Professional Documents
Culture Documents
TSD3245E2
TSD3245E2
WORKSHOP MANUAL
This document has been printed from SPI². Not for Resale
2
This document has been printed from SPI². Not for Resale
Contents
10 General information
Introduction ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 11
New 2000 Series engines . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 11
Cylinder bore identification . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 11
Engine identification . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 12
General safety precautions .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 13
Safety . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 14
Engine lift equipment ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 14
Asbestos joints . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 14
Dangers from used engine oils ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 15
Environmental protection ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 15
Viton seals . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 15
Practical information ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 16
11 Specifications
Basic engine data . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 19
Recommended specific applied torques ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 22
Recommended nominal applied torques ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 24
This document has been printed from SPI². Not for Resale
12 Cylinder head assembly
Rocker cover
12-1 To remove and to fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 25
Rocker assembly
12-2 To remove and to fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 26
Tappet clearances
12-3 To check and to adjust ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 27
Cylinder head
12-4 To remove and to fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 28
12-5 Procedure for retightening of the cylinder head bolts ... ... ... ... ... ... ... ... ... ... ... 31
12-6 To dismantle and to assemble ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 32
12-7 To clean and to inspect the cylinder head . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 34
12-8 To renew a valve spring with the cylinder head installed ... ... ... ... ... ... ... ... ... ... 34
12-9 To correct a valve seat .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 35
12-10 To remove a valve seat insert .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 36
12-11 To fit a valve seat insert ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 36
12-12 To inspect the valve guides . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 37
12-13 To renew a valve guide ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 37
Push rods
12-17 To remove and to fit . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 41
12-18 To inspect ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 41
Fits and clearances - Rocker assemblies ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 42
Fits and clearances - Cylinder heads and valve assemblies ... ... ... ... ... ... ... ... ... 43
This document has been printed from SPI². Not for Resale
Piston and rings
13-3 To inspect .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 50
Connecting rod
13-4 To inspect .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 50
Fits and clearances ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 52
14 Crankshaft assembly
General description .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 57
Crankshaft
14-6 To remove and to fit .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 63
14-7 To inspect .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 64
Fits and clearances ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 65
Wheelcase
15-1 To remove and to fit .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 68
Backplate
15-2 To remove and to fit .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 68
This document has been printed from SPI². Not for Resale
Camshaft gear - bolt-on type
15-3 To remove and to fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 71
Idler gear
15-6 To remove and to fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 74
15-7 To set the gear backlash ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 75
Fits and clearances ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 77
Crankcase
16-1 To fit to and to remove from a build stand . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 80
16-2 To dismantle and to assemble ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 81
16-3 To inspect .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 90
Cylinder liners
16-4 To remove and to fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 91
16-5 To clean and to inspect .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 92
Cam followers
16-6 To remove and to fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 93
Camshaft
16-7 To remove and to fit - bolt-on type . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 94
16-8 To remove and to fit - integral type ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 95
16-9 To inspect .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 96
Fits and clearances ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 97
17 Engine timing
Valve timing
17-1 To check ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 99
This document has been printed from SPI². Not for Resale
18 Aspiration system
General description .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 103
Aspiration system maintenance .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 103
Turbocharger
18-1 To remove and to fit .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 105
18-2 How to check the waste-gate ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 105
Turbocharger: OE50674
18-5 To dismantle and to assemble .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 109
18-6 To clean and to inspect . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 111
Inlet manifold
18-9 To remove and to fit .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 115
Exhaust manifold
18-10 To remove and to fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 115
19 Lubrication system
General description .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 117
By-pass filter/separator
19-2 To renew the canisters .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 121
Sump
19-3 To remove and to fit .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 122
Sump drain plugs .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 123
This document has been printed from SPI². Not for Resale
Oil pressure relief valve
19-7 To dismantle and to assemble ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 126
19-8 To inspect .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 126
20 Fuel system
General description ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 128
Overhaul instructions ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 128
Fuel injectors
20-1 To remove and to fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 129
20-2 To dismantle and to assemble ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 131
20-3 To clean and to inspect .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 131
20-4 To set and to test ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 133
Fuel lift pumps ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 135
21 Cooling system
General description ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 143
Radiator
21-1 To remove and to fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 146
Fan
21-2 To remove and to fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 147
This document has been printed from SPI². Not for Resale
Fan drive belts
21-3 How to check the fan belts ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 148
21-4 How to adjust the tension of the fan belts . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 148
Coolant pump
21-5 To remove and to fit .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 149
21-6 To dismantle and to assemble .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 150
21-7 To inspect .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 153
Thermostat
21-8 How to check the operating temperatures ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 154
21-9 How to check the operating speed ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 155
Oil cooler
21-10 To dismantle and to assemble ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 156
21-11 To inspect ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 157
Flywheel
22-1 To remove and to fit .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 161
22-2 To inspect .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 161
Flywheel housing
22-3 To remove and to fit .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 162
23 Electrical equipment
General description .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 163
Alternator
23-2 To remove and to fit .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 166
Starter motor . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 167
23-3 To remove and to fit .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 167
23-4 To dismantle and to assemble the solenoid switch ... ... ... ... ... ... ... ... ... ... ... ... 167
23-5 To dismantle and to assemble the starter motor ... ... ... ... ... ... ... ... ... ... ... ... ... 169
23-6 To clean ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 171
23-7 To inspect and to correct ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 171
23-8 To test ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 172
23-9 To fit the main starter cables . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 172
This document has been printed from SPI². Not for Resale
Engine stop solenoid
23-10 How to adjust the linkage . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 173
24 Auxiliary equipment
Compressor
24-1 To remove and to fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 175
24-2 Compressor gear alignment .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 177
This document has been printed from SPI². Not for Resale
10
General information 10
Introduction
This workshop manual has been designed to provide If the specification of your engine is in doubt, contact
assistance in the service and the overhaul of 2000 your Perkins distributor.
Series engines. Most of the general information,
In this publication engines manufactured to the later
which is included in the User’s Handbook (sections 1
specification will be referred to as New 2000 series
to 9), has not been repeated in this Workshop Manual
engines.
and the two publications should be used together.
Read the ‘Safety precautions’ and remember them.
They are given for your protection and must be Cylinder bore identification
applied at all times.
The left and right sides of the engine are as seen from
To ensure that you use the correct information for the rear (flywheel) end.
your specific engine type, refer to ‘Engine
The numbers of the cylinders start from the front of
identification’ on page 12.
the crankcase.
Danger is indicated in the text by two methods:
Warning! This indicates that there is a possible
danger to the person.
Caution: This indicates that there is a possible
danger to the engine.
Note: Is used where the information is important, but
there is not a danger.
This document has been printed from SPI². Not for Resale
10
Engine identification
The engine number is stamped on the data plate
which is fastened to the left side of the crankcase.
For early engines, a typical engine number is:
8B13718U 66381T, which consists of these codes:
8B Engine family
13718 Engine number
U Country of manufacture
66381 Build line number
T Year of manufacture
Engines made after August 1994, have a new engine
number system. For these engines, a typical number
is: SGK 06 0024 U 2238 B, which consists of these
codes:
SG Engine application
K Engine type
06 Number of engine cylinders
0024 Engine specification number
U The country of manufacture
2238 Build line number
B Year of manufacture
Units such as the fuel injection pump and
turbochargers have their own data plates.
If you need parts, service or information for your
engine, you must give the complete engine number to
your Perkins distributor.
This document has been printed from SPI². Not for Resale
10
General safety precautions z Read and use the instructions relevant to lift
equipment which are given on page 14.
These safety precautions are important. z Always use a safety cage to protect the operator
Reference must also be made to the local regulations when a component is to be pressure tested in a
in the country of operation. tank of water. Fit safety wires to secure the plugs
z Only use these engines in the type of application which seal the hose connections of a component
for which they have been designed. which is to be pressure tested.
z Do not change the specification of the engine. z Do not allow compressed air to contact your skin.
