel system layout
S ince the timmg intervals between i njection
strokes are determined by the high precision mach­
ining and construction of the pump, and not there­
fore subject to adjustment, accurate phasing is also
an inherent feature .
Whilst only three of the pump outlet feed ports
are utilised, the distributor rotor is so designed that
fuel is discharged twice through each port during
the one revolution of the fuel pump or two revolu­
tions of the crankshaft.
The ports which are used, are identified by letters
stamped adjacent to each port, the port with letter
"Y" feeding No. 1 injector, port letter "X" feeding
No. 2 injector, and port letter "W" feeding No. 3
injector.
Incorporated in the pump is an automatic
advance and retard unit which varies the commenc­
ing point of fuel i njection to suit engine speed .
Sensitive speed control is maintained by a mech­
anical governor which is also incorporated in the
pump.
Adjacent to the automatic advance and retard
unit is a manual lock, which is provided to assist in
starting the engine when low atmospheric tempera­
tures prevail. The manual lock is operated by
moving the lock off centre i n any direction and, on
release, will automatically return to the i noperative
position.
A damper is provided o n the pump and also acts
as a venting point for the fuel system .
The speed control lever i s situated o n the mech­
anical governor h ousing, its travel being controlled
by the idling speed stop screw and maximum speed
stop screw, the maximum speed stop being sealed
and no adjustment being permitted at this point.
The lever is connected by cable to the cab-mounted
accelerator cross shaft. Also situated on the mech­
anical governor housing is the stop control lever,
which connects by cable with the operating control
on the cab heelboard.
TIMING
DAMPER MARKS
MANUAL SPEED IDLING STOP
LOCK CONTROL ADJ USTI N G CONTROL
LEVER SCREW LEVER
Fig. F.2. Fuel injection pump
Internally, the pump consists of three main
rotating units, the drive shaft, which, by means of
mating splines, drives the pumping and distributing
rotor and attached to the rotor is the third unit, the
fuel transfer pump of the sliding vane type. These
three units are arranged on a common axis so that
they rotate as one.
 FUEL SYSTEM
The rotor, a close fit in a stationary steel cylindri­
cal body known as the hydraulic head, in the pump­
ing section has a transverse bore which contains two
opposed plungers. These plungers are operated by
a stationary cam ring, carried in the pump housing,
through rollers and shoes sliding in the rotor. The
cam has six i n ternal lobes.
The distributing section of the rotor contains a
central axial passage which connects with the
pumping space between the plungers, with ports
drilled radially in the rotor to provide for fuel inlet
and delivery. A transverse hole in the rotor acts
as the distributing ports, and as the rotor rotates
these ports successively line up with the three outlet
ports utilised i n the hydraulic head. Six inlet ports
are spaced round the rotor at a n intermediate
position and these line up successively with a single
. port in the hydraulic head, this being the inlet or
metering port, which. admits fuel under the control
of the governor.
· A piston type pressure regulating valve is housed
in the transfer pump end plate and performs two
separate functions. The first function consists of
regulating the transfer pressure, thus maintaining
the speed of rotation. Secondly, it provides the
means of by-passing the transfer pump when prim­
ing.
The three injectors, each consisting of a dome
ended, long stem, single short hole nozzle and
bolder, and fit into a sleeve screwed into the cylin­
der barrels. A copper washer, located between each
nozzle cap nut and the sleeve, prevents leakage of
compression at this point.
OPERATION
Lift Pump.
As the fuel injection pump drive shaft rotates, the
eccentric pivots the rocker arm and link attachment
to which is connected the diaphragm and rod
assembly, drawing the diaphragm inwards against
the pressure of the return spring, thereby creating
a partial vacuum in the pump chamber. This
partial vacuum retains the outlet valve against its
seat, at the same time holding the inlet valve off its
seat, allowing fuel to be drawn through the pump
inlet port into the pump chamber.
The continued rotation of the eccentric, against
which the rocker arm is held by a return spring,
allows the rocker arm to pivot in the opposite
Page F.S
direction, this in turn pushes the diaphragm, under
the influence of the diaphragm return spring, in an
outward direction, the pressure exerte9 forcing the
inlet valve against its seat and the outlet valve off its
seat, discharging the fuel through the outlet port
to the fuel injection pump, via the fuel filter.
Incorporated between the outer body and cover
is a pulsator diaphragm which operates in unison
with the pump diaphragm, thus reducing fuel de­
livery surge.
A pressure is created in the pump chamber, when
the fuel injection pump is full of fuel, holding the
diaphragm in the inward position against the
pressure of the return spring, the diaphragm re­
maining in this position until such time as a further
supply of fuel is required by the injection pump.
Whilst the diaphragm is held in the inward position,
the rocker arm is held, by a small spring, in constant
contact with the eccentrics on the camshaft.
Fuel Filter.
Each port in the filter head is direction arrowed
and numbered 1 to 4.
On entering the fuel filter inlet port (No. 1) the
fuel passes down the centre tube to the filter base,
upwards through the filter element and then passes
through the outlet port (No . 3) to the fuel i njection
pump. Surplus fuel returning fro m the fuel in­
jection pump, re-enters the filter a t the port (No. 4)
adjacent to the outlet port, via a non-return valve,
to the unfiltered fuel side of the element. An
orifice connection screw situated in a port on top
of the filter head allows for the constant bleed back
of fuel to the tank, via the constant bleed pipe and
the main injector leak-off pipe.
Fuel Injection Pump.
Fuel enters the fuel injection pump, passing
through a filter and flows through to the transfer
pump where the pressure is raised to an intermediate
level. The fuel then flows down a passage in the
hydraulic head to the metering port, from where
the fuel is passed to the inlet port in the hydraulic
head. As the rotor rotates, fuel under moderate
pressure flows from the port in the hydraulic head
into one of the radial holes in the rotor and down
the centre passage to the space between the plungers,
thus forcing the plungers apart. As rotation con­
tinues the inlet port is closed. When one of the
Page F.6 FUEL SYSTEM

distribution ports in the rotor comes into line with
an o utlet port in the head, the plungers are forced
together by the cams and the fuel expelled via the
high pressure pipe to one of the i njectors.
Fuel Injectors.
Briefly, the function of the injectors i s to inject the
fuel into the cyl inder in the form of a very fine
spray, so that it will be completely consumed during
combustion without causing excessive smoke at the
exhaust.
Fuel, from the i njection pump, enters the nozzle
holder at the inlet union and is passed to an annular
recess in the ground face of the nozzle body via a
gallery in the holder.
From this point the fuel is fed through a vertical
gallery in the nozzle to an annular gallery above the
valve seating.
As the distribution port in the injection pump
rotor lines up with the outlet port in the hydraulic
head, the resultant pressure lifts the nozzle valve
off its seat against the pressure of the valve spring.
The fuel then passes through the hole in the nozzle
to form a spray in the combustion chamber. The
continued rotation of the rotor closes the o utlet
port, the fuel pressure drops and the valve spring
snaps the valve on to its seating thu s cutting off the
spray.
The slight leakage of fuel, which accumulates
within the n ozzle holder, is sufficient to lubricate
the nozzle and this is led away by a leak-off con­
nection .

L.610.
16 15 4
I ROC K E R A R M 7 P U LSATO R D I A P H R AG M 13 I N LET VALVE ASS E M B L Y
2 A R M R ETAI N I N G P I N 8 P U LSATO R COV E R 14 D I A P H R A G M RETU R N S P R I N G
3 ROC K E R A R M S P R I N G 9 OUTLET V A L V E ASS E M BLY IS O I L S E A L R ETAI N E R
4 I N N E R BODY 10 COV E R SCREW 16 OIL SEAL
5 OUTER BODY 11 WAS H E R 17 D I A P H R A G M ASS E M B L Y
6 OUTLET PASSAGE 12 I N LET PASSAG E 18 L I N K ATTAC H M E N T

Fig. F.3. Fuel lift pump arrangement

 FUEL SYSTEM
VENTING THE FUEL SYSTEM
The venting of the fuel system must be carried out
when any part of the fuel system between the fuel
tank and injection pump has been disconnected or
when the system has been emptied of fuel, in order
to eliminate any air that may be present i n the
system .
No attempt should be made to start an engine, to
which a fuel injection pump has been newly in­
stalled, until the pump housing has been com­
pletely filled with clean filtered fuel and all air
excluded from the injection pump and high pressure
injection pipes.
Proceed to vent system by slackening the damper
on the side of the i njection pump body and un­
screwing by two or three turns the banj o union bolt
on top of the fuel filter head (see Fig. F . l ) . Operate
the fuel lift pump priming lever, first ensuring that
the lift pump is on the bottom of the operating cam,
otherwise the maxim um movement of the priming
lever will not be obtained, until fuel, free of air
bubbles, emerges from each of the venting points
and then tighten, first, the banjo union bolt o n top
of the fi lter head followed by the damper on the
side of the fuel injection pump body.
After venting the fuel injection pump, it is
advisable to carry out a similar operation at the
i njectors. Slacken the delivery pipe unions at the
injectors, set the accelerator at the fully open posi­
tion and ensure that the "stop" control is in the run
position. Turn the engine by the starter until air
bubbles cease to emerge at the slackened unions and
retighten the unions.
Important : Care must be taken whilst leaning over
the engine during the venting of the fuel system
as a small but powerful jet of fuel arises from
the injector unions when air bubbles cease to
emerge .
IDLING SPEED ADJUSTMENT
When carrying out engine idling speed adj ustment
ensure that the engine i s warUI, release the locknut
for the idling speed stop screw and adj ust the screw.
To increase the idling speed , turn the screw clock­
wise, and to decrease, turn the screw anti-clockwise.
Adjustment is correct when even running is ob­
tained at 480-500 r.p . m .
Page F.7
FUEL TANK
To Remove.
1. Drain the contents of the tank, at the plug
provided, into a suitable clean container.
Note : If a tank is being removed for cleaning pur­
poses, leave about t gallon (2 litre) of fuel in
the tank and refit the plug . .
2. Disconnect the fuel feed pipe and the fuel
return pipe from the pipe unions on the top face of
the tan k .
3 . Disconnect the battery terminal, then remove
the cable from the fuel gauge tank unit at the con­
nector provided .
4. Support the tan k and unscrew the lockn uts
from the setscrews, which clamp the top and bottom
straps. On tractor models, the tank straps are
released by u nscrewing the strap bolt locknuts at
the support bracket top ends. Ease the straps
clear, and lift away the tank .
To Dismantle.
1. Remove the fuel gauge tank unit after with­
drawing the screws securing the unit in position.
When lifting out the gauge unit, be careful not to
damage the float, or arm, as this would cause a
false reading on the fuel gauge on re-assembly.
2. Release the screws retaining the suction pipe
flange to the top of the tank and withdraw the suc­
tion pipe, together with the leather washer fitted
below the pipe flange .
Inspection and Overhaul.
1. Clean the tank thoroughly both internally and
externally. The former is most important and can
be accomplished by shak ing the tank vigorously
with approximately � gallon (2 l itre) of fuel inside,
then, still swirling the fuel from side to side in th
tank, drain away all the fuel and blow out the tank
with compressed air. After cleaning the t n r 1 '
i nspect it for splits and other damage .
2. Blow compressed air through the suction pipe
at both connections to ensure that it is clear of
obstructions.
 Page F.8 FUEL SYSTEM

3. Examine the filler cap ensuring that the vent
hole in the cap is free from blockage and also check
that the cap fits securely on the tank neck.
4. The suction pipe cork washer should be ex­
amined for deterioration, renew if necessary.
Inspection and Overhaul.
Before i nspecting the trap, thoroughly clean the
components in fuel oil and blow through the inlet
and outlet passages with compressed air.

5. Check that the tank gauge float is secure on the

arm and that the arm pivots freely.

To lte-asse�ble.
1 . Refit the gauge unit to the tank , using a new
gasket, so that the float arm points towards the
centre of the tan k .

2 . Refit the suction pipe with t h e cork washer and

securely tighten .

3. Ensure that the drain plug and the washer are

in good condition, renewing if necessary.

To ltefit.
Refit the tank by reversing the removal pro­
cedure, ensuring that the strips of felt are i n
position and that they are i n good conditio n . Do
not overtighten the straps as this i s liable to distort
the t a nk.
Vent the fuel system on completion of the refitting
operation.

WATEit AND DlltT TltAP

To ltemove.
1. Disconnect the inlet and o utlet pipes from the
water trap.

2. Remove the nuts and bolts, securing the water

trap to the bracket on the vehicle and lift the
-...'. �ater trap clear.
Fig. F.4. Water and dirt trap

ismantle. Note: On some models the water and dirt trap

.screw the knurled nut at the base of the bowl,
"' the stirrup to one side and release the bowl ,
... sket and filter gauze. These items need only be
moved for periodical inspection, the head of the
.rap being left in position on the vehicle.
incorporates two bleed screws, which are not
used on this installation . It is essential that
the bleed screws remain secured, as air
seeping through these bleed screws into the
fuel system will prevent the diesel fuel from
entering the fuel pipe line to the lift pump.
 FUEL SYSTEM Page F.9

1. If the glass bowl is damaged, an ordinary one
pound jam jar will serve as a replacement. In
export territories where these jars may be unobtain­
able, the appropriate replacement part, i .e . water
trap glass bowl, should be ordered.
2. Renew the filter gauze if damaged in any way.
3. Examine the cover for cracks.
airtight joint is obtained between the bowl and t �
cover.
To Refit.
Refit the trap in the reverse manner to that given
for removal, noting where banjo gaskets are fitted
that they are in good condition . Renew gaskets if
deteriorated.

4. Renew the cork gasket between the bowl and Vent the fuel system as indicated in this section.
the top of the filter.

FUEL LIFT PUMP

To Re-assemble. To Test in Position.
To re-assemble, reverse the dismantling pro­ 1. Disconnect the fuel lift pump o utlet pipe at the
cedure. Prime the bowl with fuel and ensure an lift pump and operate the hand priming lever.

/ Li/�0
-- -

276 F U E L L I FT P U M P 372 PIPE 383 WAS H E R

296 P I PE AS S E M B LY 373 PIPE 384 PIPE
297 B A N J O B O LT 374 BODY 385 N O N R ET U R N VALV«
298 F U E L O I L FI LT E R 375 SPINDLE 386 BANJO B O LT
299 BRACKET 376 SPRING 387 PIPE

7
302 WAS H E R R U B B E R 377 CAP N UT 388 B A N J O B O LT
303 S P R I N G WAS H E R
""\
378 N UT 389 CLIP -
3 0 6 PIPE 379 LOC K N UT 390 SPEED CONTROL LEVER
3 0 7 B A N J O B O LT 380 CAP N U T 39 1 SPRING \
308 F U E L I N J ECTION P U M P 38 1 WAS H E R 392 A N C H O R P LATE "
37 1 P I P E 382 BANJO BOLT /
..

Fig. F.S. Fuel system details

 - - - '\
Page F.10 FUEL SYSTEM

2. If the pump is in order, a well-defined spurt of

�- fuel, free of air bubbles, will emerge from the pump
outlet on each stroke of the priming lever. Where
22 -------'�
no resistance is felt on operating the priming lever,
the crankshaft should be rotated through one revo­
lution to allow the rocker arm to bear on the low
point of the eccentric and allow for the full stroke
of the priming lever.
21 ---t

3. The presence of air, when operating the lever,

is an indication of a faulty connection between the
fuel tank and the lift pump and after rectification
20 the fuel system must be vented as indicated in this
section . .

4. A weak or i rregular supply of fuel, providing it

i s not due to an inadequate fuel supply d ue to air
leaks or an i nsufficient fuel supply due to lack of
fuel in the tank indicates a faulty lift pump.
7

To Remove.
1. Disconnect the inlet and outlet fuel pipes at the
l ift pump.

2. Remove the two n uts and washers retaining the

lift pump to the fuel pump bracket and withdraw
the anchor bracket for the speed control lever re­
turn spring, the lift pump and the gasket from the
stud s.

To Dismantle.
Prior to dismantling, ensure that the exterior of

15� the pump is perfectly clean. To assist in the correct

relationship of the inner and outer bodies on re­
assembling the pump, mark a line across the flanges
14 --@ of the two bodies, adjacent to the tab on the dia­
phragm.
1 . Remove the six screws and washers securing the
two bodies together and separate the bodies.
2. Remove the cover screw and washer securing
the pulsator cover to the outer body and withdraw
the pulsator cover and pulsator.

�1 0 I S ETSC R E W
KEY TO FIG F.6.
12 ROC K E R A R M
2 COV E R 13 PIN
�1 1 3
4
S ETSC R E W
WAS H E R
14
IS
OIL SEAL
O I L S E A L R ETAI N E R
5 GASKET 16 PRIMER SPRING
6 VALVE ASS E M BLY 17 PRIMER
7 DIAPHRAGM ASSE M B LY 18 V A L V E ASS E M BLY
S.I 465.A 8
9
DIAPHRAGM SPRING
P U M P I N N E R BODY
19
20
GASKET
PUMP OUTER BODY
10 L I N K ATTAC H M E NT 21 P U LSATO R D I A P H R A G M
Fig. F.6. Fuel lift pump details 11 R ETAI N I N G P I N 22 WAS H E R
 FUEL SYSTEM Page F. l l

3 . The inlet and outlet valve assemblies are both
housed and staked in the outer body and need only
be removed where some fault in the valve assembly
is suspected .
To remove the valve assemblies, clear the staking
and carefully lever the assemblies from the body,
followed by the valve gaskets.
4. Knock out the pin retaining the priming lever to
the inner body and withdraw the priming lever and
spring from the body.
5. Press down on the diaphragm and release the
diaphragm rod from the link attachment .
6. Remove t h e rocker arm by first clearing the
staking round the rocker arm pivot pin hole.
Knock out the pivot pin and withdraw the rocker
arm, link attachment and rocker arm spring.
coding and consequently the same strength as
the original.
(h) Examine inner body for cracks or damage and
any distortion to flange face. Slight flange
damage may be tapped in to restore flatness.
Replace body if excessively damaged.
( i ) Examine outer body for cracks or damage and
any distortion to flange face. Slight flange
damage may be tapped in to restore flatness.
Replace body if excessively damaged. Check
seating area for valve assemblies and pulsator
diaphragm .
(j ) Examine valve assemblies and replace i f not in
perfect condition .
(k) Check pulsator cover and replace if distorted.
( l ) Check the priming lever, spring and retaining
pin for wear or damage.

(m) Renew all gaskets.

Inspection and Overhaul.
All parts must be thoroughly cleaned in fuel oil OIL STA K E I N
and examined for wear or damage, paying particular SEAL T H R E E PLACES

attention to the following points and renewing any

parts as necessary.

(a) Damage or perishing of the pulsator diaphragm .

(b) Cracks in the material of the diaphragm , wear
in the slot of the diaphragm rod in engagement
with the link attachment, and damage or wear
to the tag on the diaphragm inner protector.

(c) Damage to the surface of the rocker arm in con­

tact with the drive shaft eccentric and wear in
the holes of the rocker arm . Where appreci­
able slackness is evident with the pin in position,
renew.

(d) Wear on the rocker arm pivot pin.

(e) Check wear in the link attachment hole, which Fig. F.7. Staking oil seal retainer in position

should not permit more than slight slackness

with the pivot pin in position. Also check link
(n) Examine the oil seal in the inner body, thw ' < .?t•
attachment in area in contact with diaphragm
which the diaphragm rod passes, for dett1.:f'ra­
rod.
tion. In the event 9f the oil seal havi ng '<· �- �

(f) Note condition and tension of rocker arm re­
turn spring.
(g) Test the diaphragm return spring for corrosion
or distortion and where it is found necessary to
replace, ensure replacement is of same colour
replaced, relieve the staking which hold :. ti1.:.: l
seal retainer i n the body with the use of a !J u , ··..­
Remove the retainer and oil -s�al . Pl::.
new oil seal into the body, followed by th -
tainer, and again using a punch , stake the l
in three positions (see Fig. F . 7) .
Page F.12 FUEL SYSTEM
To lte-assennble.
Both valves should be swilled in clean paraffin
prior to re-assembly, this apart from having a clean­
ing effect, improves the sealing between the valves
and seat.
1. Insert the valve assembly seating gaskets into
the outer body.
2. Place the inlet and the o utlet valve assemblies
into their respective seating in the outer body. The
inlet valve assembly is located in the seating adjacent
to the port marked "IN", with the spring protruding
into the pump chamber. The outlet valve assembly
i s located in the remaining seating in the reverse
manner to the inlet, i.e. with the valve disc facing
the pump chamber.
Both valve assemblies are identical and can be
fitted i n either position.
With the valve assemblies i n position , retain
assemblies in the o uter body by staking the body at
four places to each valve, using a suitable punch.
3. I nsert the pulsator diaphragm into the pulsator
cover and fit the cover to the outer body, retaining
by means of the setscrew and spring washer.
4. With the rocker arm and link attachment
positioned in the inner body, tap the pivot pin i n
through the inner body, rocker arm and link attach­
ment, noting that the return spring is inserted be­
tween the rocker arm and body.
Stake the body in three places on each side of the
pivot pin to retain pin in position.
5. Locate the diaphragm spring in the inner body
and place the diaphragm assembly over the spring,
with the rod passing through the centre of the
spring and the spring centred in the protector
washer of the diaphragm.
Making sure that the tag on the inner protector
of the diaphragm is on the same side of the body
"'·
·"'le priming lever, push the diaphragm into the
· ; against the pressure of the return spring and
• .- ..1(Te the end of the diaphragm rod with the link
Ament, ensuring that the tag on the protector
tt'• up with the h ole for the priming lever.
6 Push the rocker arm in towards the pump body
...1til the diaphragm is level with the body and
assemble the inner and outer bodies together,
noting that the line marked across the two flanges
during dismantling are in alignment and adjacent
to the tab on the diaphragm.
Insert the retaining screws and washers and screw
in until the heads of the screws just engage with
the washers, when the rocker arm should be re­
leased. Press on the exposed end of the diaphragm
rod so as to hold the diaphragm at the top of its
stroke, and in this position, secure the inner and
outer body retaining screws, tightening up evenly
and diagonally.
Note : At this point the edges of the diaphragm
should be checked to ensure that the edges
are about flush with the two clamping flanges
and where any appreciable protrusion of the
diaphragm is noted, this indicating incorrect
fitting, further attention must be given to the
securing of the two bodies by paying parti­
cular attention to maintaining pressure on
the diaphragm rod during the final tighten­
ing of the body retaining screws.
7. With the rocker arm pushed in towards the
pump body, i nsert the priming lever into the bore
of the inner body, engaging the flat on the spindle
with the tag of the diaphragm inner protector, and
tap in the retaining pin through the body to locate
in the groove in the spindle.
8. Fit the priming lever return spring, locating in
the small hole i n the body and the arm of the priming
lever.
Testing the Fuel Lift Punnp After lte-assennbly.
The best method is by using an AC-Delco Bench
Test Stand, on which the suction side of the pump
is piped to a tin of paraffin at floor level and the
outlet side of the pump connected to a stop tap and
pressure gauge.
1 . First flush the lift p ump through to wet the
valves and seats and then completely empty it by
again continuing to operate the rocker arm by hand
with the suction pipe clear of the paraffin . Re­
i mmerse the suction pipe in the paraffin and again
operate the lift pump. No more than 20 strokes
should be necessary to secure delivery of paraffin
from the pump outlet.
 FUEL SYSTEM
2. With the same apparatus, a second test can be
made by working the lift pump with the tap on the
delivery side closed, pressure then being recorded
on the gauge. After ceasing to work the lift pump,
it should take several seconds for this pressure to
return to zero, thus denoting that the valves are
seating properly. Also, while there is pressure,
the outer edge of the diaphragm, visible between
the p ump body flanges, should be carefully ex­
amined for leakage, and the securing screws
tightened if necessary. When working the lift
pump by hand, a somewhat longer stroke is ob­
tained and the pressure developed is apt to be higher
than when fitted to the engine.
3. When the above apparatus is not available, the
lift pump should be tested, using a container of
clean paraffin.
(a) Flush the lift pump by immersing it in the para­
ffin and working the rocker arm a few times to
wet the valves and seats .
(b) Empty the lift pump by continuing to operate
the rocker arm above the paraffin bath .
( c) With the lift pump still held clear of the para­
ffin bath , place a finger over the inlet union and
operate the rocker arm several times. Upon
removing the finger a distinct sucking noise
should be heard, denoting that the pump has
developed a reasonable degree of suction. Next
place the finger over the outlet union and
operate the rocker arm, when the air drawn into
the pump chamber should be held under com­
pression for two or three seconds.
(d) Immerse the lift pump in the paraffin bath and,
whilst holding a finger again over the outlet
union work the lift . pump rocker arm and
examine the clamping flanges of the diaphragm
for any signs of air leakage. Tighten the flange
securing screws if necessary.
To Refit.
1. With the mounting faces of both the lift pump
and the fuel pump bracket clean, place a new gasket
in position, and fit the lift pump to the mounting
studs in the fuel pump bracket.
2. Place the speed control lever return spring
anchor bracket on to the stud towards the front of
the engine and secure the lift pump in position
using nuts and washers.
Page F.13
Note : It will be observed that on the 3D 2 1 5 and
3DB 2 1 5 Diesel engines the fuel inlet is on
the top of the lift pump and not on the
underside as on the 3D 1 99 and 3DA 1 99
D iesel engines.
3. Connect up the inlet and outlet fuel pipes to the
lift pump .
4. Vent the fuel system as detailed in this section.
Checking for Excessive Fuel Lift Pump Pressure.
(a) Disconnect the pipe to the fuel filter at the lift
pump.
(b) A suitable pressure gauge calibrated up to
6 lb. sq. in. (0 · 5 kg. sq. cm.) should then be con­
nected to, and as near as possible on the same
level with, the outlet union on the lift pump.
( c) Rotate the engine on the starter unit, when a
reading of 2 · 75 to 4 ·25 lb. sq. in. (0 · 1 93 to
0 · 298 kg. sq. cm.) should be recorded o n the
gauge.
(d) To remedy excessive fuel pump pressure, it is
advisable to first overhaul the fuel lift pump in
order to ensure that the diaphragm has not
stiffened in service.
Should the diaphragm condition be satisfactory
on inspection, additional flange gasket (s), may be
inserted between the p ump flange and the fuel
pump bracket on refitting until the correct pump
delivery pressure of 2 · 75 to 4 ·25 lb. sq. in. (0 · 1 93 to
0 · 298 kg. sq. cm.) should be recorded on the gauge.
Care should be taken to avoid the use of excessive
numbers of joints as packings because this will lead
to starvation under full throttle conditions. Al­
ways check the pressure reading on completion of
the packing operation.
Important : It must be clearly understood that the
actual mounting on the engine affects the out­
put pressure of the pump and thus these tests
cannot be carried out unless the pump is
mounted in its normal position . The use of
j igs, or other fixtures for testing AC-Dek �
pumps will not necessarily give the � �.
results.
FUEL FILTER
The fuel filter element should be renewed f.! .
1 2,000 m iles ( 1 8,000 km.) but i n certain cases, . s
fuel conditions dictate, it may be necessary t�
Page F.14 FUEL SYSTEM

change the element at more frequent intervals. To Remove.

Being a paper element, n o attempt should be
1. Remove the banj o bolt and washers connecting
made to clean the element.
the fuel inlet pipe to the fuel filter head, unscrew
the union nut securing the outlet pipe to the filter
head and unscrew the union nut securing the fuel
return pipe to the non-return valve in the filter head .
To Renew the Filter Element.

1. Clean the exterior of the filter head and base,

particularly from around the contacting areas with
the element.

2. Unscrew the centre bolt in the filter head, thus

releasing the filter element and base. Withdraw
the element and base by pulling downwards and at
the same time turni ng slightly to release the element
from the i nternal seal ing ring in filter head.

3. Remove the element from the base and discard

the element.
E L E M E NT

4. Remove and discard the lower seal ing ring, the

upper sealing ring from the recess in the filter head
and the i nternal sealing ring fro m the centre boss in RUBBER
SEALING
the filter head. RING

5. Clean the inside of the filter base and ri nse out

with clean fuel oil.

6. Clean the i n side of the filter head using a non­
fluffy cloth and giving particular attention to the
sealing ring locations.
7. Assemble the new element to the base using a
new lower sealing ring.
8. With new sealing ri ngs correctly located on the
centre boss and recess of the filter head, offer up the
element and base assembly to the filter head,
pressing the element upwards and at the same time
turning it so that the centre tube of the element
slides easily over the internal sealing ring.
:7 Ensuring that the rim of the element is in full
C\l��tact with the upper sealing ring and with the
W<> "her in position at the head of the centre bolt,
L..,r�nen the centre bolt. Care m ust be taken that
1 ' : •�entre bolt i s not over-ti ghtened .
.-
Fig. F.8. Renewing the fuel filter element
2. Remove the orifice connection screw and
washers securing the constant bleed pipe to the
fi lter head .
3. Remove the bolts, nuts and washers securing the
fuel filter to its bracket and lift the filter clear,
noting the rubber washers fitted between the filter
head and the bracket.
To Dismantle.
1. Unscrew the centre bolt in the filter head, thus
releasing the filter element and base. Withdraw
the element and base by pulling downwards and
at the same time turning slightly to release the
element from the internal sealing ring in the filter
head .

13. Vent the fuel system as indicated m this 2. Remove the element from the base and discard
section. the element .
 FUEL SYSTEM
3. Remove and discard the lower sealing ring, the
upper sealing ring from the recess in the filter head
and the internal sealing ring from the centre boss in
the filter head .
4. Remove the non-return valve from the filter
head .
Inspection and Overhaul.
1. Clean the inside of the filter base and rinse out
with clean fuel oil.
2. Clean the inside of the filter head using a non­
fluffy cloth and giving particular attention to the
sealing ring location s .
3. Ensure that all passages i n the filter head are
clean and unobstructed .
4. Wash the n on-return valve i n clean fuel oil.
To Re-assemble.
1. Fit the non-return valve and washer to the port
numbered 4 in the filter head.
2. Assemble the new element to the base, using a
new lower sealing ring.
3. With new sealing rings correctly located on the
centre boss and recess of the filter head, offer up the
element and base assembly to the filter head,
pressing the element upwards and at the same time
turning it so that the centre tube of the element
slides easily over the internal sealing ring.
4. Ensuring that the rim of the element is in full
contact with the upper sealing ring, and with the
washer in position at the head of the centre bolt,
tighten the centre bolt. Care must be taken that
the centre bolt is not over-tightened.
To Refit.
1 . Offer u p the filter assembly t o its bracket and
secure, using the bolts, nuts and washers, noting that
rubber washers are fitted between the filter head
and the bracket and also between the plain washers
at each bolt head and the filter head.
Page F.15
2. Connect the constant bleed pipe to the filter
head, using the orifice connection screw with a seal­
ing washer on each side of the pipe banjo.
3. Connect the inlet pipe to the fi lter head using the
banjo bolt and sealing washers, the outlet pipe to
the filter head by means of the pipe union screw and
the return pipe to the non-ret urn valve by means of
the pipe union screw.
4. Vent the fuel system as indicated in this section.
FUEL INJECTION PUMP
The D PA distributor type fuel injection pump is
a compact, oil tight unit, which requires no attention
between periods of overhaul, being self-lubricating
by reason of the fuel oil passing through the pump.
Where any fault is suspected with the fuel injec­
tion pump, contact should be made with the nearest
C. A. V. Agent or in cases where facilities exist, full
details concerning the overhaul or repair of the
pump may be obtained direct from Messrs. C . A . V .
Limited, Acton , London, W . 3 . , England.
To Remove.
On disconnecting fuel lines at the fuel injection
pump, protect the fuel system from the ingress of
foreign matter by sealing off both the ports in the
fuel pump and the open ends of the fuel pipe
assemblies.
1 . Disconnect the following fuel pipes at the fuel
injection pump .
(a) The pump fuel inlet pipe ; this is connected by a
pipe union screw.
(b) The pump fuel return pipe ; this is connected by
a banjo bolt and sealing washers.
(c) The three injector feed pipes, each of which is
connected to the pump by a union nut. The
injector feed pipes should at the same time be
loosened at the fuel injectors.
2. Disengage the speed control lever return spring
at the lever.
3. Withdraw the pin retammg the accelerator
control cable to the speed control lever, first re
moving the split pin and washer from the retaining
pm.
Page F.16 FUEL SYSTEM
4. Loosen the setscrew retaining the stop control
wire to the stop lever and withdraw the wire from
the lever.
5. Remove the three nuts, spring and plain washers
securing the injection pump to the fuel pump
bracket and withdraw the pump and gasket from the
studs in the fuel pump bracket.
6. Should it be found necessary to renew the stop
lever swivel anchor, remove the circlip and with­
draw the swivel anchor from the lever. The new
swivel anchor can then be inserted into the lever
and retained by means of the circlip.
7. If it is found necessary to renew the speed con­
trol lever, remove the setscrew retaining the con­
trol lever to. the pump lever at the upper position,
and the setscrew, nut and washer at the lower
position . The new control lever can then be fitted
to the pump lever and retained using the setscrews,
nut and washer.
To Refit.
1. With the mounting faces of the injection pump
and fuel pump bracket perfectly clean, place a new
gasket in position over the pump mounting studs
and offer up the pump to the fuel pump bracket,
first nofing the position of the internal master spline
of the il:ijection - -pump drive shaft assembly and
lining up· the master spline of the mating end of the
pump shaft to coincide.
2. On the engagement of the drive shafts, rotate the
body of the injection pump until a line marked on
the pump mounting flange is in alignment with a
line marked on the fuel pump bracket. In this
position, secure the pump to the bracket using three
nuts, spring and plain washers.
3. Refit the following fuel pipes to the fuel in­
jection pump and secure .
(a) The pump fuel inlet pipe ; this is secured by a
pipe union screw.
(b) The pump fuel return pipe ; this i s secured by a
banjo bolt and sealing washers.
(c) The three injector feed pipes, each of which is
secured to the pump by a uni o n nut.
Secure the opposite end of the feed pipes at
the fuel injectors .
4. Insert the stop control wire through the hole in
the stop lever swivel anchor, secure the wire by
means of the screw and check for the correct
operation of the stop control, noting the relation­
ship between the control knob on the cab heel­
board and the control lever on the pump.
5. Connect the accelerator control cable to the
speed control lever and, with the retaining pin insert
through the cable fork and the lower hole in the
lever, place the washers over the pin and insert the
split pin. Check the operation of the accelerator
control and note that full travel of the speed con­
trol lever is obtained. If necessary, adj ust the
outer cable by means of the cable adjuster, adjacent
to the cable control bracket on the engine.
6. Connect the speed control lever return spring
to the small centre hole in the lever.
7. Check the maximum speed stop. In the maxi­
mum speed position, as described in this section.
8. Vent the fuel system as detailed in this section .
9. Check the idling speed adjustment, as detailed
in this section.
FUEL PIPE LINES
All fuel pipe lines should be inspected from time ' - --
to time as and when a suitable opportunity occurs.
Pipes must be free from signs of chafing, fracture
or other damage.
When inspecting the pipe lines particular atten­
tion should be made to ensure there is no sign of
leakage at any j oint. These leaks can be divided
into two categories, i . e . fuel leaks on the pressure
side between the lift pump and the injectors, and air
leaks on the suction side between the lift pump and
the tank.
Leakages on the Pressure Side.
1. To detect a leak on the pressure side, wipe the
unions clean and watch them whilst the engine is
running, when fuel will emerge at any faulty con­
nection.
 FUEL SYSTEM
2. When tightening the union nuts, in an attempt
to cure the leak, do not strain them. If fuel still
persists in leaking after unions have been tightened,
it may be due to a split union, or union nut.
Leakages on the Suction Side.
The constant bleed at the fuel filter will remove
any minute quantities of air that may be present
in the fuel, but should a leak develop, which is too
great to be overcome by the constant bleed it i s
certain t o cause the engine t o r u n erratically or stop.
To locate the air leak, carry out the following.
It is most important that after locating the leak the
system be vented of air, as described in this section.
1 . When tracing a leak the first thing to check is
the fuel tank, for should the level be so low as to
uncover the suction pipe in the tank, air will be
drawn into the fuel lines.
2. Tighten the fuel pipe connections, but care
should be taken not to twist the pipes. This can
be avoided by employing two spanners.
3. Ensure an air-tight joint i s being obtained be­
tween the bowl of the water and dirt trap and its
seating gasket.
FUEL INJECTORS
Unless the injectors require attention, it is recom­
mended that they be disturbed as little as possible.
If, however, one or more of the following symptoms
become apparent, they must be removed and ex­
amined.
(a) Misfiring or cylinder knock .
(b) Erratic running.
(c) Loss of power.
(d) Black smoke from exhaust.
It should be noted, however, that similar symp­
toms will result if the fuel filters are dirty or dam­
aged, or unsuitable fuel is being used, loose fuel
pump unions, incorrect inj ection pump timing, a
faulty injection pump or the engine not being
properly lubricated.
Locating a Faulty Injector.
1. With the engine running, release the fuel pipe
union nut on each nozzle holder in turn.
Page F.17
2. This will cut out each injector in turn and when
no change i s noticed in the running of the engine,
this will indicate the faulty injector.
,.
5 . 1705
I
I PROTECTION CAP 6 VALVE SPINDLE
2 NOZZLE H O L D E R 7 VALVE SPRING
3 NOZZLE CAP N U T 8 ADJUSTING SCREW
4 N O Z Z L E VALVE 9 F U E L LEAK-OFF P I P E
5 NOZZLE BODY
Fig. F.9. Fuel infector arrangement
To Remove.
1 . Disconnect from the injector, both the feed pipe
and the leak-off pipe.
Note : When disconnecting these pipes, the nuts
must be free at both ends. On no account
must the pipes be bent to clear the union in
the injector.
2. Remove the bolts securing the injector in the
sleeve, then withdraw the injector.
Note : If it is required to remove the injector sleeves
for any reason, it is essential that the cooling
system be first drained of water. This sleeve
also acts as a seal between the water jacket
and the inside of the cylinder barrel (see
"ENGINE SECTION"), failure to drain the
water would certainly enter internally into
the engine. When replacing injector sleeve,
new washers and seals should always be
fitted. These sleeves should then be tightened
to a torque loading of 60/65 lb. ft. (8 ·29/
8 ·98 kg. m . ) .
Page F.18 FUEL SYSTEM