If compressed air enters your skin, obtain medical
z Do not smoke when you put fuel in the tank.
help immediately.
z Clean away fuel which has been spilt. Material
z Turbochargers operate at a high speed and at
which has been contaminated by fuel must be
high temperatures. Keep fingers, tools and other
moved to a safe place.
items away from the inlet and outlet ports of the
z Do not put fuel in the tank while the engine runs turbocharger and prevent contact with hot
(unless it is absolutely necessary). surfaces.
z Do not clean, add lubricating oil, or adjust the z Diesel fuel and lubricating oil (especially used
engine while it runs (unless you have had the lubricating oil) can damage the skin of certain
correct training; even then extreme caution must persons. Protect your hands with gloves or a
be used to prevent injury). special solution to protect the skin.
z Do not make adjustments that you do not z Do not wear clothing which is contaminated by
understand. lubricating oil. Do not put material which is
z Ensure that the engine does not run in a location contaminated with oil into the pockets.
where it can cause a concentration of toxic z Discard used lubricating oil in a safe place to
emissions. prevent contamination.
z Other persons must be kept at a safe distance z Ensure that the control lever of the transmission
while the engine or equipment is in operation. drive is in the ‘out-of-drive’ position before the
z Do not permit loose clothing or long hair near engine is started.
moving parts. z The combustible material of some components of
z Keep away from moving parts during engine the engine (for example certain seals) can
operation. Warning! The fan cannot be seen become extremely dangerous if it is burned. Never
clearly while the engine runs. allow this burnt material to come into contact with
z Do not operate the engine if a safety guard has the skin or with the eyes.
been removed. z Fit only genuine Perkins parts.
z Do not remove the filler cap of the cooling system
while the engine is hot and while the coolant is
under pressure as dangerous hot coolant can be
discharged.
z Fuel and oil pipes MUST be inspected for cracks
or damage before they are fitted to the engine.
z Do not allow sparks or fire near the batteries
(especially when the batteries are on charge),
because the gases from the electrolyte are highly
flammable. The battery fluid is dangerous to the
skin and especially to the eyes.
z Disconnect the battery terminals before a repair is
made to the electrical system.
z Only one person must control the engine.
z Ensure that the engine is operated only from the
control panel or from the operator’s position.
z Be extremely careful if emergency repairs must be
made in adverse conditions.
z If your skin comes into contact with high pressure
fuel, obtain medical assistance immediately.
This document has been printed from SPI². Not for Resale
10
Safety
.
Asbestos joints
Some joints and gaskets contain compressed
asbestos fibres in a rubber compound or in a metal
outer cover. The ‘white’ asbestos (Chrysotile) which is
used is a safer type of asbestos and the danger of
damage to health is extremely small.
Contact with asbestos particles normally occurs at
joint edges or where a joint is damaged during
removal, or where a joint is removed by an abrasive
method.
To ensure that the risk is kept to a minimum, the
procedures given below must be followed when an
engine which has asbestos joints is dismantled or
assembled.
z Work in an area with good ventilation.
z Do NOT smoke.
z Use a hand scraper to remove the joints - do NOT
use a rotary wire brush.
z Ensure that the joint to be removed is wet with oil
or water to contain any loose particles.
z Spray all asbestos debris with water and place it in
a closed container which can be sealed for safe
disposal.
This document has been printed from SPI². Not for Resale
10
Dangers from used engine oils Viton seals
Prolonged and repeated contact with mineral oil will Some seals used in engines and in components fitted
result in the removal of natural oils from the skin, to engines are made from Viton.
leading to dryness, irritation and dermatitis. The oil
Viton is used by many manufacturers and is a safe
also contains potentially harmful contaminants which
material under normal conditions of operation.
may result in skin cancer.
If Viton is burned, a product of this burnt material is an
Adequate means of skin protection and washing
acid which is extremely dangerous. Never allow this
facilities should be readily available.
burnt material to come into contact with the skin or
The following is a list of ‘Health Protection with the eyes.
Precautions’, suggested to minimise the risk of
If it is necessary to come into contact with
contamination.
components which have been burnt, ensure that the
1 Avoid prolonged and repeated contact with used precautions which follow are used:
engine oils
z Ensure that the components have cooled.
2 Wear protective clothing, including impervious
z Use Neoprene gloves and discard the gloves
gloves where applicable.
safely after use.
3 Do not put oily rags into pockets.
z Wash the area with a calcium hydroxide solution
4 Avoid contaminating clothes, particularly and then with clean water.
underwear, with oil.
z Disposal of gloves and components which are
5 Overalls must be cleaned regularly. Discard contaminated, must be in accordance with local
unwashable clothing and oil impregnated footwear. regulations.
6 First aid treatment should be obtained immediately If there is contamination of the skin or eyes, wash the
for open cuts and wounds. affected area with a continuous supply of clean water
7 Apply barrier creams before each period of work to or with a calcium hydroxide solution for 15-60
aid the removal of mineral oil from the skin. minutes. Obtain immediate medical attention.
8 Wash with soap and hot water, or alternatively use
a skin cleanser and a nail brush, to ensure that all oil
is removed from the skin. Preparations containing
lanolin will help replace the natural skin oils which
have been removed.
9 Do NOT use petrol, kerosene, diesel fuel, gas oil,
thinners or solvents for washing the skin.
10 If a skin disorder appears, medical advice must be
taken.
11 Degrease components before handling if
practicable.
12 Where there is the possibility of a risk to the eyes,
goggles or a face shield should be worn. An eye wash
facility should be readily available.
Environmental protection
There is legislation to protect the environment from
the incorrect disposal of used lubricating oil. To
ensure that the environment is protected, consult your
Local Authority who can give advice.
This document has been printed from SPI². Not for Resale
10
Practical information Method of use
The components to be degreased must be lowered
To clean components
completely into the degreasing solution. Allow
It is important that the work area is kept clean and that enough time to elapse for the components to be
the components are protected from dirt and other thoroughly cleaned. Subsequently, the components
debris. Ensure that dirt does not contaminate the fuel must be thoroughly flushed in clean water. In use,
system. maintain a layer of water at least 76 mm (3 inches)
deep above the cleaning fluid to ensure that vapour
Before a component is removed from the engine,
and toxic gases are not released.
clean around the component and ensure that all
openings, disconnected hoses and pipes are sealed. Warning! Do NOT smoke near the container.
Protection for the eyes and for the skin must be used
Remove, clean and inspect each component
always during the use of these fluids, and the
carefully. If it is usable, put it in a clean dry place until
container must be in a place with good ventilation.
needed. Ball and roller bearings must be cleaned
thoroughly and inspected. If the bearings are usable, Oil seals
they must be flushed in low viscosity oil and protected
Apply petroleum jelly to oil seals before they are fitted,
with clean paper until needed.
and do not damage the lip of the seal on sharp edges.
Before the components are assembled, ensure that Unless other specifications apply, fit the seal with the
the area is as free from dust and dirt as possible. edge of the lip toward the bearing.
Inspect each component immediately before it is
Hose connections
fitted, wash all pipes and ports and pass dry
compressed air through them before connections are Do not use a screwdriver to remove hoses by force
made. because adaptors or pipe connections can be
damaged. Cut through the hose and then cut the ends
Use suitable gloves for protection when components
of the hose from the adaptor or pipe connection.
are degreased or cleaned with trichloroethylene,
white spirit, etc. Degreasing solutions which are When a new hose is fitted, a suitable rubber lubricant
basically trichloroethane are not recommended. can be used instead of antifreeze, water or french
chalk. Never lubricate a hose with oil or grease.
Suitable fluids to clean and to protect
components Gaskets, joints and ‘O’ rings
Warning! Full information for the use of all the Discard all used items if an engine or a component is
products listed below and for their safe disposal, and dismantled and fit only new and correct parts.
especially for the health and safety of the personnel
If a jointing compound is needed, ‘Hylomar PL 32’
who use them, will be found in the Manufacturer’s
jointing compound is recommended for use, but on
data.
metal joints ONLY. Only a thin application is needed,
Ardrox 667: Ardrox Limited, Brentford, an excessive quantity of compound can restrict the
Middlesex. flow of fluids in pipes and passages.
Maxan 774: Henkel Chemicals Limited, Caution: ‘Hylomar’ jointing compound must NOT be
Edgeware Road, London. used in contact with any fibre joints as the solvent
contained in ‘Hylomar’ can damage the joint material.
These products are basically methylene chloride and
are safe to use on most metals for the removal of Apply a small amount of a suitable lubricant to ‘O’ ring
carbon and to remove paint. They can damage rubber seals to prevent damage during assembly.
and most plastic materials.
This document has been printed from SPI². Not for Resale
10
Locking devices Checks for cracks
Split pins, locking plates and tab washers which have When possible, it is recommended that components
been used must be discarded. Stiffnuts can be used which are affected by high stresses, such as the
again only if they have not lost their grip and the crankshaft, the connecting rods, the gears and the
original torque is needed to turn them. cylinder liners, are tested for cracks during overhaul.
They should also be checked for cracks when they
There must be a minimum protrusion of one full
have been affected by an excessive load or impact.
thread of the bolt or stud through the stiffnut when it is
tightened fully. It is recommended that ferrous components are
tested by the electro-magnetic method if possible.
Discard all stiffnuts which have nylon or fibre inserts.
Portable electro-magnetic test equipment is available
Application of thread locking compounds from Radalloyd Limited, Oadby, Leicester.