Testing and Adjusting. Note : The nozzle should be free from damage and
not "blued" due to over-heating. All poli­
No attempt should be made to adjust the injectors
shed surfaces should be relatively bright with­
without the use of a nozzle setting outfit, e.g.
out scratches or dull patches. It is essential
Hartridge Bench Nozzle Pop-Test HH 5 50, or
that pressure surfaces "A" and "J", Fig. F . 1 2
C.A.V. Injector Nozzle Setting Outfit C.A.V.
are absolutely clean, as these form a high
7 1 44/664. The nozzle setting outfits are supplied
pressure joint between the nozzle holder and
with their own instruction books on the use of the
nozzle.
tool and overhauling the injectors. These i nstruc­
tions should be fol l owed in their various operations
of overhaul.

Cleaning Nozzles.
A bench reserved especially for this type of work
should be used. It should be zinc or linoleum
covered and absolutely free from dust, dirt, filings,
grease or acid, and where cotton waste and fluffy
rags are not used . It should also be provided with
a small vice (the jaws being protected with clean, soft
copper or a)uminium shields), and a dust proof
drawer for holding the nozzle cleaning tools, e.g.
Hartridge Nozzle Multi-Clean H .K. 500 or C.A.V
N ozzle Cleaning K it 7 1 44/4 1 7AA. Fig. F.l l . Brushing loose carbon from outside of nozzle
-

1 . Remove the protection cap and release pressure

on the nozzle valve spring by undoing the adjusting N E E D L E VALVE NOZZLE HOLDER

screw.

Fig. F.lO. Removing nozzle cap nut

S 570 K

2. Remove the nozzle cap nut and nozzle, see

NOZZLE BODY NOZZLE CAP N U T
Fig. F. l O.
.I A. PRESSURE FACE G. V A L V E STEM
B. NOZZLE SHOULDER H. VALVE C O N E
3. Brush all carbon from the outside of the nozzle C. FUEL GALLERY J. P R E S S U R E FACE
D. V A L V E S E AT I N G K. N O Z Z L E RETA I N I N G S H O U L D E R
with a brass wire brush, see Fig. F. l l . Place the E. F U E L FEED HOLE L. P R E S S U R E FACE
F. VALVE S EAT
nozzle and the valve in clean fuel to soak and soften
any carbon . Fig. F.12. Injector details and pressure faces
 FUEL SYSTEM
4. Clean out the small feed channel ("G" Fig. F. 1 3)
with a drill or wire 1 · 70 mm. diameter. This can be
accomplished by hand as the channel is very rarely
choked.
Fig. F.l3. Cleaning fuel feed channel
5. Insert body groove scraper until the nose locates
in the fuel gallery "H" Fig. F. l 4. Press hard against
the side of the cavity and rotate to clear all carbon
deposit from this area .
Fig. F. 14. Cleaning the fuel gallery
6. Insert dome cavity scraper and remove any
carbon deposit adhering to the inside of the dome,
Fig. F . l 5 .
Page F.19
7. With the seat-scraper, clean all carbon from the
valve seat " J " , Fig. F. l 6, by rotating and pressing
the tool on the seating.
Fig. F. lS. Cleaning the dome cavity
8. Clear the spray hole by use of the probing tool
holder fitted with the appropriate size cleaning wire,
Fig. F. 1 7. Extreme care must be taken to obviate the
Fig. F.1 6. Cleaning the nozzle valve seating
.
danger of wires breaking in the hole as such particles
are almost impossible to remove. Fit the cleaning
wire to the tool chuck so that approximately -fir in .
(2 mm.) protrudes, thus giving maximum resistance
to bending, then enter the wire into the hole,
pushing and rotating gently until the hole is cleared.
Page F.20
9. Assemble the nozzle body into a flushing device
so as to clean the inside of the body galleries, see
Fig. F. l 8.
Fig. F.17. Cleaning the spray hole
10. Clean the needle valve t-ip carefully by brush­
ing away carbon with the wire brush.
Fig. F.18. Nozzle assembled in the flushing device
1 1 . Assemble the needle valve to the nozzle, with
the two components immersed in clean fuel oil to
prevent the close fitting lapped surfaces from being
touched by hand.
FUEL SYSTEM
12. Before fitting the nozzle to its holder, ensure
the lapped pressure surfaces "B" and "D" (Fig.
F. 1 9) are clean and free from dirt, dust or metallic
particles.
Fig. F.19. Inspecting t o ensure lapped pressure faces are clean,
prior to assembly
13. Locate the dowels i n the nozzle body with the
dowel holes in the holder, then secure the nozzle
with its cap nut. Care must be taken not to over­
tighten the nozzle cap as this may cause distortion
and lead to the seizure of the needle valve.
Note : Before fitting the nozzle, ensure all the ten­
sion has been released from the valve spring.
14. Test the injector on a Hartridge Bench Nozzle
Tester Model H . H . 5 50 or 7 1 44/664 C.A.V. Nozzle
Setting Outfit and set to the atmospheres as
described under "General Information".
Note : If the nozzle is to be stored, smear with
petroleum jelly before packing away.
To Refit.
1 . Great care must b e taken when replacing the
injectors. Fit a new copper washer and when tight­
ening the holding down bolts, tighten each one
alternately an equal amount to ensure the injector
goes into position evenly, and seats squarely on the
copper seating washer.
Note : Uneven tightening may cause distortion and
the subsequent failure of the nozzle.
2. With the i njectors in position, before connect­
ing the fuel pipes, ensure no foreign matter is pres­
ent. Offer the pipe up to both unions and then
tighten each union nut a little at a time, alternately.
Do not fit one end of the pipe and then attempt to
bend or spring the pipe to the other union as this will
only result in a faulty connection.
 FUEL SYSTEM
ACCELERATOR CROSS-SHAFT
As Fitted to Early 3DA 199 Diesel Models
A floor mounted accelerator pedal actuates a
cross-shaft which operates in rigid moulded plastic
bushes, mounted in support brackets secured to the
cab. The end of the cross-shaft is bent at right­
angles to form an operating lever to which is
attached the throttle control cable . The cross­
shaft fitted to right-hand drive vehicles extends
across the width of the cab, whereas the left-hand
drive cross-shaft is shorter and is fitted to the left­
hand side of the cab only.
To Adjust-Cross-shaft Stop.
With the idling speed adj ustment carried out at
the injection pump (as described in this section)
screw in the lower adj usting screw in the stop bracket
until the head of the screw j ust contacts the cross­
shaft lever, ensuring that the idling speed is not
altered . Tighten the lockouts.
Depress the accelerator pedal and screw in the
upper adj usting screw in the stop bracket until the
head of the screw is in contact with the cross-shaft
lever. Continue screwing in the adjusting screw
until 0 ·020 in. (0 · 508 mm .) clearance exists between
the speed control lever and the maximum stop screw
on the fuel injection pump. Tighten the upper
adjusting screw lockouts.
To Remove.
1. Remove the centre toe panel assembly as de­
tailed in the appropriate ehicle Workshop Manual
under "CAB" section.-
2. Release the four quick release fasteners located
in the front of the radiator grille panel and pull the
top of the panel forward to give su�cient clearance
for the panel to be l i fted clear of the locating brac­
kets.
' fulcrum for wear and renew as necessary.
3. D isconnect the hand throttle control cable by
slackening off the grub screw and sliding the stop
clear of the hand throttle cable. Withdraw the
cable from the hand throttle lever.
4. Disconnect the throttle return spring from the
hand throttle lever.
Page"F.21
5. Remove the split pin and washer from the lower
end and the spring clip from the upper end of the
accelerator rod . Disconnect the rod from the
accelerator lever.
6. D isconnect the throttle control cable, cross­
shaft lever to fuel i njection pump, from the cross­
shaft lever, by removing the split pin and washers
and withdrawing the cable from the lever.
7. The accelerator pedal may be removed by un­
screwing the two nuts, washers and setscrews,
securing the pedal to the floor of the cab.
8. On the right-hand drive models, remove the two
screws securing the cross-shaft right-hand support
bracket assembly to the access panel on the toe­
board and the two setscrews, nuts and washers
securing the left-hand support bracket assembly to
the left-hand support rail assembly. Remove the
access panel and withdraw the cross-shaft assembly.
On the left-hand drive models, remove the two
set-screws, nuts and washers securing the support
bracket assembly to the left-hand suspport rail
assembly and with the left-hand access panel re­
moved, withdraw the cross-shaft assembly from
the left-hand cab support.
To Dismantle.
Dismantle the right-hand drive cross-shaft by
removing the mills pins from the accelerator and
hand throttle levers and the split pin retaining the
bush and bracket. Slide the levers and bushes
clear of the cross-shaft.
The left-hand drive cross-shaft may be dismantled
in a similar manner after removing the accelerator
and hand throttle lever mills pins and the split pin
securing the support bracket and bush assembly.
Inspection and Overhaul.
1. Inspect the clevis pins, levers and accelerator
2. Check the condition of the moulded plastic
bushes and renew if signs of wear are apparent.
When renewing bushes care must be taken to en­
sure that the bushes are pushed into the brackets
from the correct side. A slight smear of oil on the
outside of the bush will assist refitting.
Page F.22
To Re-assemble.
Re-assemble the accelerator cross-shaft by rever­
sing the dismantling procedure, noting that the
position of the mounting brackets and the angular
disposition of the levers is as i llustrated in Fig. F.20.
To Refit.
Refit the accelerator cross-shaft in the reverse
manner to the removal procedure, adjusting the
cross-shaft stops as detailed in this section, and
finally checking for full travel of the speed control
lever at the fuel injection pump.
ACCELERATOR CROSS-SHAFT
A floor mounted accelerator pedal actuates a
cross-shaft which operates in rigid moulded nylon
bushes, mounted in support brackets secured to the
cab. The end of the cross-shaft i s set and welded
at right angles to form an operating lever to which
i s attached the speed control cable. The cross­
shaft fitted to right-hand drive vehicles extends
across the width of cab, whereas the left-hand drive
cross-shaft is shorter.
To Adjust Cross-shaft Linkage.
1 . Release the grub screw and slide off t h e stop
from the inner hand throttle cable at the injection
pump lever end.
2. Release the adjustable stop on the cross-shaft
end support bracket and screw the setscrew in
towards the head.
I 2 6 7
I
�
R I G HT- H A N D D R I V E
I M I L LS P I N 7 M O U L D E D P LASTIC B U S H
2 ACCLE RATOR L E V E R 8 H A N D TH ROTTLE L E V E R
3 F LAT WAS H E R A N D S P LIT P I N 9 M I LLS P I N
4 M O U L D E D P LASTIC B U S H 10 S U PPORT B R A C K E T A N D B U S H
S S U PPORT B R A C K E T ASS E M BLY 11 CROSS-S H A FT L E V E R
6 CROSS-SHAFT
Fig. F.20.
FUEL SYSTEM
3. With the idling speed correctly set at the in­
jection pump (as described in this section), adjust
the throttle outer cable at the support bracket on
the engine, until the inner cable allows the speed
control lever on the injection pump to return to the
engine idling position .
4 . Reset the stop o n the cross-shaft end support
bracket, by butting the head of the setscrew up
against the cross-shaft lever, ensuring that the
idl ing speed is not altered. Tighten the lockouts.
5. Refit the hand throttle cable and stop, ensuring
the stop does not alter the engine idling speed.
To Remove.
1 . Remove the centre toe panel assembly as de­
tailed in the appropriate Workshop Manual under
"CAB" section .
2 . Release the four quick release fasteners located
i n the front of the radiator grille panel and pull the
top of the panel forward to give sufficient clearance
for the panel to be lifted clear of the locating
brackets.
3. Disconnect the hand throttle control cable by
slackening off the grub screw and sliding the stop
clear of the hand throttle cable. Withdraw the
cable from the hand throttle lever.
4. Disconnect the throttle return spring from the
speed control lever.
5. Remove the split pin and washer from the speed
control fork .
8 9 10 11 2 4 5 6 7 8 9
. \...--
L E FT- H A N D D R I V E
A 3·9 i n . (9·9 1 cm.) 5 FLAT WAS H E R A N D S P LIT P I N
B 6 · 28 i n . ( 1 5 · 9 S c m . ) 6 C R OSS-S H A FT L E V E R
I ACC E L E RATO R L E V E R 7 C R O SS-S H A FT
2 M I LLS P I N 8 H A N D TH ROTT L E L E V E R
3 S U PPORT B R A C K ET 9 M I LLS P I N
4 M O U L D E D PLASTIC B U S H
Accelerator cross-shaft assemblies
 FUEL SYSTEM Page F.23

6. Disconnect the throttle control cable from the condition, by pulling the cable in the opposite direc­
cross-shaft lever, by removing the split pin and tion to the speed control fork.
washers and withdrawing the cable from the lever.
2 3 "' 5 6

7. Remove the cable from the engine by unclipp­

ing the cable from the cable bracket on the engine.

8. The accelerator pedal may now be removed by

unscrewing the two nuts, washers, and setscrews,
securing the pedal to the floor of the cab.

9. On right-hand drive models, remove the two

setscrews securing the cross-shaft right-hand sup­
port bracket assembly to the access panel on the toe­
board and the two setscrews, nuts and washers
securing the left-hand support bracket assembly to
the left-hand support rail assembly. Remove the
0 s. 1703,
access panel and withdraw the cross-shaft assembly.
On the left-hand drive models, remove the two L E FT- H A N D D R I V E
setscrews, nuts and washers securing the support I DROP LEVER A = 1 9°
2 SPRING EYE B = 0 · 3 9 i n . (9 ·90 m m .)
bracket assembly to the left-hand support rail 3 LEVER C = 1 ·05 i n . (26 · 67 m m . )
4 M I L LS P I N S
assembly and with the left-hand access panel re­ 5 M I LLS P I N S
6 CROSS-S H A FT
moved, withdraw the cross-shaft assembly from the
Fig. F.2 1 . Accelerator cross-shaft assemblies
left-hand cab support .

To Re-assemble.
To Dismantle. Re-assemble the accelerator cross-shaft by revers­
1. Dismantle the right-hand drive cross-shaft by ing the dismantling procedure, see Figs. F . 2 1 and
removing the mills pins retaining the bush and F.22.
bracket and the accelerator lever. Slide the lever
2 5
and bushes clear of the cross-shaft. The left-hand
drive cross-shaft may be dismantled in a similar
manner after removing the mills pins.

Inspection and Overhaul.

1. Inspect the clevis pins, levers and accelerator
fulcrum for wear and renew as necessary.

2. Check the condition of the moulded nylon I r

!>. I I U Z .
bushes and renew if signs of wear are apparent.
R I G H T- H A N D D R I V E
When renewing bushes, care must be taken to
I S P R I N G LOCAT I O N A = 26°
ensure that the bushes are pushed into the brackets 2 LEVER B = 0·5 i n . ( 1 0 · 1 6 m m . )
3 M I L LS P I N S C = 8 · 625 i n . (2 1 9 ·07 m m .)
from the correct side. A slight smear of oil on 4 M I LLS P I N S
5 D R O P LEV R
the outside of the bush will assist refitting.
Fig. F.22. Accelerator cross-shaft assemblies
3. It will be noted that on the accelerator cable,
there is incorporated in the speed control lever fork ,
a spring, which, when in position on the end of the To Refit.
cable, takes the place of the maximum throttle stop Refit the accelerator cross-shaft in the reverse
by compressing when the speed control lever is at manner to the removal procedure, adj usting the
maximum throttle . This prevents the injection cross-shaft stop as detailed in this section, and
pump and the accelerator linkage from being over­ finally checking for full travel of the speed control
loaded. Check that the spring is in the operative lever at the fuel injection pump.
Page F.24

SERVICE DATA
Note :-This page is provided for recording references to Service
Data Bulletins applicable to the preceding Section

I
SERVICE DATA WORKSHOP MANUAL

DATE SHEET NO.

I VOLUME NO. eAG< RH . SUBJECT

I
I
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I
t---·-- --- 1

·--

I
I
---- ---- ·- _ _ I
I
r-- =1
I
I I
____

-----
I

I
II I
I
I I
I
! I

I
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{
 Page G.l

COOLING SYSTEM
SECTION G

INDEX
Page WATER PUMP-continued Page
DESCRIPTION AND OPERATION G.3 T o Re-assemble G. l 2
To Refit . . G. l 3
FROST PRECAUTIONS G.5
O I L COOLER AND O I L COOLING FILTER HEAD
RADIATOR G.6 (3DA 199 engines) . . G. 13
To Remove G.6 T o Remove G . 13
To Refit .. G.6 To Dismantle G. l 4
Inspection and Overhaul G. 14
RADIATOR H EADER TANK G.6 T o Re-assemble G . 15
To Remove G.7 .
To Refit . G . 15
To Refit . . G.7
OIL COOLER AND OIL COOLING FILTER H EAD
THERMOSTAT AND THERMOSTAT HOUSING G.7 (3D 2 15 and 3DB 2 15 engines) G . 17
To Remove G.7 T o Remove G. 17
Inspection and Overhaul G.7 T o Dismantle G. l8
To Refit G.8 To Re-assemble and Refit G. l8

ALARMOSTAT G.8 FAN DRIVE ASSEMBLY G. l 8

To Remove G.8 Lubrication G. l 8
Inspection G.8 T o Remove G. l 8
To Refit . . G.9 To Dismantle G. l8

I
I nspection and Overhaul G . 19
WATER PUMP AND GENERATOR DRIVE BELTS G.9 T o Re-assemble G. l 9
To Adjust G.9 T o Refit . . G . 20
To Remove and To Refit G.9
FAN DRIVE CLUTCH ASSEMBLY G.21
WATER PUMP AND ALTERNATOR DRIVE BELT G. l O Lubrication G.21
T o Adjust-New Belt Only G. l O To Remove G.21
T o Adjust-Used Belt Only G.lO To Dismantle G.2l
I nspection and Overhaul G .22
WATER PUMP . . G.lO To Re-assemble G .22
To Remove G . IO To Refit . . G .23
To Dismantle G. l l
Inspection and Overhaul G. l l SERVICE DATA . . G .24

C OOLING SYSTEM
DESCRIPTION AND OPERATION
The cooling system in use on all models is
pressurised, being sealed by a pressure type filler
cap, which has a bayonet type fixing. The cap
seats on a sealing washer in the filler neck of the
secondary or header tank above the main radiator.
The filler cap incorporates two non-detachable
valves, a pressure valve and a vacuum valve. The
overflow pipe is connected to the tank filler neck
above the cap seat. The pressure in the system is
limited by the valve in the filler cap which opens
to allow the escape of steam or water through the
overflow pipe whenever the pressure exceeds
approximately 4 lb. sq. in. (0 ·28 kg. sq. cm.). When
the engine cools down, any depression in the system
is relieved by the vacuum valve (in the filler cap),
which opens to admit air, via the overflow pipe
(see Fig. G. l .).
FILLER VAC U U M PRESSURE
CAP VALVE VALVE
S EAT S E AT
Fig. G . l. Radiator pressurised filler cap
The pressurised cooling system raises the boiling
point of the coolant, which gives an additional
protective temperature range for high altitude
conditions, tropical temperature and hard driving.
I f it is necessary to remove the filler cap after the
engine has been running for any length of time, it
should be done with caution, and the cap should be
turned anti-clockwise slowly to release the pressure
within the system. The pressure will then be
released grad ually. This avoids the risk of the
water boiling over, and hands, etc. being scalded,
as could happen if the cap is removed suddenly.
Page G.3
Coolant is circulated by a centrifugal pump driven
by twin "V" section belts or a "Poly-V" belt from
the crankshaft . The pump draws coolant from the
bottom tank of the radiator and discharges it into
the crankcase, where it circulates around the
cylinder barrels and the sleeves, which locate the
injector nozzles, when the heat generated in the
engine is absorbed by coolant.
On the 3 DA 1 99, 30 2 1 5 and 3 D B 2 1 5 Diesel
engines, the oil cooler stack assembly, [3DA 1 99
Diesel engines 3 i n . (50 · 8 m m . ) stack , 3 D 2 1 5 and
3DB 2 1 5 Diesel engines 6 in . ( 1 52 -4 m m .) stack],
is housed in the oil cooling filter head, located on
the front face of the crankcase, the oil cooling
filter head also being the attachment point for the
lubricating oil filter casing and element. (See
"LU BRICATING SYSTEM".) A rubber sealing
ring at each end of the stack prevents any leakage
of lubricant from the oil cooling chamber of the
filter head.
With 3 DA 1 99 D iesel engines, the water pump
discharges the coolant from the pump outlet,
through a passage in the oil cooling filter head and
via a " U " bend pipe into the oil cooler stack, the
coolant is then directed i nto the crankcase, via the
stack outlet pipe and connecting stub pipe to
circulate around the cylinder barrels and the sleeves,
which locate the injector nozzles.
The 3 D 2 1 5 and 3DB 2 1 5 Diesel engine water
p umps are similar to the 3DA 1 99 Diesel engine
except that the outlet of the water pump is direct
FILLER DRAIN
CAP PIPE to the oil cooler stack and not through a passage
SEAL
in the oil cooling filter head.
A thermostat is located at the top, front face of
the engine, its purpose being to seal the engine
water jacket from the radiator, with the result that
the engine reaches its most efficient working temper­
ature in the shortest possible time. The valve and
seating assembly, which actually close the water
outlet passage, are actuated by bellows . When the
water surrounding the assembly reaches a tempera­
}
ture of between :
3 D 1 99-80 °C. ( 1 76 °F.) and 82 · 8 °C. ( 1 8 1 °F .)
3 DA 1 99
3D 2 1 5 76 · 1 oc. ( 1 69 °F . ) and 78 · 9 °C. ( 1 74 °F.)
3DB 2 1 5
the bell ows expand, forcin g the valve from its
seating to bring the radiator into operation. A
Page G.4 COOLING SYSTEM

small ball valve through the valve body prevents any seal and the rear ball bearing, together with a drain
build-up of pressure due to the expansion of the hole to atmosphere from the thrower ring chamber
water while the valve is closed, by permitting any in the bearing housing.
excess water to pass through to the radiator. This
condition existing when the engine is started from
cold. The small ball valve also allows for the
escape of air from the crankcase while the cooling
system is being filled.
It is essential that in very cold weather the vehicle
should not be driven away immediately after start­
ing unless the cooling system is filled with anti-freeze
solution, or the delayed opening of the thermostat
valve may permit the water in the radiator to freeze.

A by-pass pipe connects the water pump inlet to

the engine side of the thermostat housing. While
the thermostat valve remains closed, i.e. when the
engine is started from cold, a limited quantity of
water returns to the pump inlet through the by-pass
p1pe.
Cooling water temperature is recorded on a
temperature gauge positioned on the instrument
facia panel. The temperature gauge is electrically
operated with a temperature sensitive unit inserted
into the top front of the crankcase. To safeguard
against further usage of the vehicle with the engine
temperature excessively above the normal 77 °C.
( 1 70 °F.) an alarmostat is also inserted into the top
face of the crankcase.
The alarmostat i s a temperature switch, pre-set to
make contact at approximately 99 °C. (2 l 0 °F.) and I PUMP BODY 8 CIRCLIP
2 BEARING HOUSING 9 I M P E L L E R S H AFT
illuminate a warning light, located on the instrument 3 S E A L U N IT 10 B E A R I N G TH R O W E R
4 DRIVING P U LLEY 1 1 I M PE L L E R
facia panel. 5 BEARINGS 12 F A C E TO B E COATED WITH
6 KEY C O M PO U N D
7 R E TA I N I N G S C R E W
The water pump body is secured to the crankcase
Fig. G.2. Water pump arrangement
on the underside of the oil filter head . Mounted to
the front face of the body is the bearing housing
assembly and contained within the bearing housing
is the impeller shaft which is supported in the The ball bearings are packed with lubricant
housing, by two ball bearings, the ball bearings during assembly and require no additional attention
being separated by a distance piece. The larger of in this respect between water pump overhaul .
the two ball bearings is located towards the front of
The drive for the fan comprises two assemblies,
the shaft, the impeller shaft and ball bearings being
i.e. a fl e xible coupling assembly, and a bearing
retained in the bearing housing by means of a cir­
assembly, which carries the drive spindle, hub and
clip. The drive pulley is keyed to the front end of
fan.
the impeller shaft and retained by means of a screw
and tab washer. The impeller is pressed on to the The coupling assembly consists of a shaft with a
rear of the shaft. To prevent coolant seeping along heavy duty bonded rubber bush pressed on to each
the shaft from the impeller, a spring-loaded seal, end. The 3D 2 1 5 and 3 D B 2 1 5 Diesel engine shafts
located in a recess in the bearing housing, bears on being identified by a machined ring between the two
the impeller. Additional safeguard against coolant bonded rubber bushes. Both bushes are pressed
finding its way to the ball bearings is provided by a i nto housings. The bolts which secure the rear bush
thrower ring, which fits over the shaft between the housing to the crankshaft pulley sleeve projection,

also secure the cranking sleeve. This sleeve
incorporates a hexagon, which enables the engine
to be turned by hand, with a suitable spanner.
The front housing of the coupling assembly 1s
secured to the spindle of the bearing assembly.
I BUSH H O U S I N G
2 BONDED RUBBER BUSH
3 C O U P L I N G S H A FT F O R 3 D 1 99
A N D 3 D A 1 99 D I E S E L E N G I N ES
4 C R A N K I N G S LE E V E
5
6
LOC K I N G WAS H E R
C O U P L I N G S H AFT FOR 3 D 2 1 5
10
A N D 3 D B 2 1 5 D I E S E L E N G I N ES
M O U N T I N G B R AC K ET
1 1
12
BEARING HOUSING
LOC K I N G S C R E W
Fig. G.3. Fan drive arrangement
The spindle of the bearing assembly revolves in
two ball bearings with the fan. hub keyed to its front
end. The bearings are carric:;d in a bearing housing,
which in turn is carried in a mounting bracket, the
latter being secured to the bracket located on the
tubular chassis crossmemb()r. . The bearing housing
is allowed to float axially �n the mounting bracket
for alignment purposes.
The engine and fan mountings are correctly
aligned on leaving the factory. Should replace­
ments be made however, packing pieces are avail­
able for fitting between the engine front mounting
bracket and the fan mounting bracket and their
respective locations on the chassis crossmember
bracket, to correct any m is-alignment that may be
present at this point.
FROST PRECAUTIONS
Every precaution should be taken to ensure that
damage is not caused to the engine or the cooling
system as a result of frost.
COOLING SYSTEM Page G.5
If precautions are not taken and the cooling
water is allowed to freeze, considerable damage may
be done, with the possibility of a cracked crankcase
and cylinder barrels, damaged radiator tubes or
split water pipes and hoses.
Two methods of preventing such damage are
equally recognised, one entailing the use of an anti­
freeze compound mixed with the water, whilst the ·
alternative method is to drain the cooling system
completely before the vehicle is left standing for any
length of time, during conditions of low tempera­
ture.
Anti-freeze solution.
An anti-freeze solution can be made by adding to
the water a suitable anti-freeze compound in the
proportion recommended by its manufacturers.
Commercial glycerine must in no circumstances be
13 L O C K WAS H E R used.
14 SPINDLE
IS FRONT BEARING
16 REAR BEARIN G
17 C I R <;: L I P The anti-freeze solution has a much greater
18 S PA C E R P I E C E
19 FA!'I H U B
searching action than water and, for this reason,
20
21
K �'Y
S � L F-LOC K I N G N UT
it is important that the hose joints, etc. be in good
22 AUTOMATIC L U B R ICATOR
condition . .
When the system requi res topping up, do so
when the engine is hot, using anti-freeze compound
diluted as for the original filling, in order to main­
tain the strength of the mixture. Do not fill the
radiator header tank to the level of the overflow,
but leave sufficient space for the natural expansion
of the mixture.
If it becomes necessary to drain the system for
any reason, after the anti-freeze has been added, the
mixture should be retained in a clean container so
that it can be used again.
To drain the system completely, when an anti­
freeze soluti on is not used, and conditions of
extreme low temperature are encatmtered, two
drain taps must be opened. These are located as
follows :
1 . The radiator drain tap at the bottom left-hand
corner (rear) of the radiator (see Fig. G.4.).
2. The engine drain tap at the rear right-hand side
of the cylinder block. This tap is controlled by an
extension rod which protrudes above the flywheel
housing (see Fig. G . 5 .) .
Page G.6 COOLING SYSTEM

If the water does not flow from these taps when
they are opened, they should be cleared with a stiff
wire to remove any accumulation of solid matter.
Refill the radiator with warm water before mov­
ing off again, using soft water, if possible.
Note : Inspect the radiator mounting bushes, loca­
ted in the front left-hand and right-hand
spring bracket assembly, and if the bonded
rubber in the bushes shows any signs of
deterioration, the bushes must be removed
and renewed.

6. Remove the four setscrews, nuts and washers

securing the top plate to the radiator and the three
setscrews, nuts and washers securing each side
plate to the radiator, removing the top and both
side plates from the radiator.

7. On export radiators, the cowl may be removed

from the radiator on withdrawal of the four set­
screws and washers.

Fig. G.4. Location o f radiator drain tap

RADIATOR
To Remove.
1. Release the four q uick release fasten e rs located
in the front of the radiator grille panel and pull the
top of the panel forward to give sufficient clearance
for the panel to be lifted clear of the locating brac­
kets. When fitted, remove the radiator blanking
off plate.

2. Drain the radiator and the crankcase of coolant.

3. D isconnect the upper and l ower hoses from

their respective radiator connection , and the top
hose to the header tank.
Fig. G.S. Control rod operating crankcase drain tap
4. Disconnect the t ie-rod from each side of the
radiator block.
To Refit.
5. Withdraw the radiator mounting bolts from the
spring brackets and lower the radiator out of the To refit the radiator, reverse the removal pro­
chassis, noting the packing pieces on either side of cedure, ensuring an adequate clearance is present
the radiator mounting bushes. On export radia­ between the fan and the radiator and the cowl on
tors, the radiator should be removed complete with export models . Adjustment is effected by means
cowl. of the tie-rod adj usting nuts .
 COOLING SYSTEM Page G.7

Note : It is recommended that the hose clips, which To Remove.

secure the upper radiator hose, are positioned
1. Drain the water from the radiator and the
with the securing screw on the under-side.
crankcase (if anti-freeze solution is used, drain off
This will simplify any subsequent removal.
into a clean container for use when refilling).
With the cooling system replenished with
coolant, run the engine and check for leaks.
2. Remove the hose connection, water outlet to
radiator.

3. Remove the three bolts and washers which se­

RADIATOR HEADER TANK cure the water outlet (thermostat cover) to the
thermostat housing.
The header tank is mounted to the cab just below
the radiator filler cap.

To Remove.

1. Release the four quick release fasteners located

in the front of the radiator grille panel and pull the
top of the panel forward to give sufficient clearance
for the panel to be l i fted clear of the locating brac­
kets.

2. Drain sufficient coolant from the radiator to

drop the coolant level below the header tank.
I C H A N G E SPEED CONTROL 6 LOCKWAS H E R
2 HOUSING JOINT 7 LOC K I N G S C R E W
3 T H E R M OSTAT H O U S I N G 8 FLANGE JOINT
3. Disconnect the filler hose from the radiator 4
5
T H E R M OSTAT
SEALING RING
9 WAT E R OUTLET

tank. Fig. G.6. Thermostat details

4. Remove the four mounting bolts and withdraw

the header tank.
4. Unscrew and remove the thermostat locating
screw from the housing, when the thermostat can
be withdrawn.
To Refit.

Refitting is a reversal of the removal operation, 5. Release the clips securing the hose to the
ensuring that the coolant is topped up. thermostat housing and by-pass pipe, and move the
hose along the by-pass pipe to clear the thermo­
stat housing.

6. Remove the six lockouts securing the thermo­

THERMOSTAT AND
THERMOSTAT HOUSING
The thermostat, which is located in a housing
attached to the top front face of the crankcase, is
not adj ustable and should difficulty be experienced
at any time, the complete unit may be withdrawn
and the vehicle run without it pending the fitting of
a replacement. It should be replaced, however, as
soon as possible.
The thermostat housing provides the attachment
for the change speed support bracket, the support
bracket also acting as the engine front l ifting eye.
stat housing to the crankcase. Remove the two
setscrews securing the change speed support bracket
to the thermostat housing and remove thermostat
housing and joint.
Inspection and Overhaul.
1. To check the operation, immerse the thermo­
stat in water heated to the opening temperature and
note if it responds correctly. The opening tempera­
tures are as fol lows :
3D 1 99-80 °C. ( 1 76 °F.) and 82 · 8 °C. ( 1 8 1 °F.)