Remove all oil, grease and dirt from engine parts Non-ferrous components can be tested by the use of
before thread locking compounds are applied to a dye penetrant process such as ‘Ardrox 996’,
them. Most thread locking compounds have a date by available from Ardrox Limited, Brentford, Middlesex.
which they must be used. Do not use any compounds The dye penetrant must conform to one of the
after their expiry date. standards listed below:
Fits and clearances MIL-STD 271-E
The dimensions given at the end of each section are MIL-L 25135
acceptable limits. The components which have B.S. 5750
measurements within these limits are acceptable for D.T.D. 929
a complete period of service.
Exchange units
Certain components which are worn by more than
these limits can be corrected in accordance with a It is recommended that unserviceable units are
Service Reclamation Scheme (SRS). Information returned, as complete as the new exchange unit, with
about the Service Reclamation Schemes is available covers fitted to all openings and the joint faces
from the Service Department at Perkins Engines protected. When necessary, protect the unit, both
Company Limited, Shrewsbury. inside and outside, from corrosion.
Special tools are available for specific jobs and should To ensure maximum reliability, fit only genuine
be used, where recommended, to save time and PERKINS parts supplied by the official distributor.
prevent damage to parts. These tools are listed in These parts are made to the latest specification and
section 25. have a guarantee for 12 months. The use of parts,
such as filter elements, which do not conform to
Applied torques PERKINS standards, may reduce the life of the
The specifications for applied torques, which are engine and can affect the warranty.
given in section 11, apply to certain bolts and nuts If you need parts, spares or information for your
where damage or failure can occur if they are engine, give the complete engine number to the
incorrectly tightened. official distributor.
Where joints are fitted, for example, between the
cylinder head and the crankcase, it is also important
that bolts and nuts are tightened evenly and
gradually, and in the correct sequence.
The torque wrenches listed below are suitable for the
requirements of the engine and are available from
Perkins Distributors.
Range Part number
8 to 54 Nm (6 to 40 lbf ft) 21825 846
30 to 150 Nm (20 to 110 lbf ft) 21825 991
70 to 310 Nm (50 to 230 lbf ft) 21825 992
This document has been printed from SPI². Not for Resale
This document has been printed from SPI². Not for Resale
11
Specifications 11
Engine
Number of cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Cylinder arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . In-line
Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Four stroke
Induction system
191 kW (256 bhp) to
272kW (365 bhp) versions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turbocharged
287 kW (385 bhp) to
368 kW (494 bhp) versions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turbocharged and charge cooled
Combustion system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Direct injection
Nominal bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130,17 mm (5.125 in)
Stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152,4 mm (6.00 in)
Cubic capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12,17 litres (742.64 in3)
Compression ratio
TAG1, 2, 3 and TWG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.9:1
TTAG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15:1
2006-12TA1, 2 and 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17.8:1
Firing order . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1, 4, 2, 6, 3, 5
No.1 cylinder is at the front (fan end)
Direction of rotation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Clockwise: view on front (fan end)
Tappet clearances (cold)
Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,25 mm (0.010 in)
Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,50 mm (0.020 in)
Injection timing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . As stamped on engine data plate
Dry weight of engine (approximate) . . . . . . . . . . . . . . . . . . . . . . Engine only: Typical electropak:
TG1, TG1A, TG2, TG2A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1118 kg (2465 lb) 1180 kg (2601 lb)
TAG, TAG2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1231 kg (2714 lb) 1365 kg (3009 lb)
TWG, TWG2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1138 kg (2509 lb) 1216 kg (2681 lb)
TTAG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1325 kg (2921 lb) 1459 kg (3217 lb)
Industrial Open Power Units:
12TA1, 12TA2, 12TA3 . . . . . . . . . . . . . . 1255 kg (2767 lb) - includes radiator, alternator and starter motor
This document has been printed from SPI². Not for Resale
11
Cooling system
Capacity of coolant system (engine only)
(does not include radiator) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24,4 litres (4.5 UK gallons)
Coolant system pressure . . . . . . . . . . . . . . . . . . . . . . . . . . Maximum 70 kN/m² (10 lbf/in²) to suit installation
Coolant pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Centrifugal, gear driven unit
Temperature (normal)
(At sea level). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78 to 95°C (172 to 203°F)
Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Triple element, wax capsule type with radiator by-pass
Fuel system
Type. . . . . . . . . . . . . . . . . . . . . . . . . Low pressure supply to injection pump with return of spill fuel to the tank
Fuel injection pump
165 kW (221 bhp) to . . . . . . . . . . . . . . . . . S3000 with 12mm lower helix elements (damper plates fitted to
257 kW (345 bhp) gross . . . . . . . . . . . . . variable speed engines over 300 bhp only). Boost control device
fitted to 300 bhp engines only. Automatic selection of excess fuel
and retarded timing for starting. The engine is retarded by 6°.
229 kW (307 bhp) to . . . . . . . . . . . . . . . . . . . S7100 with 12mm lower helix elements and snubber valves.
368 kW (494 bhp) gross . . . . . . . . . . . . . . . Boost control device fitted. Automatic selection of excess fuel
and retarded timing for starting. The engine is retarded by 6°.
Governor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . All speed, integral with fuel injection pump or electric
(depending on requirements)
Lift pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Single acting, with integral preliminary fuel filter
Fuel supply pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .103 to 207 kN/m² (15 to 30 lbf/in²)
Stop control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Electrical, 24 volt
Fuel injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Low spring type, opening pressure 240 bar
Main fuel filter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Single screw-on type canister
Lubrication system
Type. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wet sump
Capacity of lubricating oil sump
Max. mark on dipstick. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 litres (5.5 UK gallons)
Max. mark on dipstick - composite sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 litres (7.9 UK gallons)
Lubricating oil pressure
Normal load conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .350 to 480 kN/m² (50 to 70 lbf/in²)
Minimum at rated speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . *207 kN/m² (30 lbf/in²)
Pressure relief valve . . . . . . . . . . . . . . . . . . . . . . . Spring loaded plunger in body of oil pump, not adjustable
Opening pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .414 kN/m² (60 lbf/in²)
Oil filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Two, screw-on type canisters with integral by-pass valves.
And a lubricating oil by-pass filter
Oil cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Single unit, tube stack type with partial by-pass for coolant
* Important for the protection of turbocharger bearings
This document has been printed from SPI². Not for Resale
11
Induction/exhaust system
Aspiration
2006 TTAG. . . . . . . . . . . . . . . . . . . . . . Pressure charged by twin turbochargers: OE50642 and OE50674
Other 2000 series. . . . . . . . . . . . . . . . . . Pressure charged by a single turbocharger OE49342, OE50642,
OE51140, OE51430, OE52534 or OE52535
Air inlet depression limits
Clean filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254 mm (10 in) W.g. nominal
Dirty filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 559 mm (22 in) W.g. maximum
Air charge cooler
TG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Not fitted
TA, TAG and TTAG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air-to-air type, integral with radiator
TW, TWG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air-to-coolant type, integral with induction manifold
Cold start aids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Optional - Start Pilot or Fleetguard
Electrical equipment
Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Belt driven unit, 24 volt, 40 amp
Starter motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Single, 24 volt - flange-mounted
Auxiliary equipment
Air compressor (if fitted). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Single or twin cylinder, flange mounted
This document has been printed from SPI². Not for Resale
11
Recommended specific applied torques
Caution: The torque loads listed below apply to threads in an oil wet condition, unless the use of thread
locking compound is recommended.
Application of a torque load specification is NOT enough to ensure that the relevant components are retained
securely as an assembly. It is important to conform also to the recommendations for assembly and, if given,
the sequence in which the bolts or nuts must be tightened. This information is given in the relevant section of
this publication.
If a bolt or nut is retained with a locking washer, locking plate or split pin, the specification for a torque load can
be exceeded, if necessary, by the MINIMUM amount that is needed for correct assembly.