}
Page G.8 COOLING SYSTEM
3DA 1 99
3D 2 1 5 76 · 1 °C. ( 1 69 °F.) and 78 ·9 °C. ( 1 74 °F.)
3DB 2 1 5
The thermostat should be fully open, i.e. 0 · 375 in.
(9 · 5 3 mm.) at approximately 90 · 5 °C. ( 1 9 5 °F.) on
the 3D 1 99 Diesel engine, and approximately 8 5 °C.
( 1 8 5 °F.) on 3DA 1 99, 3D 2 1 5 and 3DB 2 1 5 D iesel
engines. If the action is sluggish the unit should
be renewed.
2. To prevent any restrictions being caused to the
coolant in the thermostat housing, remove all rust
scale that may have accumulated in the housing.
It is advisable to carry out this operation with a
rough scraper.
3. Check all hoses for deterioration, replacing as
necessary.
To Refit.
1. Refit a new j oint over the studs and replace the
thermostat housing to the crankcase and to the
change speed support bracket, securing by means of
the six self-locking nuts and washers.
Note : It is extremely important that prior to
tightening the nuts and setscrews, it is en­
sured that the mounting faces of the thermo-
stat housing are in full contact with the -
mounting face of the change speed support
bracket and against the joint on the crank-
case mounting face. The nuts and setscrews
should then in turn be tightened gradually to
allow for full face contact between the corn-
ponents and thus prevent any distortion to
either the change speed support bracket or
the thermostat housing.
2. Where the change speed support bracket is
removed at the same t ime as the thermostat housing,
the following procedure for refitting should be
carried out :
(a) Secure the change speed support bracket to the
thermostat housing using the two setscrews and
washers.
(b) Offer up the assembly of the thermostat housing
and the change speed support bracket to the
crankcase and with the underside of the third
mounting point of the support bracket in full
contact with the boss on the crankcase, secure
the thermostat housing to the crankcase, using
the six self-locking nuts together with spring
washers .
-�-
(c) Loosen the two setscrews securing the change
speed support bracket to the thermostat housing.
(d) Line up the support bracket, so that the centre
web having the lifting eye hole and remote con­
trol mounting hole is parallel to the crankcase
side cover faces, and secure the bracket to the
crankcase and thermostat housing, using the
three setscrews and washers.
3. Slide the hose connecting the thermostat
housing to the by-pass into position and secm e the
clip.
4. Insert the thermostat into the housing and
tighten the thermostat locating screw.
5. With a new rubber sealing ring and joint in
position, fit the water outlet (thermostat cover) to
the thermostat housing and secure using the three
setscrews and washers.
6. Replace the hose connection between the water
outlet and the radiator and secure the clips.
7. Refill the cooling system, run the engine and
check for leaks.
- ALARMOSTAT
To Remove.
The alarmostat is a temperature switch and moun-
ted on the front top face of the crankcase, adjacent
to the No. 1 cylinder exhaust chest (see Fig. G.7).
1. Drain the cooling system at the two taps pro­
vided (see Fig. G.4 and G.5 of this section).
2. Disconnect the earthing tag from its fixing o n
the change speed control casing cover, and the
snap connector from the lead included in the main
cable harness.
3. Unscrew the alarmostat from the crankcase, by
m eans of a suitable spanner on the hexagonal
portion near the base of the switch .
Inspection.
The alarmostat should not be dismantled, but
the following test can be carried out to ensure it i s
functioning correctly :
1 . Heat water in a suitable container, until boiling
point is reached.

2. With a simple electrical circuit coupled to the
two leads of the alarmostat, i . e . lamp bulb and
battery as used on the vehicle, insert the bulb or
threaded end of the alarmostat i nto the boiling water.
3. The lamp bulb should i lluminate, as the alarmo­
stat is set to make contact at approximately 99 c .
(2 1 0 °F.) or j ust below the boiling point o f water.
4. If the unit does not respond and make contact
at the required temperature, renew as a complete
assembly, with a new alarmostat.
G E N E RATO R
M O U NTI N G
A D J U STI N G
STRAP ALARMO-
BO LTS SETSCREWS STAT
CO R R E CT T E N S I O N A T A R ROW I i n . ( 2 5 m m . )
Fig. G.7. Location of alarmostat and adjustment of water pump
and generator drive belts
(J DA 199 Diesel engine illustrated )
To Refit.
To refit the alarmostat, reverse the removal pro­
cedure, noting the copper seating washer should be
in a good condition, renew if deteriorated in any
way.
COOLING SYSTEM Page G.9
WATER PUMP AND
GENERATOR DRIVE BELTS
To Adjust.
Belt adj ustment is effected by altering the position
of the generator in the following manner :
a
1 . Slacken the setscrew i n the slot of the adj usting
link at the front end of the generator, also the
l ocating bolts, by which the generator is secured to
the primary and secondary brackets on the engine
exhaust side cover.
2. Swing the generator away from the crankcase to
H
�P E��
GE
T H E R M osTAT
tighten the belts, or towards the crankcase to loosen
coNTROL H o u s i N G the belts. See Fig. G.7 for the correct tension.
Note : Do not tighten the belts excessively, as this
will place an unnecessary load on the bear­
ings in the generator and water pump, and is
liable to damage the belts.
3. When the belt tension is correctly set, tighten
first the adjusting link and then the bolts securing
the generator to the primary and secondary
brackets.
To Remove and To Refit.
1 . Slacken o ff the bolts securing the generator to
the primary and secondary brackets, also the set­
screw in the slot of the adjusting link, then swing
the generator towards the crankcase.
2. H aving relieved the tension from the belts, it
will enable them to be removed from the pulley
flagges, at the same time as the engine is rotated, by
applying a spanner to the hexagonal portion of the
cranking sleeve, which is incorporated in the fan
coupling assembly.
3. Before the belts can be removed, the fan drive
assembly must be moved to one side, after discon­
necting it from the crankshaft pulley and the bracket
located on the tubular chassis cross-member.
4. Fit the new belts whilst the generator is still
slackened in the adj usting link by reversing the
removal procedure.
Page G.10 COOLING SYSTEM
5. Adjust the belts to the correct tension as
described under "To Adjust" and re-check during
the early life of the new belt. Re-adjust th e n, if
necessary.
6. Refit the fan drive assembly (see "COOLING
SYSTEM").
WATER PUMP AND
ALTERNATOR DRIVE BELT
An endless "Poly-V" belt transmits the drive
from the crankshaft pulley to both the alternator
and water pump.
To Adjust-New Belt Only.
Belt adj ustment is effected by altering the position
of the alternator in the following manner :
1. Slacken the alternator securing screw, i.e. ad­
justing link and bracket. Slacken the link bracket
securing screw.
2. Move the alternator by hand until full contact
is made between the mating surface of the belt and
pulleys. No force should be applied at this stage.
3. Lock the alternator in this position, and mark
two pencil lines exactly 1 2 in. (304 · 8 mm.) apart
on the back surface of the belt.
4. Release the alternator and apply leverage until
the two pencil lines are 1 2 · 1 25 in. (308 mm .) apart.
Secure the alternator in this position.
5. Run the engine for five minutes with the
alternator on load, varying the engine speed as
much as possible.
At the end of the five minute period it will be
found necessary to re-adj ust the belt .
6. Without releasing the tension, mark two pencil
lines exactly 1 2 in. (304 · 8 mm .) apart on the back
surface of the belt.
Release the alternator and apply leverage until
the two lines are 1 2 · 0625 in. (306 -4 mm.) apart
and secure the alternator in this position .
To Adjust-Used Belt Only.
1. Slacken the alternator securing screws, 1 .e.
adj usting link and bracket. Slacken the link
bracket securing screw.
2. Apply leverage until the belt is relatively taut
(i.e. a maximum of 0 · 1 25 in. (3 · 1 8 mm.) overall
lateral movement).
3. Lock the alternator in this position .
Note : Any noise emanating from the belt can be
taken as an indication of lack of tension .
WATER PUMP
To Remove.
1 . Drain off the radiator and the crankcase of
coolant. If anti-freeze solution is in use, drain i nto
a clean container for use when refilling.
2. Slacken off the water pump driving belts, then
remove the belts off the water pump pulley, at the
same time as the engine is rotated, by means of a
spanner on the cranking sleeve incorporated in the
fan coupling assembly.
3. Remove the lubricating oil filter, refer to the
"LUBRICATING" section of this Manual.
4. Slacken the clips that secure the by-pass pipe
hoses to the thermostat housing and the water
pump intake. Remove the pipe.
5. Slacken the clips and remove the inlet hose from
the water pump.
6. On 3D 199 Diesel engines, remove the two set­
screws at the pump body and the two setscrews at
the inlet pipe flange securing the pump assembly to
the crankcase.
On 3DA 199 Diesel engines, remove the two set­
screws at the pump body and the two setscrews at
the inlet pipe flange securing the pump assembly to
the underside of the oil cooling filter head .
 COOLING SYSTEM Page G.ll

On 3D 215 and 3DB 215 Diesel engines, remove 2. Check the impeller shaft for signs of wear.
the two setscrews at the pump body and release Check fit of key i n the i mpeller shaft and the drive
the two hose clips on the inlet pipe to the oil pulley.
cooler stack.

7. Lift the water pump assembly clear of the crank­

case and o i l filter head .

To Dismantle.
1 . Remove the n uts and spring washers securing
the bearing housing assembly to the pump body and TOOL N O . 1 55

then withdraw the assembly.

SCREWED

2. Remove the retaining screw securing the drive JL--..O:::::::=l:==:i !r�GJL R . G . I SS- I
pulley to the impeller shaft, first knocking back the
tab of the washer locking the screw.

3. With the aid of a suitable tool (Church i l l Tool

R.G. 1 55 and R.G. 1 55/ 1 ) with the screwed legs,
withdraw the drive pulley . (See Fig. G . 8 . ) Prise
the Woodruff key from the impeller shaft.
Fig. G.S. Removing the driving pulley
4. Remove from the bearing housing, the circlip
retaining the bearings in the housi ng.

5. Draw the impeller off the shaft. A suitable

puller (Churchill Tool No . R.G. 1 5 5 with the
screwed legs R.G. 1 5 5/ 1 ), used in the two tapped
holes in the impeller, will facilitate thi s operation.

6 . Press on the impeller shaft and withdraw the

TOO L N O . 1 55
shaft complete with bearings from the drive pulley
end of the bearing housing.

7. Withdraw the thrower r i ng from the impel ler

shaft.

8. Press the bearings off the impeller shaft.

9. Through the aperture in the bearing housing

obtained by removal of the impeller shaft assembly,
push on the seal unit, thereby forcing it out of its
Fig. G.9. Withdrawing the impeller
location.

3. Check the impeller for cracks, after removing

Inspection and Overhaul.
any rust scale from the surface. The use of a
1. Clean the bearings and then check for slack­ rough scraper or old file is advised for this opera­
ness or noisy operation. tion. The face of the impeller t hat bears against
Page G.12 COOLING SYSTEM

the carbon face of the seal is chrome plated and To Re-assemble.

should only necessitate cleaning. Where there
1 . Apply a light coating o f a non-flaking jointing
are indications of scoring or general deterioration
compound, e.g. "Wellseal" or "Flexible Hermitite",
of the face, the impeller should be renewed.
to the surface of the seal unit body which will be in
contact with the bearing housing and press the seal
4. If the seal has been in operation for a consider­ unit fully into position in the bearing housing, spring
able period of time, it should be renewed. end foremost, i . e . , the carbon sealing face to be
positioned towards the impeller side.
5. Renew gaskets as a matter of routine.
2. Press the smaller of the two bearings on to the
impeller shaft, with the sealed end foremost, until
6. Examine the tapered rubber sealing thrower
the bearing registers against the shoulder of the
and renew if deteriorated in any way.
shaft. When carrying out this operation, pressure
should be €xerted on inner race.
7. Remove any internal rust scale from the pump
body.
3. Fit the distance piece followed by the larger
bearing on to the impeller shaft, open end fore­
8. Inspect all connecting hoses for deterioration most, again by applying pressure on the inner race.
such as splitting or perishing, if this is evident the
hose(s) should be renewed .
4. Fit the thrower ring to the impeller end of the
impeller shaft with the tapered side to face the
9. Check all setscrews and studs for thread dam­ bearing.
age or stretching renewing as necessary.
5. Pack the bearings and the annular space be­
10. Check drive pulley for damage. tween the bearings approximately half full with

\-·

I 3 D 2 1 5 A N D 3 D B 2 1 5 D I E S E L E N G I N E WAT E R P U M P H O U S I N G 12 N UT
2 3 D A 1 99 D I E S E L E N G I N E WAT E R P U M P H O U S I N G 13 D R IV E S P I N D L E
3 SEALING R I N G 14 WOO D R U F F K E Y
4 3 D 1 99 D I E S E L E N G I N E WAT E R P U M P H O U S I N G IS REAR BEARING
5 I N LET F LA N G E J O I N T 16 B E A R I N G SPACER
6 HOUSING JOINT 17 FRONT BEARING
7 I M PE L L E R 18 CIRCLIP
8 WAT E R S E A L 19 D R I V I N G P U LLEY
9 S E A L BAC K I N G WAS H E R 20 L O C K I N G WAS H E R
10 BEARING HOUSING 21 S ETSC R E W
11 LOC K I N G WAS H E R

Fig. G . l O . Water pump details

 COOLING SYSTEM
Shell Alvania Grease R.A., rotating the bearings
whilst packing with grease to ensure that the lubri­
cant finds its way between the ball and races.
6. Press the impeller shaft assembly into the
bearing housing, small bearing foremost. When
carrying out this operation, pressure should be
exerted on the outer race of the larger bearing, with
the bearing housing sui tably supported on the
housing flange and not on the seal unit.
7. Fit the ci rclip retaining the impeller shaft in
situation.
8. Place the key in the impeller shaft and press the
drive pulley on to the impeller shaft . Fit tab
washer and retaining screw and, with the screw fully
tightened, knock up the tab against the head of the
screw. When pressing on the pulley, support the
assembly on the opposite end of the impeller shaft.
9. With the assembly supported on the drive pulley
boss, not on the retaining screw, press the impeller
on to the shaft, blades of impeller away fro m
housing, until a clearance of 0 · 020 i n . (0 · 5 1 mm.) is
obtained between the impeller and the bearing
housing. (See Fig. G . 2.)
10. Check for free rotation of the impeller assem­
bly.
1 1 . With the mating faces o f the bearing housing
and pump body clean, fit the housing to the body
using a new j oint. Secure with nuts and spring
washers. The holes in the housing which mate with
the studs of the pump body are so located, t the
housing can only assume one position on the body,
this with the drain hole in the housing on the under­
side.
To Refit.
1. Ensure that the flange on the outlet pipe of the
pump body is clean, also the corresponding face on
the crankcase for 3D 1 99 D iesel engines and the oil
cooling filter head face for 3DA 1 99 Diesel engines.
2. On 3D 1 99 Diesel engines, fit the pump and
secure by means of the four setscrews and washers,
renewing the joint between the pump outlet flange
and the crankcase.
- Page G.13
On 3DA 1 99 Diesel engines refit the pump and
secure by means of the four setscrews and washers,
renewing the "0" ring between the pump outlet
flange and the oil cooling filter head .
On 3 0 2 1 5 and 3DB 2 1 5 Diesel engines refit the
pump and secure by means of the two setscrews and
washers. Refit the hose to the water pump outlet
and the oil cooling stack inlet pipe. Securing with
the two hose clips provided.
3. Refit the by-pass between the water pump and
the thermostat housing, also the pump inlet hose.
4. Fit the drive belts to the pulley and adj ust as
previously described in this section.
5. Refit the l ubricating oil filter as detailed in
"LUBRICATIN G SYSTEM".
6. With the system refilled with coolant, run the
engine and examine for leaks, rectifying as neces­
sary. Top up with coolant as required.
Note : It is essential where a heater is fitted to a
vehicle that the heater is fully vented.
OIL COOLER AND
OIL COOLING FILTER HEAD
(3 DA 199 Diesel Engines)
Under normal circumstances, the oil cooler
requires no attention in service, other than at
engine overhaul periods. If, however, faulty
fi l tration, leaks or excessive scaling is experienced,
the following procedure should be carried out.
To Remove.
1. Drain the coolant from the radiator and crank­
case (if anti-freeze solution is used, drain off into a
clean container for use when refilling) .
2. Remove the lubricating oil filter casing and
element (see "LUB RICATING SYSTEM").
3 . Disconnect the electrical connection at the oil
pressure switch in the oil cooling filter head.

Page G. 14
4. Remove the two setscrews and washers securing
the water pump outlet flange to the underside of the
oil cooling filter head .
I "U" BEND PIPE 5 SEAL ING R I N G
2 JOINT 6 OUTLET P I P E
3 SEALING RING 7 BY-PASS VALVE
4 O I L C O O L I N G F I LT E R H EAD 8 OIL C O O L E R STAC K
Fig. G.l l . Oil cooling filter head arrangement
5. Remove the two setscrews and washers securing
the stub pipe of the oil cooler stack outlet to the
crankcase.
6. Remove the seven nuts and washers securing
the oil cooling filter head to the crankcase and with­
draw the assembly and joints from the crankcase.
To Dismantle.
1. Remove the nuts and washers securing one end
of the " U " bend pipe to the oil cooler stack and
the two setscrews and washers securing the opposite
end of the " U " bend pipe to the oil cooling filter
head. Remove the bend pipe and joints from both
mounting flanges.
2. Loosen the clips securing the hose connection
to the oil cooler stack outlet pipe and remove the
hose and stub pipe.
3. Remove the by-pass valve plug, washer, spring
and ball from the filter head .
- '
COOLING SYSTEM
�,-
4. Employing a twisting action, to break the joint
created between the rubber sealing rings at each end
of the oil cooler stack and the stack chambers of the
filter head, withdraw the oil cooler stack from the
oil cooling filter head from the left-hand side of the
head, i . e . , stack outlet pipe end.
I n certain cases it may be necessary to exert
pressure on the end of the stack to remove stack
from the head , and this pressure should be applied
on the bend pipe mounting flange face.
5. Remove the seal ing ri ngs from each end of the
oil cooler stack.
Inspection and Overhaul.
1. Oil Side. Usually, immersion in a paraffin or
degreasing tank is sufficient to remove all traces of
d irty oil from the oil cooling filter head and the oil
cooler stack. Where stubborn carbon deposits are
difficult to remove in this manner, the oil cooler
stack should be i mmersed in a bath of detergent
preferably heated (except in the case of vapour
solvents) and moved vigorously to and fro to
achieve a sluicing action. On no account use stiff
metal brushes or probes which may damage the
tubes and flow guide plates.
2. Water Side. Since the water passing through
the oil cooler stack is from the engine cooling
system, the oil cooler stack should not become
fouled on the inside of the tubes. If however, hard
or impure water is used to top up the radiator,
particularly when topping-up has been frequent as
a result of leaks, the oil cooler stack may become
blocked by hardened scale or foreign matter.
A badly scaled oil cooler stack can be restored to
its original cleanliness by immersing the oil cooler
stack in a suitable inhibited acid solvent, the stack
having first been thoroughly cleaned on the oil side.
The i nstructions of the manufacturer of the inhibi­
ted acid solvent should always be closely followed.
Immerse the oil cooler stack in the solvent.
Effervescence will take place ; when it ceases,
remove the stack and sluice in hot water. Inspect
for cleanliness and repeat the acid dipping if neces­
sary. When the tubes are clean neutralise, by
immersing the stack in a boiling solution of soda
[ l lb. (0 · 454 kg.) common soda crystals to 5 gallons
(22 ·73 litres) of water] . Finally wash in hot fresh
water.

3. Examine the steel retainer i n the filter head,
which provides a seating for the upper end seal of
the oil fi l ter element, for damage. To replace, prise
the retainer out, tak i ng care not to damage the
filter head. With the bore in the head perfectly
clean, press in the new retainer until the dimension
shown in Fig. G. 1 2 is obtained and ensure that the
seating diameter is square with the element casing
mounting flange.
O I L COOLING SEAT I N G
F I LT E R H EA D D I A M ET E R O F
R ETAI N E R
D I M E N S I O N A 0 · 28 i n . (7 · 1 1 2 m m .)
Fig. G.12. Positioning of retainer in filter head
Note : Great care m ust be taken not to damage the
seating d iameter of the retainer when press­
i ng i nto position. lt is recommended that
a tube suitably shaped in the i nner bore be
applied to the outer diameter corner of the
retainer when pressing into position .
To Re-assemble.
1 . Ensuring that both the oil cooler stack and the
o i l cooling filter head are perfectly clean and dry,
l ightly smear the bore of the filter head in which the
stack is housed, with clean engine lubricating oil.
2. Lightly o i l o ne new rubber sealing ring and fit
the ring into the groove of the o i l cooler stack at the
outlet pipe end of the stack.
COOLING SYSTEM Page G. 1 5
3. Insert the opposite end of the stack, i.e. end
without rubber sealing ring, into the bore of the
fi l ter head and push .stack through bore until the
sealing ring grooves protrude at the opposite end .
4. Lightly oil the second new rubber sealing ring
and fit ring into groove.
5. Push the oil cooler stack back i nto the bore un­
til the stack is centrally positioned in the filter head.
6. With new j o ints in position at the filter head
and the oil cooler stack, refit the "U" bend pipe,
l ining up the studs i n the stack with the holes in the
" U " bend pipe flange. Secure the " U " bend p ipe
to the oil cooler stack, using nuts and washers and
to the filter head, using setscrews and washers.
7. Refit the stub pipe and connecting hose to the
outlet pipe of the stack, at this stage leaving the
clips loose.
8. Lightly lubricate the seat and refit the by-pass
valve ball, spring, washer and plug to the filter head.
To Refit.
P R E S S RETA I N E R
I NTO POSITION O N
O U T E R D I A M ET E R 1 . With a new joint placed in position over the
studs and noting the condition of the sealing ring
in the water pump outlet (see Fig. G. l 3 of this
section), fit the oil cooling filter head to the crank­
case with seven nuts and washers and to the water
pump outlet flange with setscrews and washers,
noti ng that the nuts and setscrews are tightened
evenly to ensure fuLL face contact between the filter
head and the joint on the crankcase and the water
pump outlet flange.
2. Placing a new j oint between the flange of the
stub pipe and the crankcase, secure the stub pipe
using setscrews and washers.
3. Centralise the hose between the stub pipe and
stack outlet pipe and secure clips.
4. Fit the electrical connection to the oil pressure
switch in the filter head .
5. Refill the cooling system.
Page G.16 COOLING SYSTEM

'
''---""

�- 45
©1--46

- 62

L 74 7.
 COOLING SYSTEM Page G.17

6. Refit the lubricating oil filter casing and element OIL COOL-ER AND
(see "LU B RI CATING SYSTEM") renewing the OIL COOLING FILTER HEAD 1
joint between the casing and filter head . (As Fitted to 3D 2 1 5 and 3DB 2 1 5 Diesel Engines)
7. Start the engine and check the oil pressure The 6 i n . ( 1 52 -4 mm.) o i l cooler fitted to the 3 D
warning l ight. 2 1 5 and 3 D B 2 1 5 Diesel engines is similar to that

· r::·, · ·
. · .: . :F< : : - . .

�N I

I ) _LLL_j_

L .743

Fig. G.14. Oil cooling filter head arrangement

8. Check for o i l and coolant leaks, rectifying as fitted on the 3 DA 1 99 D iesel engines except for the
necessary. following :

9. Allow time for the o i l to circulate, stop the To Remove.

engine, give the oil time to drain back into the sump 1 . Remove the two setscrews and washers securing
and check the oil level. Top up to the correct level the water pump outlet flange to the oil cooler inlet
on the dipstick. s ide of the stack .

10. Check the coolant level and top up if neces- 2. Remove the two setscrews and washers secu ring
sary. the elbow pipe to the outlet end of the stack.

KEY FOR Fig. G. 13

J D A 1 99 D I E S E L E N G I N E S 25 HOSE 44 JOINT
26 JOINT 45 PLUG
I "U" BEND 27 SEALING RING 46 WAS H E R
2 J O I NTS 28 OIL COO L E R 47 SPRING
3 O I L COOLER 29 PLUG 48 BALL
� JOINT 30 WAS H E R 49 S P R I N G ( R E L I E F VALVE)
5 O I L COO L E R H EA D A N D F I LT E R H O U S I N G 50 WAS H E R
6 BALL 51 PLUG
7 E L E M E N T C E NTRALIS E R 3 D 2 1 5 D I ES E L A N D J O B 2 1 5 E N G I N E S 52 BA L L
8 SPRING 53 V A L V E BODY
31 E LE M E N T C E NT R A L I S E R
9 WA S H E R 54 F I LT E R H EA D
32 O I L COO L E R H E A D A N D F I LT E R H O U S I N G
1 0 PLUG
33 PLUG
1 1 SEALING RING
34 WAS H E R
1 2 SEALING R I N G
35 SPRING ALL D I E S E L E N GI N ES
1 3 JOINT
36 BALL
1 4 STUB P I P E 55 ELEMENT
37 JOINT
IS HOSE 56 E L E M E NT C E N T R A L I S E R
38 PIPE
1 6 JOINT 57 R ETA I N E R
39 SEALING RING
1 7 JOINT 58 SPRING
1 8 G R U B SCREW 59 SEALING RING
1 9 PIPE 3 D 1 99 D I E S E L E N G I N E S 60 CASING
20 HOSE CLIP
2 1 HOSE 40 JOINT
61 GASKET �
62 C E NT R E BOLT
22 H O S E C L I P 41 B R I D G E C O N N ECTION
23 P I P E 42 J O I NT
24 HOSE C L I P 43 O I L F I LT E R B R A C K E T
Page G. 1 8 COOLING SYSTEM
To Dismantle. 1. Bearing Assembly.
1. Remove the by-pass valve plug, washer, spring
and ball from the filter head. (a) Remove the self-locking nut securing the fan
hub to the spindle, then employing a suitable
2. Employing a twisting action, to break the joint tool (Churchill Tool No . R . G . 1 55 , with the
created between the rubber sealing rings at each screwed legs R.G. 1 55/ 1 ) , withdraw the fan hub
end of the oil cooler stack and the stack chamber (see Fig. G . l 5) .
of the filter head, withdraw the o i l cooler stack from
the oil cooling filter head. �-
In certain cases it may be necessary to exert pres­ FAN H U B TOO L N O . 1 55
sure on the end of the stack to remove the stack
from the head.

3. Remove the sealing rings from each end of the

o i l cooler stack .

To Re-assemble and Refit.

To re-assemble and refit, reverse the dismantle
and removal procedure renewing the joint on the oil
cooler stack and between the filter head bracket
and crankcase.

S C R E W E D L E G S TOOL R . G . I 5 5- I

FAN DRIVE ASSEMBLY Fig. G. IS. Removing the fan hub

Lubrication.
The greaser, fitted to the bearing mounting
bracket, lubricates the bearings and the outer
(b) Prise the Wood ruff key out of the front end of
circumference of the bearing housing. The latter is
the spindle.
scrolled to ensure adequate distribution of the
lubrican t.
(c) Remove the locating screw, then withdraw the
Every 2,000 m iles (3 ,000 kms.) the grease cap mounting bracket from the bearing housing.
should be given two turns. Refill the cap with
Shell Retinax A G rease, as necessary. (d) To remove the spindle from the bearings, grasp
the housing in the hand and bump the threaded
end of the spindle on to a block of wood, taking
To Remove.
care not to damage the threads on the spindle
1. Remove the setscrews securing the fan assem bly end during this operation.
to the hub, then remove the fan .
(e) Remove the circlip retaining the rear bearing.
2 . D isconnect the mounting bracket from the Employing a suitable drift, locate the drift
bracket located on the t ubular chassis crossmember, against the inner race of the front bearing and
noting any packing pieces that may be between supporting the rear of the housing, tap out the
these two components, and also disconnect the rear two bearings, complete with the spacer.
bush housing from the crankshaft pulley sleeve pro­
jection, the fan d r i ve assembly can be l i fted clear.

2. Coupling Assembly. ·

To Dismantle. (See Fig. G . 3)

Remove the fou r set bolts securing the front bush (a) Supporting the inner sleeve of the bonded
housing to the flange of the drive spindle on the rubber bush, press the shaft out of the inner
bearing a em bly, then dismantle each assembly sleeve of one bush, then repeat the same opera­
separately. tion at the other bush.
 COOLING SYSTEM
(b) Press the bonded rubber bushes out of the
housing, applying the pressure to the outer
sleeve of the bush . (See Fig. G. 1 6.)
Note : It will be noted that the 3D 2 1 5 and 3DB 2 1 5
Diesel engines coupling shaft has a machined
ring on the shank . This is to identify it from
the 3D 1 99 and 3 DA 1 99 D iesel engines as
it is 0 · 3,75 in. (9 · 525 mm.) shorter in length.
RAM
OF
PRESS
BUSH
HOUSING
TOOL
R . G . I 57
Fig. G . 1 6. Removing bonded rubber bush
Inspection and Overhaul.
1. Bearing Assembly.
(a) If the spindle shows signs of wear, particularly
in the region on which the bearings locate, the
spindle should be removed. Inspect the thread­
ed holes in the spindle flange and ensure they
are in good condition.
(b) Check that the fan hub runs true and also
determine that the threaded holes in the hub and
the threads on their respective setscrews are i n
good condition. Ensure that the key-way on
the inner bore of the hub i s free from burrs and
not worn .
(c) Clean the beari ngs in th i n lubricating oil, and
then check for slackness or noisy operation.
Page G.19
(d) Clean the grease from the greaser and refill with
Shell Retinax A Grease. Ensure the gfeaser is
working correctly, by turning the cap, and not­
ing if grease emerges in the bracket.
(e) Renew the self-locking nut that retains the fan
hub assembly.
2. Coupling Assembly.
(a) If the bonded rubber in the bushes shows signs
of deterioration the bushes must be renewed.
(b) If a bush inner bore shows any signs of having
moved on the shaft, renew both the shaft and
the bush . Likewise if a bush has been moving
in a housing, renew both the housing and the
bush.
To Re-assemble.
1. Bearing Assembly.
(a) Press the larger (rear) bearing into the housing,
applying the pressure to the outer race, ensuring
the sealed face is outwards. Secure in the
housing by means of the circlip.
(b) Press the spindle into the bearing, with the inner
race of the bearing wel l supported .
(c) Slide the spacer over the spindle, then fill the
housing with Shell Ret inax A Grease.
(d) Support the spindle, then press on the smaller
(front) bearing by its inner race, with the sealed
face to the outside.
(e) Particular attention should be given when fitting
the bearing housing to the mounting bracket, to
ensure that the locating screw hole in the
bracket is in line with the formed slot in the
housing and not the drilled hole in the housing
which permits the ingress of lubricants.
(f) Fit the Woodruff key to its key-way in the front
of the spindle, then press on the fan hub and
secure with the self-locking nut.
2. Coupling Assembly.
Expand the housings by immersing them in boil­
ing water, then press the bushes into the housings,
applying the pressure to their outer sleeves.
Note : The inner and outer steel sleeves of the bond­
ed rubber bushes are offset. Ensure the
portion of the inner sleeve that stands proud
Pagt> G.20 COOLING SYSTEM
of the outer sleeve is away from the protruding
face of the housing, when pressing the bushes
into the housings . The bushes should be
pressed in until the outer s leeve is flush with
the protruding face of the housing (see Fig.
G.3).
Press the shaft into one of the bushes, observing
the following :
(a) It will be noted that the 3 D 2 1 5 and 3DB 2 1 5
Diesel engines coupling shaft has a machined
ring on the shank. This is to identify it from
the 3D 1 99 and 3 DA 1 99 Diesel engines as it
is 0 · 37 5 in. (9 · 525 mm .) shorter in length .
(b) Ensure the protruding face of the housings are
to the outside of the shaft.
(c) The shaft must be pressed in until the end of the
shaft and inner sleeve of the bush are flush (see
Fig. G. 1 7) .
(d) I t i s most important that the inner sleeve be well
supported when carrying out this operation.
(e) Place the cranking sleeve over the shaft, then
press on the other bush, observing para (b), (c)
and (d) above.
"C' ' ' ' B,
Notes : " A " T h e inner steel sleeve of t h e bonded b u s h , which stands proud
of the outer sleeve should face inwards .
"B" The outer steel sleeve of the bonded bush should be flush with the
protrud in g face of the bush housing.
' ·C" The end of the shaft should be flush with the i n ner steel sleeve
of the bonded bus h .
Fig. G . 1 7. Re-assembling the coupling assembly
I
"-../
3. Complete the re-assembling by reversing the
remaining dismantling procedure, by securing the
front bush housing to the flange of the drive spindle,
in the bearing assembly, with four setbolts, noting
that the cranking sleeve abuts the rear bush housing.
To Refit.
Refit the fan drive assembly to the vehicle by
reversing the removal procedure, noting the follow­
ing :
(a) If a replacement mounting bracket has been
fitted it may be necessary to vary the packing
pieces. These are placed between the engine
front mounting bracket and the fan mounting
bracket and their respective locations on the
chassis crossmember bracket. Add or remove
the packing pieces as necessary to obtain correct
alignment between the crankshaft pulley and fan
bearing assembly. The packing pieces are
available in two thicknesses of 0 ·064 in. ( 1 ·63
mm.) and 0 · 1 28 in. (3 ·25 mm.) for both the
engine and fan mounting brackets.
' ' B" ' 'C"
I BONDED R U B B E R BUSHES
2 R 'E A 'R B U S H H O U S I N G
3 C R A N K I N G S LEEVE
4 COUPLING S H AFT
5 FRONT B U S H H O U S I N G
 COOLING SYSTEM Page G.21

(b) The above paragraph (a) also applies when respective locations on the chassis crossmember
a replacement engine has been fitted (see bracket, to correct any mis-alignment that may b�
"ENG I N E " section. present at this point.
Note : If for any reason the engine and/or the fan Packing pieces are obtainable in two thicknesses
mounting bracket is changed, a check should of 0 · 064 in. ( 1 ·63 m m . ) and 0 · 1 28 i n . (3 ·25 m m . )
be made on alignment and packing pieces for both the engine and fan mounting brackets .
used, if necessary, as detailed in the above
paragraphs.
Lubrication.
The ball bearings are pre-packed for life .
FAN DRIVE CLUTCH ASSEMBLY
Every 5,000 miles (7, 500 k m . ) the sump should be
(When Fitted) checked and topped up as necessary.
The fan i s driven through a fan drive clutch
assembly. Th is assembly comprises two flexible
To Remove.
couplings, connected by a splined sleeve, a fly
wheel, a housing which contains a synchronising 1. Drain the o i l by removing the drain plug.
ring, drive shafts and bearings, and a hub to which
the fan is fitted. 2. Remove the pinch bolt and tap the operating
lever off the cross shaft.
The flexible couplings consist of an assembly
sleeve with a heavy duty bonded rubber bush pressed
3. Remove the setscrews securing the fan assembly
on to the rear end, and at the front end, the sleeve
to its hub, then remove the fan .
is internally splined with an external cap nut and
felt oil seal. A splined drive shaft with a heavy duty
4 . Disconnect t h e mounting bracket from the
bonded rubber bush to which is secured a flywheel
bracket located on the tubular chassis crossmember,
completes the coupling assembly. The bolts which
noting any packing pieces that may be between these
secure the rear bush housi ng to the crankshaft pulley
two components and, also disconnect the rear bush
sleeve projection , also secure the cranki ng sleeve.
housing from the crankshaft pulley. The complete
This sleeve incorporates a hexagon, which enables the
fan drive assembly can now be lifted clear taking
engine to be turned by hand by means of a suitable
care to ensure that the rear end components of the
spanner. The bolts which secure the flywheel to the
flexible coupling assembly are not dis-engaged and
front bush also secures the flexible couplingassembly
allowed to fall.
to the drive flange of the clutch and bearing assem­
bly.
The clutch and bearing assembly consists of a To Dismantle.
rear and front casing. The rear casing houses an
1 . Slide the rear flexible coupling off the splined
input shaft, ball b�aring, drive gear, sychronising
shaft.
ring and a forked operating lever. The front casing
houses a ball bearing and an input shaft to which
2. Remove the six nuts and washers securing the
the fan hub is keyed. The output shaft is counter­
front casing to the rear casing and separate the two
bored and the input shaft spigot rotates on needle
casings.
rollers in this counter-bore when the fan drive is dis­
engaged . When the fan drive is engaged, the drive
3. Remove the nut and washer securing the fan
is conveyed directly from the input shaft, to the
hub to the output shaft, then employing Churchill
output shaft, the initial drive is taken up by the
Tool No . 1 55 with the screwed legs R.G. 1 55/ 1 ,
sychronising ring.
withdraw the fan hub.
The engine and fan mountings are correctly
aligned on leaving the factory. Should replace­ 4. Prise the key out of the output shaft.
ments be made, h owever, packing pieces are avail­
able for fitting between the engine front mounting 5. Suitably supporting the front casing, press out
bracket and the fan mounting bracket and their the output shaft.
Page G.22 COOLING SYSTEM

6. Withdraw the oil aeal and remove the distance

5. Check the condition of the oil seals and "0"
piece.
nng.
7� Remove the circlip and tap out the bearing and
6. Check the shifter springs for tension and opera­
shield.
tion, renewing if necessary.
8. Do not withdraw the roller bearing from the
7. Examine the forked lever inserts. Renew if
counterbore in the output shaft unless it is intended
worn.
to fit a new bearing.