Nm lbf ft
Camshafts
Thrustplate setbolts/capscrews 54 40
Drive gear setbolts 61 45
Connecting rods
Big end bearing bolts and nuts 217 160
Coolant pump
Pulley retaining screws (low-mounted pump) 24 18
Cylinder heads
Initial tightening of all bolts and nuts 136 100
Intermediate tightening of all bolts and nuts 204 150
Final tightening at positions 1 to 23 in black circles ONLY +40 degrees
This document has been printed from SPI². Not for Resale
11
Nm lbf ft
Crankcase
Front, centre and rear bearing cap bolts 217 160
Intermediate bearing cap bolts 353 260
Lateral bolts for main bearing caps 95 70
Crankshaft
Hub retaining nut 949 700
Note: If a torque wrench is not available, tighten by hand
and then use the special tool, 21825 807, to tighten by a
further two flats
Damper setbolts 41 30
Exhaust manifolds
Bolts 45 33
Flywheel
Friction face bolts 5/16 inch UNC 24 18
Friction face bolts 3/ inch UNF 45 33
8
Flywheel retaining bolts 122 90
Flywheel housing
Bolts, flywheel housing to crankcase 95 70
Fuel injectors
Cap screws, injector clamp 10,8 8
Cap nut, nozzle 45 33
Sump
Sump retaining bolts (all types of sump) 41 30
Turbochargers
Vee band clamp 11 6
This document has been printed from SPI². Not for Resale
11
Recommended nominal applied torques
Where instructions are not given for the correct torque to be applied to nuts and bolts, the figures which follow
should be used.
This document has been printed from SPI². Not for Resale
12
Cylinder head assembly 12
Rocker cover
To remove
1 Remove the three cap nuts (A) from the top of the
cover.
2 The cover and joint can now be removed. For
certain engines it may be necessary to first remove
the air ducting between the turbocharger and the inlet
manifold.
To fit
1 Remove the joint from the rocker cover and clean A 275
the two corresponding faces of the cover and cylinder
head.
2 Fit a new joint to the rocker cover and, ensuring that
it is correctly located within the slots in the cover,
secure it to the cover with a suitable adhesive. Place
the cover in position on the head.
3 Secure the cover with the three cap nuts and check
that the joint has not moved. Tighten the cap nuts
evenly to a torque of 11 Nm (8 lbf ft). Do NOT
overtighten.
This document has been printed from SPI². Not for Resale
12
Rocker assembly
1
To remove
1 Remove the rocker cover as previously described.
2 Unscrew the bolts (A1) which secure the rocker
pedestals to the cylinder head.
3 Remove the rocker assembly complete and
carefully lift out the push rods. Ensure that the tappets
remain in position in the crankcase.
A 273
To fit
1 Ensure that the tappets have remained correctly
positioned in the crankcase and fit the push rods.
2 Check that the lower ends of the push rods are
located inside the tappets.
3 Fit the rocker assembly with the tappet adjusting
screws seating in the upper end of the push rods.
4 Screw in the pedestal securing bolts and tighten
evenly, outwards from the centre, to a torque of 41 Nm
(30 lbf ft).
5 Check and adjust the tappet clearances as given on
page 27.
6 On completion of tappet clearance adjustment, fit
the rocker covers.
This document has been printed from SPI². Not for Resale
12
Tappet clearances
This document has been printed from SPI². Not for Resale
12
Cylinder head
Special tools:
Lifting bar, 21825 816
Bobbin removal tool, 21825 800
Torque angle gauge, 21825 924
To remove
1 Drain the cooling system.
2 Remove the air inlet ducting between the
turbocharger and the induction manifold.
3 Remove the rocker cover(s), operation 12-1.
4 Remove rocker assembly and push rods, operation
12-2.
5 Unscrew and remove the set of high-pressure fuel
pipes. Do not remove the pipes individually, they
MUST be removed as a full set. Do NOT bend the
pipes.
Warning! If a high-pressure fuel pipe becomes bent,
its structure will be damaged and it may become split
during use.
6 Remove the coolant rail/thermostat housing and
the fuel filter assembly.
7 Unscrew and remove the turbocharger(s). Remove
the inlet and exhaust manifolds.
8 Remove the fuel spill return pipes from the
injectors. Unscrew the injector clamping bolts and
withdraw the injectors.
Caution: Ensure that dirt does not enter the fuel
injectors.
9 Fit suitable caps or plugs to the injector nozzles,
fuel pump delivery valve holders and other open
apertures.
10 Unscrew and remove the cylinder head securing
bolts and washers together with the nut from the
oilway stud (later engines are fitted with a special bolt
in place of the stud and nut), working inwards from
each end.
11 Using the lifting bar, 21825 816, remove the
cylinder head and place it on a clean surface. Protect
the face of the head from damage.
12 Remove the cylinder head gasket and the coolant
transfer bobbins using bobbin removal tool, 21825
800.
This document has been printed from SPI². Not for Resale
12
To fit
1 Clean the face of the cylinder head and the top
surface of the crankcase. Check that the cylinder
bores are clean and free from debris.
2 Fit a new cylinder head gasket over the roll pins in
the crankcase top face, ensuring the side stamped
‘TOP’ is fitted uppermost.
3 Fit the transfer bobbins with new sealing rings and
place in position.
4 Ensure that the face of the head is clean and, using
lifting bar, 21825 816, carefully lower the head into
position on the crankcase.
5 A light application of oil must be applied under the A 56
Continued
This document has been printed from SPI². Not for Resale
12
11 Renew the sealing rings (A) in the coolant rail/
thermostat housing and fit the assembly.
12 Fit the fuel filter assembly.
13 Remove any blanking plugs or caps and fit the
injectors. Tighten the clamping bolts to a torque of
10,8 Nm (8.0 lbf ft).
14 Fit the fuel spill pipes using new washers with the
banjo bolts.
15 Remove the blanking covers from the fuel
injection pump and fit the high-pressure fuel pipes
as a complete set. Do NOT allow the pipes to
become bent. Tighten the nuts to a torque of 25 Nm
(18.5 lbf ft). A 274
Warning! If a high-pressure fuel pipe becomes bent,
its structure will be damaged and it may become split
during use.
16 Fit the air ducting between the turbocharger and
the induction manifold/charge cooler.
17 Refill the cooling system to the correct level.
Caution: When a cylinder head had been removed
and fitted, its bolts and nut must be retightened to the
correct torque figures and the tappet clearances
checked after the first 500 to 1 000 km. See operation
12-5. This operation does NOT apply to New 2000
Series engines - engines from build line number
91880 onward.
This document has been printed from SPI². Not for Resale
12
Procedure for retightening of the
cylinder head bolts 12-5
Special tools:
Torque angle gauge, 21825 924
its bolts and nut must be retightened to the correct 6 Check and, if necessary, adjust the tappet
torque figures and the tappet clearances checked clearances, operation 12-3.
after the first 500 to 1 000 km. Use the procedure
7 Pour approximately 0,6 litre (1 pint) of clean engine
which follows.
lubricating oil over the rocker assemblies and fit the
Caution: A drilled bolt, which is identified by the word rocker covers, operation 12-2.
"OIL" stamped on its head for early engines and by a
recess in its head for later engines, is fitted at position
22 shown on the illustration (A). This special bolt
MUST be used at the correct position.
1 Remove the rocker covers and the rocker
assemblies.
2 Wipe clean the nuts and the heads of the bolts
which retain the cylinder heads.
3 Make a temporary mark on each nut and on the
head of each bolt, and also on the cylinder heads.
Ensure that the marks are aligned.
Caution: Do NOT remove or slacken more than one
nut or bolt at a time.
4 Work on one bolt or nut at a time, use the sequence
shown (A) and proceed as follows:
All bolts and nuts:
a Remove the bolt or nut. Lubricate lightly the
threads and the lower face of the bolt or the nut.
b Tighten the bolt or nut to 204 Nm (150 lbf ft).
Continue in the correct sequence.
Bolts shown in black circles:
a Tighten these bolts in the correct sequence by
a further 40° of angular movement or until the
marks align, whichever is the tighter. A suitable
torque angle gauge, 21825 924, is available.
5 Fit the rocker assemblies, tighten the bolts evenly
and progressively to a torque of 41 Nm (30 lbf ft).
This document has been printed from SPI². Not for Resale
12
To dismantle and to assemble 12-6
Special tools:
Cup plug removal tool, 21825 855
Slide hammer, 21825 849
Replacer kit for cup plugs, 21825 865
Drive handle, 21825 861
Valve spring compressor, 21825 739
Adaptor, 21825 742
Insertion tool, 21825 764
To dismantle A 215
This document has been printed from SPI². Not for Resale
12
To assemble
1 Clean all components and renew all seals. 7
6
2 Fit the lower spring seats/valve rotators (A1) over
the exhaust valve guides.
3 Renew the valve stem seals (A3) as follows: oil the 5
valve guide and fit the seal to the insertion tool, 21825
764 (B). Insert the tool into the guide and carefully tap
the seal into position until it reaches the shoulder of 4
the guide. Remove the tool and check that the seal is
undamaged.
4 Fit the seating washers (A2) over the inlet valve
guides.
5 Lightly lubricate the valve stems and fit the valves
to their respective guides.
1 2
6 Carefully lay the cylinder head, flame face down, on
a soft surface. Assemble the springs (A4) and upper
spring seats (A5), compress them with the valve 3 3
spring compressor, 21825 739, and slide a new ‘O’
ring (A6) over the valve stem. Retain the pressure, fit
the collets (A7) and slowly release the compressor.
7 Check carefully to ensure that all of the collets are 8 9
located correctly.
A 269
B 270
This document has been printed from SPI². Not for Resale
12
To clean and to inspect the To renew a valve spring with the
cylinder head 12-7 cylinder head installed 12-8
This document has been printed from SPI². Not for Resale
12
To correct a valve seat 12-9
Special tools:
Valve seat tool, 21825 841
Replacement tips, 21825 842
This document has been printed from SPI². Not for Resale
12
To remove a valve seat insert 12-10
Special tools:
Valve seat insertion tool, 21825 869
To fit
1 Replacement inserts are available in either
standard or 0,050 mm (0.002 in) oversize diameters.
Always check that you have the required size.
2 Ensure that the counter bores in the cylinder head
are clean. The insert should be frozen in liquid
nitrogen immediately before insertion.
3 Fit the insert immediately, using the special tool
21825 869.
4 Check, using a 0,04 mm (0.0015 in) feeler gauge,
that the insert is fully seated.
This document has been printed from SPI². Not for Resale
12
To inspect the valve guides 12-12
1
Check the clearance of each valve stem in its guide.
This must be within the limits given on page 44. If the
clearance is excessive, use a new valve to check
again. If the clearance is still excessive, a new valve 2
guide must be fitted.
Special tools:
Valve guide remover, 21825 752
A 272
Valve guide replacer, 21825 763
Reamer for valve guides, 21825 748
Valve seat tool, 21825 841
Replacement tips, 21825 842
B 231
This document has been printed from SPI². Not for Resale
12
Valves, valve springs and valve rotators
To remove
1 Remove the cylinder heads, operation 12-4.
2 Remove the valves, the valve springs and the valve
rotators, operation 12-6.
To fit
1 Fit the valves, the valve springs and the valve
rotators, operation 12-6.
2 Fit the cylinder heads, operation 12-4.
Special tools:
Gauge, 21825 754
1
1 Clean the valves thoroughly and inspect the head
of each valve for cracks or other damage. Check the
valve stems, the collet grooves and the tips of the
valves for wear. On valves which appear serviceable,
test, for cracks using a dye penetrant process such as
A 271
‘Ardrox 996’. See page 16.
2 Check that the valves are not dished by use of a 7 Inspect the tips of the valve stems. If the wear
straight edge and a feeler gauge. Discard the valve if marks indicate that the valve has not rotated, the
the clearance exceeds 0,38 mm (0.015 in). rotator for that valve must be renewed.
3 Pitted or damaged valve seat faces may be 8 Two springs are fitted over each valve. For ease of
reclaimed by removing the minimum amount of identification the exhaust valve springs are colour
material necessary at the correct angle. coded yellow and the inlet valve springs are colour
4 Check both inlet and exhaust valves with gauge, coded red. Clean thoroughly the valve springs and
21825 754 (A1), and a straight edge, to determine if a check for wear, corrosion and distortion. Measure the
sufficient amount of material remains. Discard any ‘free length’ and the ‘length under load’ of each spring
valve if the head is below the top face of the gauge. and compare the results with the figures given in fits
and clearances on page 44. Discard any spring which
5 If new valves are fitted, the cylinder number and
is not acceptable.
position should be etched near to the top of the valve
stem. Valves must not be stamped or marked with a
centre punch as this may initiate cracking within the
valve.
6 Certain early engines have valve rotators (rotocoils)
fitted beneath the exhaust valve springs. All other
engines have solid spring seats. If valve rotators are
fitted, check for cracks and other damage and ensure
that the parts rotate freely in relationship to their
relevant parts.
This document has been printed from SPI². Not for Resale
12
Fuel injector sleeves
3
Special tools:
Fuel injector remover, 21825 914
Injector sleeve remover, 21825 922
Injector sleeve wrench, 21825 908
2
To remove
1 Remove the high-pressure fuel pipes: For new
2000 series engines remove the set of high-pressure
fuel pipes. For these engines, do not remove the
pipes individually, they MUST be removed as a
complete set. Do NOT bend the pipes.
Warning! If a high-pressure fuel pipe becomes bent,
its structure will be damaged and it may become split
during use.
2 Remove the relevant low pressure fuel pipes and 1
remove the injector assembly. To remove a tight fuel
injector use the special tool, 21825 914, as follows:
place the cylindrical portion of the tool (A1) over the
fuel injector to be removed. Unscrew the nut (A2).
Rotate the central part of the tool (A3) until the thread
fully engages with the thread on the injector. Turn the A 179
hexagon nut (A2) with a suitable spanner; this action
will lift the injector from its sleeve, without damaging
the sleeve. Other, harsher methods, may damage the
sleeve or the cylinder head.
3 Place the injector sleeve removal tool, 21825 908,
in the slots in the top of the sleeve, unscrew in an anti-
clockwise direction and withdraw the sleeve. If the
sleeve is a tight fit, use the special tool, 21825 922, to
extract it.
4 Remove and discard the rubber seal from the
cylinder head and the copper washer from inside the
sleeve.
This document has been printed from SPI². Not for Resale
12
To fit
1 Fit a new ‘O’ ring seal into the groove in the cylinder 3
head and lubricate with a smear of T 8210 grease,
obtainable from Edgar Vaughan, Legge Street,
Birmingham.
2 Lubricate the threaded end of the sleeve with
Hylomar Universal sealing compound.
3 Smear the outside of the sleeve with T8210 grease
and screw into position by hand to ensure correct
location. 2
4 Using the tool, 21825 908, tighten the sleeve to a
torque of 33 Nm (24 lbf ft).
5 Fit a new copper washer over the nozzle and a new
rubber seal over the injector barrel.
6 Apply an even layer of anti-seize compound
(‘Morris K72’ or equivalent) to the outside of the fuel
injector barrel. Do NOT allow the compound to
contaminate the copper washer or the nozzle of the
fuel injector.
7 Slide the injector into position in the cylinder head.
The rubber seal will become enclosed in a 1
counterbore in the head to prevent ingress of dirt.
8 Fit the distance piece, the injector clamp and the
securing bolts. Tighten evenly to a torque of 11 Nm
(8 lbf ft).
9 Fit the high-pressure fuel pipes as a complete set. A 179
Do NOT allow the pipes to become bent. Tighten the
nuts to a torque of 25 Nm (18.5 lbf ft). Do NOT
overtighten. Fit the low pressure fuel pipes.
This document has been printed from SPI². Not for Resale
12
Push rods
To inspect 12-18
This document has been printed from SPI². Not for Resale
12
Fits and clearances - Rocker assemblies
1 2
A 289
This document has been printed from SPI². Not for Resale
12
Fits and clearances - Cylinder heads and
valve assemblies 1 2
A 289
Valve in seat
Clearance below flame face (A8)
Inlet valves. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,025 to 0,33 mm (0.001 to 0.013 in)
Permissible worn dimension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,633 mm (0.025 in)
Exhaust valves (new) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,025 to 0,33 mm (0.001 to 0.013 in)
Permissible worn dimension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,633 mm (0.025 in)
Valve seat inserts
Angle of valve seat
Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 degrees
Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 degrees
Inserts in cylinder head
Cylinder head bore inlet valves (A7) . . . . . . . . . . . . . . . . . . . . . . . . . . . 58,06 to 58.09 mm (2.286 to 2.287 in)
Insert diameter inlet valves (A7) (standard). . . . . . . . . . . . . . . . . . 58,141 to 58,166 mm (2.2890 to 2.2900 in)
Interference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,051 to 0,106 mm (0.002 to 0.004 in)
Cylinder head bore exhaust valves (A7) . . . . . . . . . . . . . . . . . . . . 52,999 to 53,002 mm (2.0866 to 2.0867 in)
Insert diameter exhaust valves (A7)(standard) . . . . . . . . . . . . . . . 53,099 to 53,101 mm (2.0905 to 2.0906 in)
Interference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,097 to 0,102 mm (0.0038 to 0.004 in)
Service inserts 0,05 mm (0.002 in) oversize are available.