9. Remove the bolts securing the flywheel and

front flexible coupling to the drive flange and with­
draw the flywheel and coupling.
1 0. Remove the setscrew and washer securing the
drive flange to the input shaft, then employing Chur­
chill Tool N o . 1 55 with the screwed legs R.G. 1 55/ l ,
withdraw the drive flange.
1 1 . Remove the two grub screws, springs and
plungers from the rear casing and the grub screws
located in the forked lever.
Remove the welch plug and tap the cross shaft out
of the rear casing.
12. Withdraw the drive gear, shifter springs and
forked lever complete with inserts.
13. Press the input shaft and distance piece out of
the rear casing.
14. Remove the oil seal and circlip and tap out the
input shaft bearing.
15. Unscrew the breather.
To lte-asse�ble.
1 . Fit a new plug, supporting the casing on the
inner wall.
2. Fit the "0" ring.
3. Press the bearing into the rear casing and fit the
circlip.
4. Place the distance piece on the bearing.
5. Assemble the inserts to the forked lever and fit
the forked lever to the drive gear. Place the key
in the cross-shaft and tap the cross-shaft into the
rear casing and forked lever. Secure the forked
lever with the screw .
6. Fit the key to the input shaft and insert the
shaft through the drive gear and distance piece.
S upporting the input shaft, press the rear casing and
bearing fully home.
7. Insert the plungers, springs and grub screws.
Secure the grub screws in position by peening the
casing into the screwdriver slot.

Inspection and Overhaul.
1. Clean the bearings in thin lubricating oil, and
then check for slackness or noisy operation.
2. Check the spigot on the input shaft for wear.
If wear is apparent, the roller bearing in the output
shaft counter-bore must be renewed .
3. If the bonded rubber in the bushes shows signs
of deterioration the bushes must be renewed .
8. Press the oil seal into the rear casing until the
seal is flush with the casing face.
9. Supporting the input shaft, press on the drive
flange and secure with the washer and setscrew.
10. Refit the three shifter springs, breather and
washer.
1 1 . Press the bearing into the front casing and fit
the shield and circlip.
12. Press the needle bearin g i nto the output shaft.

4. Check the synchroniser ring for wear, renewing 13. Supporting the front casing bearing press the
if necessary. output shaft fully home.
 COOLING SYSTEM
14. Supporting the output shaft press on the dist­
ance piece.
15. Press the oil seal into the front casing until the
seal is flush with the casing face.
16. Refit the key to the output shaft and, support­
ing the output shaft, press on the fan hub and secure
with the washer and nut.
17. Refit the washer and drain plug.
18. Slide the synchroniser ring on to the output
shaft.
19. Using a new j oint fit the front casing assembly
to the rear casing assembly, securing the six spring
washers and nuts.
20. Fit a new felt washer into the cap nut and slide
the nut and washer on to the drive-shaft spline.
Slide the assembly sleeve on to the drive-shaft spline.
Page G.23
To Refit.
Refit the fan drive assembly to the vehicle by
reversing the removal procedure, noting the follow­
ing :
(a) If a replacement mounting bracket has been
fitted it may be necessary to vary the packing
pieces. These are placed between the engine
front mounting bracket and the fan mounting
bracket and their respective locations on the
chassis crossmember bracket. Add or remove
the packing pieces as necessary to obtain the
correct alignment between the crankshaft pulley
and the fan bearing assembly. The packing
pieces are available in two thicknesses of
0 ·064 in. ( 1 ·63 mm.) and 0 · 1 28 in. (3 ·25 mm.)
for both the engine and fan mounting brackets.
(b) Screw the cap nut and felt washer on to the
assembly sleeve.
(c) The above paras. (a) and (b) also apply when a
replacement engine has been fitted.
Page G.24

SERVICE DATA
Note :-This page is provided for recording references to Service
Data Bulletins applicable to the preceding Section

SERVICE DATA WORKSHOP MANUAL

DATE
I SHEET NO. VOLUME NO. PAGE REF. SUBJECT

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--

--

--

--

--

=
--

I
 �· '

Pag� I.f.t

LUBRICATING SYSTEM
SECTION H

INDEX
Page Page

DESCRI PTION AND 0PERATIO H.3 LUBRICATING OIL PUM P H.8

To Remove H.8
To Dismantle H.8
LUBRICATING OIL FILTER FOR ALL DIESEL Inspection and Overhaul H.9
ENGINES H.4 To Re-assemble H.lO
To Renew Filter Element H.4 To Refit H. l l
To Remove and Dismantle the Oil Filter H.5
Inspection and Overhaul H.6 SUMP H. l l
To Re-assemble and Refit H . 6 and H.7 T o Remove H. l l
Inspection and Overhaul H. l l
To Refit . . H. l l
OIL PUMP DRIVI G CHAI H.7
To Adj ust H.7
SUMP OIL STRAINER H. l l
To Remove H.8
To Remove and Dismantle H. l l
Inspection H.8
Inspection and Overhaul H. l l
To Refit . . H.8
To Re-assemble and Refit H. l l

OIL Pu u> DRIVI;-;<G SPROCKET H.8 SERVICE DATA H.12

}
'-"..
 FEED TO INJECTION FUEL LIFT PUMP 3 D 215 A N D 3 D B 2 1 5 3DA 199
F E E D TO BLOWER PUMP D R I V E CAM BUSH DIESEL DIESEL F E E D TO BLOWER
DRIVE ASSEMBLY ASSEMBLY ENGINES ENGINES D R IVE GEARS

I
I
I

OIL COOLER FOR FILTER HEAD OIL F E E D TO O I L COOLER

3DA 1 99 DIESEL E N G I N E S FOR 3 D 1 99 FILTER BLOWER FRONT FOR 3 D 2 1 5
D I E S E L E N G I N ES BALL BEAR I N G AND 3DB 2 1 5
JOURNALS D I E S E L E N G I N ES

/ Fig. H . l . Diagrammatic layout of lubricating system


LUBRICATING SYSTEM
DESCRIPTION AND OPERATION
The spur gear type pump, which provides the
pressure required to supply a constant flow of
lubricant to all engine working parts is mounted
by setscrews to the front main bearing cap, and by
studs and nuts to the front intermediate main
bearing cap. The pump is driven off a sprocket
keyed to the front of the crankshaft by means of a
chain, of the simple, endless type.
Lubricating oil is drawn from the sump through
the wire gauze oil strainer .to the p ump inlet,
i.e. suction side of the pump. The oil strainer is
supported on the surface of the oil and prevents
circulation of the sludge, by drawing up the cleaner
oil from the surface, whereas any sludge sinks to
the bottom of the sump.
From the pump outlet, i.e. pressure side of the
pump, oil is taken to a drilling in the front, exhaust
side of the crankcase by pipes, and from this drilling
passes through a bracket to the AC-Delco oil filter
mounted on the front of the engine.
On the 3DA 1 99, 3D 2 1 5 and 3DB 2 1 5 Diesel
engines the oil filter bracket incorporates an oil
cooler. The filter is of the full flow type and
comprises a metal casing, carrying a renewable
element, and is secured to the oil cooling filter head,
which in turn is secured to the crankcase front face,
with a j oint interposing the oil cooling filter head
and the crankcase.
The filter being of the full flow type, all oil must
flow through it before passing through to the oil
cooler and into the main oil gallery.
On being filtered, the oil passes through to the oil
cooling filter head and circulates round the outside
of the oil cooler stack, fitted inside the oil cooling
filter head. From the oil cooler stack chamber a
further drilling through the oil cooling filter head
carries the oil out to the main oil gallery.
Incorporated in the oil cooling filter head is a
non-adjustable by-pass valve, which operates at a
pressure difference of 1 3/ 1 7 lb. sq. i n . (0 ·9 1 / 1 · 20
kg. sq. cm.). The by-pass valve only comes into
operation when the filter element has been so neg­
lected that it becomes choked with foreign matter,
under which condition the by-pass valve opens
allowing an uninterrupted flow of unfiltered
Page H.3
lubricant to the main oil gallery, thus the utmost
importance is attached to the proper servicing of the
lubricating oil filter at the recommended periods.
Also incorporated in the oil cooling filter head is the
electrically operated oil pressure switch .
On the 3D 1 99 Diesel engine a non-adjustable
engine oil pressure relief valve is also incoporated
in the oil filter head. This is set to operate at
55/65 lb. sq. in. (3 · 87/4 · 57 kg. sq. cm .).
On the 3DA 1 99, 3D 2 1 5 and 3DB 2 1 5 Diesel
engines the oil pressure relief valve is accom­
modated in a housing secured to the engi ne oil
pump, the housing replacing the end cover plate
fitted to the 3D 1 99 Diesel engine.
After being filtered and cooled, the oil flows out
to the main oil gallery, which traverses the length
of the crankcase on the exhaust side, supplying
lubricating oil to the subsidiary galleries, as follows :
1 . At the rear of the crankcase the main oil gallery
supplies oil to the horizontal drilling running the
full width of the crankcase and this drilling in turn
feeds oil to the following :
(a) Rear Main Bearing. The rear main bearing i s
fed with oil, via a vertical drilling, t o a machined
groove forming an annulus around the outside
of the two main bearing shell halves. The
groove being cut in the crankcase (top) support
and the cap (bottom) support, in which the
bearing shells seat. Each bearing shell con­
tains two drilled holes, by which lubricant i s
transferred t o an inner annulus formed around
the internal diameter of the bearing shells and
from this point oil is distributed to the bearing
surfaces of the rear main bearing and crank­
shaft main journal.
The two intermediate main bearings and the
front main bearing are fed with lubricating oil
in a similar manner, the intermediate main
bearings from the through bolt holes (see para.
2), and the front main bearing from the hori­
zontal drilling in the front of the crankcase [see
para. 3 (b)].
Lubricating oil is taken to the connecting rod
big end bearings by means of internal crankshaft
drillings connecting the main bearing j ournals
with the big end j ournals, thus permitting the
 LUBRICATING SYSTEM
flow of oil from tht- main bearing for the pur­
pose of lubricat;ng the connecting rod big end
• bearings.
• (b; .:<.ocker Shaft Assembly-Air Side. On the
3 D 1 99 engine a hollow dowel fitted to the rear
crankcase register passes lubricating oil into the
hollow rocker shaft. On the 3DA 1 99, 3D 2 1 5
and 3DB 2 1 5 Diesel engines the lubricating oil
passes through a drilling adjacent to the
locating dowel fitted to the front crankcase
register, and into the hollow rocker shaft via a
drilling in the cylindrical pad, and end saddles.
The oil is then fed to the rocker lever centre
bushes and through drillings in the rocker lever
to the top and bottom bushes. From the top
bush oil passes into the piston rod pin, which is
sealed at both ends. A hole in one end of the
pin lines up with a drilling in the piston rod
and this supplies lubricating oil to the piston
rod bush and gudgeon pin. The 3DA 1 99,
3 D 2 1 5 and 3DB 2 1 5 D iesel engines have small
holes drilled in the top of the piston rods which
allows oil to flow from the annular groove i n
the top eye of t h e piston rod, which in turn
sprays lubricating oil on to the underside of the
piston head for c o oling purposes.
(c) Timing Gear Assembly. From the exhaust
(right-hand) side of the horizontal drilling,
i.e. the rear end of the main gallery, a pipe
supplies lubricating oil to the crankshaft gear
wheel drip feed, and to the idler gear carrier
plate. This in turn lubricates the two hubs on
which the bushes of the two idler gears operate.
A further lubricating pipe from the top of the
carrier plate supplies lubricant to the fuel pump
drive shaft bearings, in the end cover and in
the fuel pump bracket.
(d) Blower Drive Assembly. The bore for the
blower drive housing intersects the horizontal
drilling (extreme left-hand end), thus oil flows
around an annular groove cast in the housing
and through drillings to lubricate the bushes.
2. The through bolt holes i n the crankcase inter­
sect the main oil gallery, and vertical drillings from
the e holes supply oil to the intermediate main
bearings where the oil is circulated in the bearing
in the same way as for the rear main bearing [see
para. 1 (a)].
3. A horizontal drilling at the front of the
crankcase, similar to the one at the rear, supplies
lubricating oil to the following :
(a) Rocker Shaft Assembly-Exhaust Side. A
hollow dowel fitted to the front crankcase
register passes lubricating oil into the hollow
rocker shaft and then it is distributed in the
same way as the air side [see para. 1 (b) ] .
(b) Front Main Bearing. The front main bearing
is fed with oil via a vertical drilling and circu­
lated in the bearing in the same way as the rear
main bearing [see para. 1 (a)].
(c) Blower Unit. A bleed (metering) hole in the
engine front cover controls the lubricating oil
supply from the reservoir at the rear of the cover,
to the front pair of rotor bearings, via a small
gallery running internally along one side of the
blower casing. Oil from these bearings is
returned to the crankcase by a similar, but
larger gallery along the opposite side of the
blower casing.
A further drilling through a rear web of the
front cover from the reservoir, forms a weir
supplying lubricating oil over the gears and
ultimately to a well, into which the two blower
gears also dip. The level of the oil in the well
is controlled by a dividing wall, which separates
the well from the crankcase, excess oil being
discharged into the crankcase sump. Lubri­
cating oil from the well also lubricates the rear
pair of rotor bearings.
An electrically-operated pressure switch is
fitted to the filter bracket, and works in con­
junction with an oil warning light on the
i nstrument facia panel.
LUBRICATING OIL FILTER
FOR ALL DIESEL ENGINES
To Renew Filter Element.
An element change can be carried out without
removing the complete oil filter assembly from the
engine. The frequency at which the filter element
should be renewed, depends largely upon engine
condition, a good guide to the condition of the
engine oil being furnished by the appearance of oil
adhering to the dipstick. While moderate dis­
colouration i s permissible, any evidence of sludge is
an indication that the element requires renewal.
 LUBRICATING SYSTEM

Under normal conditions, renew the filter element
every 8,000 miles ( 1 2,000 km .), by carrying out the
operations as detailed under "To Remove and
Dismantle".
To Remove and Dismantle the Oil Filter for the
3D 199 Diesel Engine.
1. Remove the oil filter as a complete assembly
after removing the nuts securing the filter head to its
bracket. A joint being fitted between these two
components.
8. The seat of the engh.c relief valve is of steel
and can be removed by unscre .ving from the filter
head through the valve plug hole. Do _not disturb
the seat unless it is for replacement purposes.
'-'4
9. Remove from the centre bolt assembly, the
element centraliser, which is a spring steel plate
that nips on the bolt.
10. Remove the centre bolt from the casing, when
the lower element support and retaining spring will
drop away from inside the casing. The lower
element support provides a seating for the lower
end seal on the element.