This document has been printed from SPI². Not for Resale
12
1 2
A 289
Valve springs
Inlet and exhaust valve springs:
Outer spring (A4):
Free length: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77,9 mm (3.07 in)
Length under 125 ±6 lbf load:. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37,0 mm (1.457 in)
Inner spring (A5):
Free length: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73,4 mm (2.89 in)
Length under 65 ±3.5 lbf load: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32,8 mm (1.292 in)
Valve guides
Valve guide bore in cylinder head (A6) . . . . . . . . . . . . . . . . . . . . . . . . 19,05 to 19,06 mm (0.750 to 0.7505 in)
Valve guide diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19,101 to 19,114 mm (0.7520 to 0.7525 in)
Interference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,041 to 0,064 mm (0.0015 to 0.0025 in)
Valves in guides
Inlet valve stem diameter (A3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12,649 to 12,662 mm (0.4980 to 0.4985 in)
Inlet valve guide bore. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12,687 to 12,700 mm (0.4995 to 0.500 in)
Clearance (new). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,025 to 0,051 mm (0.001 to 0.002 in)
Permissible worn clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,142 mm (0.006 in)
Exhaust valve stem diameter (A3) . . . . . . . . . . . . . . . . . . . . . . . . . 12,637 to 12,649 mm (0.4975 to 0,4980 in)
Exhaust valve guide bore. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12,687 to 12,700 mm (0.4995 to 0.500 in)
Clearance (new). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,038 to 0,063 mm (0.0015 to 0.0025 in)
Permissible worn clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,203 mm (0.008 in)
This document has been printed from SPI². Not for Resale
13
Piston and connecting rod
assembly 13
General description
Pistons
1 The pistons (A) are cast in a low expansion type
aluminium alloy with an inserted cast iron top ring 1
groove (A1). The piston crown (B) is machined to form
two valve recesses (B1) and an open combustion
chamber (B2).
Three rings are fitted to each piston above the
gudgeon pin.
Part of the combustion chamber and piston crown are
‘hard anodised’ to thermally insulate the edge of the
combustion chamber, except for the pistons of certain
industrial engines which are squeeze-cast and have a A 335
ceramic fibre crown.
A range of service undersize pistons is available for
engines where the crankcase top face has been
1 1
machined.
The fully floating gudgeon pin is retained by two
circlips and is offset from the vertical centre line of the 2
piston. Piston crowns are stamped ‘FRONT’ and
show compression ratio and height grading.
Compression ratio:
TAG1, 2, 3 and TWG 15.9:1
TTAG 15:1
2006-12TA1, 2 and 3 17.8:1 B 277
Compression height: 98,81 to 98,93 mm
(3.890 to 3.895 in)
Clearance from crankcase top face to piston crown at
TDC (Top dead centre) - Minus 0,28 to 0,38 mm
(0.011 to 0.015 in).
Maximum limit for piston crown machining 0,127 mm
(0.005 in).
The correct pistons and rings, as given in the Perkins
Parts Book, must always be fitted.
This document has been printed from SPI². Not for Resale
13
Piston rings
Top ring (A1) 1
Molyplus inlaid face, 15 degree wedge design, fitted
either side up.
2
Second ring (A2)
Chrome plated on face with chamfered top inner
edge, marked ‘TOP’ for fitting. 3
Third ring (A3)
Spring backed oil control ring, chrome plated on rails
and may be fitted either way up.
Connecting rods A 278
C 279
This document has been printed from SPI². Not for Resale
13
Piston and connecting rod assembly
Special tools:
Piston ring sleeve, 21825 784
Dial gauge, 21825 782
To remove
1 Drain the coolant and lubricating oil.
2 Remove the cylinder head, operation 12-4. A 281
Continued
This document has been printed from SPI². Not for Resale
13
6 Ensure that the flats on the big end bolts are
correctly located against the flats on the connecting
rod. Fit the bearing cap with the correlation marks
aligned and tighten the lightly oiled nuts to a torque of
217 Nm (160 lbf ft).
7 Turn the crankshaft until the piston is at TDC and
measure the clearance of the piston crown below the
top face of the crankcase. A dial gauge, 21825 782
(A), is obtainable for this operation. Permissible
clearance is 0,28 to 0,38 mm (0.011 to 0.015 in). If
necessary, it is permissible to machine up to a
maximum of 0,127 mm (0.005 in) from the piston
crown. Restore the ‘FRONT’ and other markings if
they are removed during machining. Dial gauge must A 284
be zeroed on a flat clean surface before use.
8 Fit the piston cooling jet, complete with new ‘O’ ring
seal. If necessary, turn the engine to ensure that the
jet pipe is positioned centrally in the slot in the piston
skirt.
9 Fit the sump, operation 19-3.
10 Fit the cylinder heads, operation 12-4.
11 Fill the coolant system to the correct level with the
approved coolant mixture.
12 Fill the sump to the correct level with the correct
grade of lubricating oil.
Refer to the User’s Handbook, TSD 3215, for the
correct procedures before the engine is first started
after an overhaul.
This document has been printed from SPI². Not for Resale
13
To dismantle and to assemble 13-2
Special tools: 2 1
Piston ring pliers, 21825 793
To dismantle
1 Use piston ring pliers, 21825 793, to remove the
rings from the piston.
2 Make a note of the relationship between the
‘FRONT’ marking on the piston and the correlation
marks on the connecting rod.
3
3 Remove the gudgeon pin circlips and push out the A 13
pin sufficiently to release the piston from the
connecting rod. Keep each assembly together.
To assemble
1 Fit the rings to the piston ensuring that the non-
reversible rings are fitted correctly.
2 Heat the piston to approximately 20°C (68°F). Oil
the small end bushes and assemble the rod to the
piston with the ‘FRONT’ marking on the piston crown
in correct relationship to the correlation marks.
Ensure that the gudgeon pin circlips are correctly
located in their grooves.
3 Set the gaps of the piston rings at equidistant
intervals as shown (A) before the assembly is fitted to
the engine.
This document has been printed from SPI². Not for Resale
13
Piston and rings Connecting rod
1 De-carbonise the piston by soaking in a proprietary 1 Crack test the rod assembly electromagnetically
solvent such as ‘Ardrox 691’. and inspect the bolts for signs of wear or damage.
2 Check the piston for damage or wear. Use a new Renew any components found to be defective.
piston ring as a guide when checking for wear in the 2 Check the small end bushes and renew as
ring grooves. necessary, operation 13-5.
3 Crack test the gudgeon pin and check for a push fit 3 Check the alignment of the big and small end bores
in the piston at 20°C (68°F). If the pin is slack in the in two planes. Do NOT attempt to correct a bent or
piston the assembly should be discarded. twisted rod.
4 Check the piston rings for damage, scores, wear, 4 Carefully inspect the bearings for cracks, scores,
and signs of leakage. Discard the top ring if the wear and embedded foreign material. If there is any
molybdenum shows signs of wear or breaking up, if doubt regarding their serviceability the bearings
necessary, comparing it with a new ring. should be renewed. Always ensure that replacement
5 The spring in the oil control ring gives a radial bearings are of the correct size and type.
pressure of 1035 kN/m² (150 lb/in²) when new and is
identified by a yellow paint marking. Inspect the ring
for wear, and if found to be defective, the ring and
spring together must be renewed.
6 Place the rings in turn in an unworn portion of their
own liner to check the ring gaps. Discard any ring
which has a gap exceeding the limits. Piston rings
must be renewed when fitting a new cylinder liner.
This document has been printed from SPI². Not for Resale
13
Small end bushes
To renew 13-5
Special tools:
Con-rod bush remover/replacer, 21825 814
For use only on early engines.
Early engines
1 Press out the unserviceable bushes. Remove any
burrs from the eye of the connecting rod and ensure A 282
that the oilway is clear.
2 New bushes should be drawn in one from each side.
A tool, 21825 814 (A), is available for this purpose.
Ensure that the bushes are correctly fitted with a space
between them of at least 2,5 mm (0.10 in) to form an
oilway.
New engines - engines fitted with wedge-type
connecting rods
1 Press out the unserviceable single small end bush.
Remove any burrs from the eye of the connecting rod
and ensure that the oilway is clear.
2 Press a new bush into the connecting rod, ensuring
that the oil hole is correctly aligned with the hole in the
rod.
Caution: The oil hole in the new bush must be aligned
with the oil hole in the connecting rod to within ±1°.
3 Cut off the protruding edges of the bush and dress
up with a smooth file until flush with the side faces of
the rod.
4 Secure the connecting rod in a boring machine and
bore the bush to the correct diameter:
50,813 to 50,838 mm (2.0005 to 2.0015 in).
Remove any burrs.