2. Release the oil pressure electrical connection

from the filter head bracket. The filter bracket
can be removed, after the nuts securing it to the
OIL
crankcase have been withdrawn, noting the joint P R E SS U R E
SWITCH
positioned on the cran kcase seating face. OIL
COO L E R

3. Unscrew the centre or through bolt at tqe base

of the element casing, then separate the ' casing
from the fil ter head .
._,..At�', V A L V E
BY-PASS
F I LT E R
H EA D
4. Lift away the filter element and empty from
the casing any remaining oil.
SEAL
5. Remove and discard the casing gasket from
the groove in the filter head, a new gasket being F I LT E R
ELEMENT
supplied with each new element pack.
Note : If it i s desired only to change the filter
element, thoroughly wash out the element
casing in clean paraffin and drain. Insert
into the casing the new element. Refit the
element casing to the filter head, using a new
casing gasket fitted to the appropriate groove
in the filter head. Tighten the centre bolt.
Once the engine has been run, give the oil
time to return to the sump and then check the
oil level. Top up to the correct level on the
dipstick. C E NT R E
�gt� ______ _,
Fl
P. 876.
6. The pressed steel retainer i n the centre of the
(Illustration of 3 DA 1 99 o i l cooler)
filter head is staked in position and should not be
Fig. H.2. Renewing the oil filter element
removed unless damaged. This retainer provides
a seating for the upper end seal on the element.
To Remove and Dismantle the Oil Filter for the
3DA 199, 3D 215 and 3DB 215 Diesel Engines.
7. Remove the valve plugs from the filter head
and shake out the engine relief valve and by-pass 1. Unscrew the centre or through bolt at the base
valve springs and the steel balls, noting the different of the element casing, then separate the casing
stze. The by-pass valve ball being the larger. from the oil cooling filter head (see Fig. H.2) .
Page H.6 LUBRICATING SYSTEM
2. Lift away the fi!�er· element and empty from
the casing any oil remaining.
3. R emove and discard the casing gasket from its
grc .:>ve in the oil cooling filter head, a new gasket
0eing supplied with each element pack .
Note : If it is desired only to change the filter
element, thoroughly wash out the element
casing in clean paraffin and drain. I nsert
into the casing the new element. Refit the
element casing to thf' oil cooling filter head,
using a new casing gasket fitted to the
appropriate groove in the oil cooling filter
head. Tighten the centre bolt. Once the
engine has been run, give the oil time to
return to the sump and then check the oil
level. Top up to the correct level on the
dipstick .
4. Remove from the centre bolt assembly, the
element centraliser, which is a spring steel plate
that nips on the bolt.
5. Remove the centre bolt from the casing, when
the lower element support and retaining spring will
drop away from inside the casing. The lower
element support provides a seating for the lower
end seal on the element.
6. Remove the by-pass valve plug from the oil
cooling filter head, and extract the by-pass valve
spring and steel ball.
7. A steel retainer which provides a seating for
the upper end seal on the element is pressed into
the centre of the oil cooling filter head and should
not be removed unless damaged .
8. Should it be found necessary to remove the oil
cooling filter head on 3DA 1 99, 3D 2 1 5 and
3 D B 2 1 5 Diesel engines refer to heading "COOL­
ING SYSTEM" .
Inspection and Overhaul.
1. Renew the element. The seals at each end
are not renewable separately, but are part of the
element assembly. The casing gasket, which seats
in the groove around the edge of the filter head, is
supplied with the replacement element pack .
2. Inspect the gasket seated in the recess on the
centre bolt head, also the two valve plug gaskets,
and renew if deteriorated in any way.
3. Thoroughly wash all metal parts in clean
paraffin and blow through the filter head with
compressed air, to ensure all foreign matter is
removed, especially from the valve seats.
4. On the 30 1 99 Diesel engine both the by-pass
valve and the relief valve can be checked for spring
deterioration and ball pitting, as they are both
situated on the lubricating filter head. Renewing
any components that show wear.
On the 3DA 1 99, 3D 2 1 5 and 3DB 2 1 5 Diesel
engines the relief valve is situated on the lubricating
oil pump, as described under the heading
"LUBRICAT I NG OIL PUMP" .
5. Inspect the valve seats in the filter head . T f the
by-pass valve seat shows signs of excessive pitting
or wear on the section contacted by the ball, renew
the filter head. The engine relief valve seat, on
3D 1 99 Diesel engine, i s detachable from the head
and should wear exist on the seating area the valve
should be renewed. Access is obtained through
the relief valve plug hole, for unscrewing and
replacing the valve seat. Before removing, how­
ever, break the peening on the threaded end of
the valve seat otherwise a damaged thread will most
certainly result in the filter head. When refitting
ensure the valve seat is screwed down firmly against
the shoulder in the filter head, and the threaded
end of the valve is peened into the local metal of
the filter head, to secure.
6. Check the springs for weakness and the balls for
pitting, replacing any component(s) that show
wear.
To Re-assemble and Refit the 3D 199 Oil Filter Head.
1. Fit the balls and springs of the two valves to
the filter head and secure with the plugs, observing
the following :
(a) The engine relief valve i s set at an angle, whilst
the by-pass valve is in a vertical position.
(b) The engine relief valve ball [0·5 in. ( 1 2 · 70 mm.)
diameter] is the smaller of the two, whilst the
by-pass valve ball [ 0 · 5625 in. ( 1 4 ·29 mm.)
diameter] is the larger.
(c) Ensure that the strongest spring is fitted to the
engine relief valve.
 LUBRICATING SYSTEM
2. Fit the centre bolt to the casing, ensuring the
small gasket is positioned in the recess at the bolt
head . Slide on to the centre bolt the spring and
the lower element support , and slide the element
centraliser over the bolt, until approximately 1 in.
(25 -4 mm .), below . the threaded end of the centre
bolt.
3. Insert the filter element, seating it on to the
lower element support.
4. Fit the casing gasket to the groove in the outer
periphery of the filter head.
5. Fit the casing assembly to the filter head and
secure with the centre bolt, noting that the casing
seats squarely on the gasket in the filter head.
6. Ensure the crankcase face and the corres­
ponding face on the filter bracket are perfectly
clean , then fit the bracket with a new j oint and
secure with the nuts. Reconnect the oil pressure
connection .
7. Fit the filter head to its bracket with a new joint,
ensuring the largest hole i n the joint is adjacent to
the engine relief valve side of the head. Tighten
the securing nuts.
8. Start the engine, check the oil pressure, and the
filter for leaks.
9. Allow time for the oil to circulate, stop the
engine, give the oil time to drain back into the
sump and check the oil level. Top up to the
correct level on the dipstick.
To Re-assemble and To Refit the 3DA 199, 3D 215
and 3DB 215 Diesel Engines Filter Head
1. Fit the ball, followed by the spring of the by­
pass valve, into the oil cooling filter head and
secure with the plug, noting that the valve plug
gasket is in position .
2. Fit the centre bolt to the casing, ensuring the
small gasket is positioned i n the recess at the bolt
head. Slide on to the centre bolt the spring and
the lower element support, and slide the element
centraliser over the bolt, until approximately
0 · 2 5 in. (6 · 3 5 mm .) below the threaded end of the
centre bolt.
Page H.7
\ -�
3. Insert the filter element,<, seating it on to the ,
lower element support. -.
4. Fit the casing gasket to the groove in tite . G wter
periphery of the oil cooling filter head. ·· · , · •
�
5. Fit the casing assembly to the oil cooling filter
head and secure with the centre bolt, tightening to
a torque of 10 lb. ft. ( I · 383 kg. m.) and noting that
the casing seats squarely on the gasket in the
filter head .
6. Where removed, fit the oil cooling filter head to
the crankcase (see "COOLING SYSTEM").
7. Start the engine, check the oil pressure warning
light, and the filter for leaks.
8. Allow time for the oil to circulate, stop the
engine, give the oil time to drain back into the
sump and check the oil level. Top up to the
correct level on the dipstick.
OIL PUMP DRIVING CHAIN
To Adjust.
To adj ust the oil pump driving chain, which is of
the simplex, endless type, necessitates the lowering
of the oil pump to enable shims to be inserted
between the pump body and the main bearing caps.
Proceed as follows :
1. Drain the oil and remove the sump.
2. Remove the exhaust side cover (see "ENGINE
SECTION").
3. Remove the upper half of the oil pipe assembly
(pump to the crankcase). Loosen the lower half
at the pump, if necessary.
4. Adj ust the drivi ng chain by adding or sub­
tracting shims, obtainable in thicknesses of 0 ·005 in.
0 · 0 1 0 in. and 0 · 0 1 5 in. (0 · 1 27, 0 ·254, 0 - 48 1 mm.),
and fitting between the pump body and the main
bearing caps, until the chain contains 0 · 1 87 5 in.
(4 ·76 mm.) total play at the mid-point of its vertical
run between the two sprockets. Ensure that an
equal thickness of shims are fitted between the
pump body and each bearing cap.
5. Complete the operation by refitting the com­
ponents removed in paras. ( 1 ), (2) and (3) above,
fitting new j oints, where necessary.
 Page H.8 LUBRICATING SYSTEM

To Remove. 3. Remove the oil pipe assemblies between the oil

pump and crankcase, by disconnecting the oil pipe
The engine fro�t cover and the oil pump assembly
' at the pump end and withdrawing the two setscrews
must first be' removed to facilitate the removal of
securing the pipe flange to the crankcase.
the pump driving chain. Proceed as follows :

1. Remove the oil pump assembly (see "LUBRI­ 4. Remove the nuts and washers from the studs
CATING OIL PUMP") . securing the pump body to the front intermediate
main bearing cap and the setscrews and washers
securing the mounting feet of the pump to the front
2. Remove the engine front cover (see "ENGINE
main bearing cap.
SECTION") .
5. Lower the oil pump assembly and manipulate
3. Lift the chain off and away from the crankshaft the chain off the pump sprocket, at the same time
sprocket. collecting the shims situated between the pump and
the main bearing caps, noting the thickness of
shims for use when refitting the pump.
Inspection.
2 4

The chain should be cleaned and very thoroughly

examined for signs of wear and damage to the
rollers, rivet pins and side plates. If any of these
faults are evident or the chain is badly stretched it
should be renewed.

·
To Refit.
To re'li,t. the pump driving chain reverse the
removal procedure, adjusting the chain as previously
detailed.

OIL PUMP DRIVING SPROCKET

1 . This sprocket is keyed to the front of the crank­

shaft and to obtain access for removal purposes the
following components will have to be removed :

(a) The lubricating oil pump.

7 6
(b) The engine front cover (see "ENGINE SEC­
TION"), when the pump driving chain may be I OIL P U M P BODY 5 R E L I E F VALVE S P R I N G
2 KEY 6 PLUG
lifted clear of the pump drive sprocket. 3 R E L I E F VALVE H O U S I N G 7 DRIVE GEAR
4 BALL

Fig. H.3. O i l pump arrangement

2. Complete the operation by withdrawing the
.- , . sprocket from the crank shaft.
. .l1 .
To Dismantle.
1 . Remove the setscrew securing the oil strainer
LUBRICATING OIL PUMP to the pump body, then withdraw the filter.
To Remove.
2. It will be noted that on the 3DA 1 99, 3D 2 1 5
1. Drain the oil and remove the sump. and 3DB 2 1 5 Diesel engines, the end cover incor­
porates the relief valve as shown in Fig. H . 3 .
2. Remove the side cover assembly on the exhaust Remove the end cover plate setscrews, and with­
side of the engine see heading "SIDE COVER" . draw the end cover plate and joint.
 LUBRICATING SYSTEM Page H.9
DRIVE S C R E W E D L E G S A N D T H R UST
SPROCKET PAD TOO L R . G . I SS- I 3. Shake out the idler gear.

4. Employing a suitable withdrawal tc0l (Churchill

Tool No. 55 with the screwed legs R . G. 1 55-1 )
remove the oil pump drive sprocket (see Fig. H.4).

Inspection and Overhaul.

1. Check the teeth of the drive sprocket for wear or
damage and renew if excessive.

2. With the driving shaft assembly, idler gear and

pin in position in the pump housing, check the
clearance between the gears and the pump body .
The correct clearance is 0 ·0028 in. (0 ·07 mm.) (see
Fig. H . 6) .

3. Measure the backlash between the driving and

TOOL N O . I SS
idler gears ; if in excess of 0 ·0 1 8 i n . (0 -47 mm.) it is
Fig. H.4. Removing the pump drive sprocket advisable to fit new gears. The driving gear is case

1 27

1 37

I 17

1 35

1 36
I IS 1 34
1 33

L.744.
1 18

1 30

O I L P U M P DETA I LS F O R A L L E N G I N ES

I IS BODY 1 29 SHIM 1 47 F LA N G E
I 16 D R I V I N G S H A FT 1 30 DRIVING CHAIN 1 48 "0" RING
I 17 DRIVING WHEEL 131 O I L STRA I N E R
I 18 S P R O C K ET 1 32 S U CT I O N P I P E JD 1 99 & J D A 1 99 D I E S E L E N G I N E S
1 19 KEY 1 33 JOINT 1 49 OIL PIPE
1 20 I D L E R S H A FT 1 34 SEALING RING I SO U N IO N N UT
121 IDLER WHEEL 1 37 B RAC K ET ISI N IPPLE
1 22 H O U S I N G-R E L I E F VALVE 1 42 ELBOW I S2 O I L PIPE
1 23 PLUG 1 43 J O I NT
1 24 BALL 1 44 O I L PIPE
1 25 SPRING 1 4S R ETAI N I N 3 D 1 99 D I E S E L E N G I N E S
-- G JIJ UT
1 26 JOINT 1 46 OLIVE I S3 C O V E R P LATE

'fig. H.S. Lubricating oil pump details

 Page H. lO LUBRICATING SYSTEM

hardened, whilst the idler gear is not. Minimum (c) Examine the spring for weakness and the ball
backlash permissible is 0 · 0 1 0 in . (0 ·25 mm .). for pitting replacing as necessary.

(d) On refitting the housing, ensure that the joint

4: The required end float between the pump gears
interposes the face of the housing and the pump
and top cover is 0 ·00 1 2/0 ·0037 in. (0 ·03/0 ·09 mm.)
body, and that the housing is fitted with the
and in obtaining this, consideration must be given
relief valve plug facing downwards.
to the fact that the top cover joint is 0·004 in.
(0 · 1 0 mm.) thick when in its fitted, compressed
state. The following check should be made : 6. If the oil strainer is punctured or damaged in
(a) Place a small straight edge across the ends of the any way it should be renewed. Wash thoroughly
g�rs and measure the clearance between the in paraffin to remove all traces of dirt from the
pump �body and the straight edge. wire mesh. Blow through with compressed air to
clear any obstruction in the wire mesh.
(b) This dimension must not exceed 0 ·0028 in.
(O ·Q7 mm.) otherwise insufficient clearance will
be obtained when the cover plate and joint
washer are subsequently fitted (see Fig. H.6).
To Re-assemble. •

1. Press the idler gear pin into position. The end

5. It will be noted that on the 3DA 1 99, 3D 2 1 5
and 3DB 2 1 5 Diesel engines the end cover incor�
porates the relief valve. Check the end cover for
di �ortion or wear. The inner face of the cover
must be carefully inspected to ensure it is free from
burrs.
(a) Remove the plug, spring and ball from the
housing .
of the pin must be 0 ·020 in. (0 · 5 1 min.) below the
end face of the pump body (see Fig. H . 6).
2. Fit the driving gear key to the pump drive shaft,
then press on the driving gear. The gear must
stand 0 · 050 in. ( 1 ·27 mm.) above the end of the
shaft (see Fig. H . 6) .

. (b) Inspect the valve seat for signs of excessive

pitting o r wear on the section contacted by the 3 . Fit the driving shaft assembly t o the pump
ball an<\. where these conditions are in evid ence, body, then fit the Woodruff key to the drive end of
the housing should be renewed . the shaft.

0 ·050 i n . ( 1 ·27 m m . )
D R I V I N G W H E E L TO STA N D P I N TO BE P R E S S E D I N

0 · 020 i n . (0·5 1 m m . )
TO G I V E T H I S D I M E N S I O N
ABOVE T H E D R I V I N G S H A FT

mm. )
IS 0 ·0028 i n . ( 0 · 0 7 m m . )
T H I S C LE A R A N C E M UST N OT E X C E E D 0 ·0028 i n . (0·07 C O R R ECT C L E A R A N C E
BETW E E N BODY A N D E N D FAC E OF G E A R S .

Fig. H.6. Clearances to observe when re-assembling the oil pump

 LUBRICATING SYSTEM Page H.ll

4. With the driving gear end of the shaft supported 2. Secure the joint to the sump with a suitable
press on the drive sprocket until a clearance of jointing compound, but use grease on the crankcase.
0 · 0 1 0 in. (0 ·25 mm.) is obtained between the hub of
drive sprocket and the end of the pump body (see
Fig. H . 7) . SUMP OIL STRAINER

5 . Replace the e n d cover with a new joint and The sump oil strainer is attached to the flange of
secure with setscrews. the suction pipe assembly by two nuts and spring
washers, with a joint interposing the two faces.
6. Refit the oil strainer securing with a setscrew. The suction pipe assembly complete with oil
strainer is fitted to the engine oil pump connection
and sealed by means of an "0" ring. A bracket
..
attached to No. 2 crankshaft main bearing cap by
two screws and spring washers and to the lug on
the oil suction pipe assembly by a screw, a plain
and spring washer, supports the oil filter in position
(see Fig. H . 5) .

T o Remove and Dismantle.

1. Remove the sump a s indicated in this section.

5 5 75 2. Remove the screw and washers securing the oil

A C L E A R A N C E O F 0 ·0 1 0 i n . (0·25 m m .) TO EXIST suction pipe assembly to the bracket and withdraw ·'F-
BETW E E N S P RO C K E T HUB AND BODY
the oil suction pipe assembly from the oil pump.
Fig. H.7. Fitting oil pump drive sprocket

3. Remove the two nuts and washers securing the

oil filter to the oil suction pipe and remove the
To Refit. oil strainer.
To refit the pump, reverse the removal procedure,
adjusting the pump driving chain by means of the
Inspection and Overhaul.
shims between the pump body and the main bearing
caps, as detailed in this section. 1. Wash the oil strainer in paraffin and allow to
dry thoroughly. Blow through with compressed
air to clear any obstruction in the wire mesh.. If the
filter shows any sign of breaking down, it must be
SUMP
renewed.
:.o Remove.
Remove the securing screws and nuts from round 2. Remove any foreign matter from the suction
the sump and withdraw the sump. pipe by blowing through with compressed air .

Inspection and Overhaul. 3. Ensure that the " 0 " ring is in good condition
Remove the front and rear baffle plates and clean and provides an airtight connection between the
thoroughly. Wash the sump thoroughly in paraffin engine oil pump and suction pipe, renewing the
and inspect for splits. "0" ring if this condition is not observed.

4. Check the security of the bracket to the No . 2

To Refit.
crankshaft main bearing cap.
Carry out this operation by reversing the removal
procedure, observing the following :
To Re-assemble and Refit.
1 . To assist in refitting the sump, screw two studs To re-assemble and to refit, reverse the removal
into either side of the crankcase at opposite ends, procedure, renewing the joint between the oil
these will serve as guides. suction pipe flange and the oil strainer.
 Page H.12

SERVICE DATA ....;.. -

Note :-This page is provided for recording references to Service

Data Bulletins applicable to the preceding Section

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SERVICE DATA WORKSHOP MANUAL

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