This document has been printed from SPI². Not for Resale
13
Fits and clearances
2
3
1
A 291
Pistons
Gudgeon pin in piston
Bore of piston (A1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50,8000 to 50,8025 mm (2.0000 to 2.0001 in)
Gudgeon pin diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50,8000 to 50,8064 mm (2.00000 to 2.00025 in)
Gudgeon pin in piston - clearance (new) . . . . . . . . . . . . . . . . -0,0063 to +0,0025 mm (-0.00025 to +0.0001 in)
Top groove in piston
(Wedge shaped for top ring OE 48644)
Diameter over 2,779 mm (0.1094 in) rollers . . . . . . . . . . . . . . . . . 128,981 to 129,184 mm (5.078 to 5.086 in)
Piston clearance at top dead centre
Piston crown (A2) below top face of crankcase . . . . . . . . . . . . . . . . . . . . . 0,28 to 0,38 mm (0.011 to 0.015 in)
(Machine the piston crown to obtain the correct clearance)
This document has been printed from SPI². Not for Resale
13
Fits and clearances
2
3
1
A 291
Piston rings
Depending on the application, different piston and piston ring combinations are used on the range of 2000
series engines. Use the part number of the piston rings to determine the correct clearances for the piston rings.
Clearances of piston rings in grooves (A3)
Top ring OE 48644 (wedge shaped) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Refer to ring gap dimensions
Second ring OE 48645 (new) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,076 to 0,114 mm (0.003 to 0.0045 in)
Maximum permissible worn clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,152 mm (0.006 in)
Oil control ring OE 48646 (new) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,025 to 0,063 mm (0.001 to 0.0025 in)
Maximum permissible worn clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,102 mm (0.004 in)
Clearances of piston rings in grooves (A3)
Top ring OE 50977 (wedge shaped) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Refer to ring gap dimensions
Second ring OE 52517 (new) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,076 to 0,113 mm (0.003 to 0.0044 in)
Maximum permissible worn clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,152 mm (0.006 in)
Oil control ring OE 52518 (new) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,023 to 0,060 mm (0.0009 to 0.0024 in)
Maximum permissible worn clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,010 mm (0.004 in)
Second ring OE 50978 (new) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,076 to 0,113 mm (0.003 to 0.0044 in)
Maximum permissible worn clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,152 mm (0.006 in)
Oil control ring OE 50979 (new) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,023 to 0,060 mm (0.0009 to 0.0024 in)
Maximum permissible worn clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,010 mm (0.004 in)
This document has been printed from SPI². Not for Resale
13
2
3
1
A 291
Piston ring gaps (A4) measured with the ring fitted in a new liner
Top ring OE 48644 (new). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,40 to 0,60 mm (0.016 to 0.024 in)
Maximum permissible worn gap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,52 mm (0.060 in)
Second ring OE 48645 (new). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,40 to 0,60 mm (0.016 to 0.024 in)
Maximum permissible worn gap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,52 mm (0.060 in)
Oil control ring OE 48646 (new). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,40 to 0,65 mm (0.016 to 0.0256 in)
Maximum permissible worn gap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,02 mm (0.040 in)
This document has been printed from SPI². Not for Resale
13
1 2
5
A 290
Connecting rods
Gudgeon pin in bush (A1)
Bore of bush . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50,813 to 50,838 mm (2.0005 to 2.0015 in)
(Bush pressed into position and bored to size)
Diameter of gudgeon pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50,8000 to 50,8064 mm (2.00000 to 2.00025 in)
Clearance (new) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,0064 to 0,038 mm (0.00025 to 0.0015 in)
Permissible worn clearance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,067 mm (0.0026 in)
Bush in small end (A2)
Bore in connecting rod. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57,137 to 57,15 mm (2.2495 to 2.250 in)
Diameter of bush . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57,277 to 57,328 mm (2.255 to 2.257 in)
Interference fit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,127 to 0,19 mm (0.005 to 0.0075 in)
Alignment of connecting rod (A3)
Parallel alignment between centres. . . . . . . . . . . . . . . . . . . . . . . To be no more than 0,025 mm (0.002 in) out
of parallel over a length of 254 mm (10 inches)
Distance between centres . . . . . . . . . . . . . . . . . . . . . . . . . . . 274,307 to 274,333 mm (10.7995 to 10.8005 in)
End-float of big end (A4)
End-float . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,076 to 0,20 mm (0.003 to 0.008 in)
Permissible worn end-float . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,305 mm (0.012 in)
Clearance on diameter of big end (A5)
Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,063 to 0,10 mm (0.0025 to 0.004 in)
(Check that crank pin is within the limits of ovality)
This document has been printed from SPI². Not for Resale
This document has been printed from SPI². Not for Resale
14
Crankshaft assembly 14
General description
The crankshaft is forged from chrome-molybdenum
steel. It is dynamically balanced, and all bearing
surfaces are nitride-hardened and lapped to size. The
rear flange is machined to form a spigot location for
the flywheel and is drilled to accept the flywheel bolts.
Drillings in the crankshaft permit oil transfer to the
seven main bearings.
A drilling from each journal conveys oil to an adjacent
crankpin, which incorporates an oil reservoir with a
detachable plug. This plug is fitted with an ‘O’ ring and
is secured by a spring clip.
Crankshafts fitted after July 1995, have a new
arrangement of oil passageways which removes the
need for oil reservoirs. These new crankshafts are
therefore not fitted with oil reservoir plugs.
If, during overhaul, the oil reservoir plugs are removed
from the earlier crankshaft, the plugs MUST be
refitted before the engine is run.
Crankshaft end float is controlled by steel-backed
lead bronze thrust washers, fitted either side of the
centre main bearing. The lower half of the washer has
a tang which locates in a slot machined in the bearing
cap.
The nose of the crankshaft carries the oil pump drive
gear and the main pinion, and is splined to receive the
hub to which the damper and pulley are attached.
The main crankshaft oil seals are of lip type design.
The rear oil seal is fitted directly into the flywheel
housing and forms a seal around the rear flange of the
crankshaft. For earlier engines the oil seal is carried
in a housing which is bolted to the rear of the
crankcase. The front oil seal is fitted in the wheelcase
and forms a seal around the crankshaft hub. Both
seals are supplied with a plastic insert for fitting
purposes.
This document has been printed from SPI². Not for Resale
14
Damper and pulley - early engines
To remove
1 Slacken the belt tensioner pulley and remove the
drive belts.
2 Slacken and remove the bolts which secure the
pulley and damper to the hub.
3 Withdraw the pulley, the hub nut locking plate, the
spacer and the damper, noting the sequence for
refitting.
To fit
1 Assemble the damper, the spacer, the hub nut
locking plate and the pulley to the crankshaft, in the
correct sequence.
2 Fit the sixteen setbolts and spring washers. Tighten
the setbolts evenly to a torque of 41 Nm (30 lbf ft).
3 Refit the drive belts, adjust to the correct tension,
and tighten the belt tensioner pulley.
This document has been printed from SPI². Not for Resale
14
Damper and pulley - new engines
This document has been printed from SPI². Not for Resale
14
Crankshaft hub and front oil seal
Special tools:
Spanner, 21825 807
To remove
1 Remove the pulley and damper as previously
instructed in this section.
2 Using the spanner, 21825 807, and a suitable A 152
hammer, unscrew and remove the hub securing nut.
3 Withdraw the hub and front cone.
4 Carefully lever out and discard the front oil seal.
To fit
1 Check the crankshaft hub splines and cone for
signs of wear, and renew if necessary.
2 Fit a new oil seal to the wheelcase. Ensure that the
seal is positioned correctly, as shown (A).
Note: Each new seal is supplied fitted with a plastic
mandrel for assembly purposes. This mandrel must
NOT be removed until the fitting of the seal is
completed.
3 Apply a light film of clean engine oil to the hub
splines prior to fitting the hub and cone.
4 Check the hub nut threads, lightly oil, and fit the nut
by hand.
5 Tighten the nut to 950 Nm (700 lbf ft) by torque
spanner or, alternatively, by the following method with
the spanner, 21825 807, and a 1,8 kg (4 lb) hammer:
a Use the spanner to tighten the nut as fully as
possible by hand.
b Scribe suitable alignment marks on the hub and
nut and use a hammer to tighten the nut by a
further two flats.
c If difficulties are encountered when fitting the
locking plate, the nut may be tightened by the
minimum amount necessary. It must NOT be
slackened.
6 Fit the pulley and damper, see operation 14-1 or
operation 14-2.
This document has been printed from SPI². Not for Resale
14
To fit a new oil seal to a wheelcase removed
from the engine 14-4
This document has been printed from SPI². Not for Resale
14
Rear oil seal
To remove
1 Drain the engine oil and remove the flywheel,
operation 22-1. A 35
2 Use a centre punch to make two holes in the edge 4 Remove the complete tool. The tool should be kept
of the seal at diametrically opposite positions (A1 and assembled to protect the guide part.
A2). Drill two holes, of 5 mm (3/16 in) diameter, in the
5 Fit the flywheel, operation 22-1.
seal at the positions shown (A1 and A2).
3 Select two suitable self-tapping screws, complete
with plain washers, and fit the screws to the drilled
holes. Leave a small space between the face of the
seal and the plain washers. Use two screwdrivers, as
levers, between the plain washers and the flywheel
housing (oil seal housing on early engines) to remove
the oil seal.
4 Clean the bore of the flywheel housing, or oil seal
housing, which was in contact with the old seal.
To fit
Ensure that the crankshaft and the bore of the
flywheel housing are clean and free from grease.
Caution: Check that the part number of the new seal
is the correct one for the engine.
1 Ensure that the flywheel location dowel is fitted to
the crankshaft. Fit the guide part of the special tool,
27610 007, onto the end of the crankshaft and secure
it with the four bolts. Take care not to damage the fine
edge of the guide during fitting.
2 Before the oil seal is fitted, check the guide and the
crankshaft again for dirt or for a rough surface finish
which could damage the lip of the oil seal. Remove
and discard the yellow inner sleeve from the new oil
seal and fit the seal onto the guide. The lip of the seal
must be toward the crankcase.
Caution: Do NOT apply oil or grease to the oil seal
to assist the operation. There is a dry lubricant on the
contact face of a new seal for this purpose.
3 Slide the collar part of the tool onto the guide until
the face of the collar is against the outer face of the oil
seal. Lubricate lightly the thread of the stud and also
the thrust washer. Fit the nut and washer to retain the
collar. Rotate the nut until the seal is pressed fully into
the flywheel housing or oil seal housing for earlier
engines.
This document has been printed from SPI². Not for Resale
14
Crankshaft 18 Remove the main bearing caps, if necessary
using the puller, 21825 806, and remove the lower
half main bearing shells from the caps.
To remove and to fit 14-6 19 Using suitable lifting equipment, lift out the
crankshaft and remove the upper half of the main
Special tools: bearing shells and thrust washers.
Puller, 21825 806 1 Lightly oil the upper halves of the main bearing
shells and fit them to the crankcase.
2 Carefully lower the crankshaft into position.
To remove
3 Fit the main bearing caps as given in operation
1 Drain the engine lubricating oil and coolant whilst 16-2, paragraphs 3 and 4. Check that the
the engine is still installed. crankshaft rotates freely. Lever the crankshaft to
2 Remove the unit and fit it to the engine build stand, the extremes in each direction and measure the
21825 993. See operation 16-1. end float. Limits are 0,127 to 0,33 mm (0.005 to
0.013 in).
3 Remove the sump and oil pump, operation 19-3
and operation 19-4. 4 Withdraw each piston and connecting rod assembly
from its bore and fit the upper half of the big end
4 Remove the coolant pump, operation 21-5 and the
bearing to the connecting rod. Ensure that the
thermostat housing/coolant rail assembly.
location tang is correctly seated. Lubricate the
5 If fitted, remove the compressor, operation 24-1. bearing with clean engine oil and guide the
6 Remove the fuel injection pump, operation 20-10. connecting rod carefully onto the crank pin. Fit the
7 Remove the starter motor, operation 23-3. lower half of the bearing into the big end cap, ensuring
correct location, and lubricate with clean engine oil.
8 Remove the alternator, operation 23-2.
Ensure that the flats on the big end bolts are correctly
9 Remove the flywheel housing, operation 22-3. located against the flats on the connecting rod. Fit the
10 If fitted, remove the crankshaft rear seal housing. bearing cap with the correlation marks aligned and
11 Remove the crankshaft hub and damper tighten the lightly oiled nuts to a torque of 217 Nm
assembly, operation 14-3 and operation 14-1 or (160 lbf ft).
operation 14-2. 5 Fit the backplate, complete with a new gasket and,
12 Remove the wheelcase, operation 15-1. where necessary, the fuel pump adapter plate,
complete with new ‘O’ ring seals.
13 Unscrew the idler gear retaining bolt and withdraw
the gear and thrust plate. 6 Turn the engine until No.1 piston is at the TDC
position. Fit the camshaft and idler gears with the
14 Remove the camshaft gear or, for engines with an
timing marks correctly aligned - see section 16.
integral gear, remove the camshaft, operation 16-8.
7 Fit the wheelcase.
15 If fitted, remove the fuel pump adapter plate and
discard the ‘O’ rings. Remove the wheelcase 8 Fit the crankshaft hub and damper assembly,
backplate and discard the gasket. operation 14-3 and operation 14-1 or operation 14-2.
16 Disconnect the connecting rods from the 9 For early 2000 series engines, fit the crankshaft
crankshaft. Ensure that the caps and shell bearings rear seal housing.
are retained with their respective rods. 10 Fit the flywheel housing, operation 22-3.
17 Slide the piston and connecting rod assemblies 11 Fit the alternator, operation 23-2.
into the bores until they are clear of the crankshaft. 12 Fit the starter motor, operation 23-3.
13 Fit the fuel injection pump, operation 20-10.
14 If necessary, fit the compressor, operation 24-1.
This document has been printed from SPI². Not for Resale
14
15 Fit the coolant pump, operation 21-5 and the
thermostat housing/coolant rail assembly.
16 Fit the oil pump and sump, operation 19-4 and
operation 19-3.
17 Remove the engine from the build stand,
operation 16-1.
18 Refill with clean engine oil of the correct grade and
specification.
19 Fill the coolant system to the correct level with the
approved coolant mixture.
To inspect 14-7
This document has been printed from SPI². Not for Resale
14
Fits and clearances
Crankshaft journals
Diameter (A1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99,0473 to 99,0727 mm (3.8995 to 3.9005 in)
Permissible worn dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98,9838 mm (3.897 in)
Ovality - permissible worn dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,076 mm (0.003 in)
Journals in main bearings - clearance. . . . . . . . . . . . . . . . . . . . . . . 0,0127 to 0,089 mm (0.0005 to 0.0035 in)
Crank pins
Diameter (A2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82,5348 to 82,5373 mm (3.2494 to 3.2495 in)
Diameter - permissible worn dimensions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82,4611 mm (3.2465 in)
Ovality - permissible worn dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,076 mm (0.003 in)
Deflection of crankshaft
Deflection of crankshaft (A7) when it is held on
‘V’ blocks under numbers 1 and 7 main journals (A6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,030 mm (0.012 in)
(The deflection must be progressive from the outer main journals to the centre main journal)
End-float of crankshaft
Width between crankshaft webs of central journal (A3) . . . . . . . . . . 80,645 to 80,696 mm (3.175 to 3.177 in)
Width of centre bearing and thrust washers (A4) . . . . . . . . . . . . . . . 80,315 to 80,467 mm (3.162 to 3.168 in)
Clearance (new) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,178 to 0,381 mm (0.007 to 0.015 in)
Permissible worn clearance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,51 mm (0.020 in)
Flywheel on crankshaft
Diameter of crankshaft (A5). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107,899 to 107,925 mm (4.248 to 4.249 in)
Bore of flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107,95 to 107,975 mm (4.250 to 4.251 in)
Clearance (new) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,025 to 0,076 mm (0.001 to 0.003 in)
3 4
1 2 5
6 7 6
A 293
This document has been printed from SPI². Not for Resale
This document has been printed from SPI². Not for Resale
15
Wheelcase and drive assembly 15
General description
The wheelcase assembly of the new 2000 series
engine consists of an aluminium wheelcase and a
cast iron backplate. For earlier engines, the backplate
is manufactured from aluminium. The assembly is
situated at the front end of the crankcase and houses
the engine gear train. The backplate is located on the
crankcase by dowels and is secured by close fitting
bolts. This ensures the correct positioning of the front
seal in relation to the crankshaft.
A steel oil transfer tube is fitted between the backplate
and the front end of the main oil gallery in the
crankcase. Lubricating oil is supplied through this
tube and through drillings in the backplate to the fuel
injection pump.
The wheelcase provides mounting points for the
coolant pump, alternator and belt tensioner bracket.
The backplate houses the radiator by-pass tube and
provides mounting points for the compressor and fuel
injection pump.
The gears of new 2000 series engines have a
different gear tooth design and are not
interchangeable with those fitted to earlier engines.
The idler axle fitted to new 2000 engines does not
require adjustment.
This document has been printed from SPI². Not for Resale
15
Wheelcase Backplate
To remove To remove
1 Drain the engine coolant. 1 Remove the wheelcase, operation 15-1.
2 Remove the following components: 2 Remove the fuel injection pump assembly,
a (a) Sump - see operation 19-3. operation 20-10.
b Alternator - see operation 23-2. 3 Remove the coolant rail, thermostat housing and
the radiator by-pass tube from the top of the
c Belt tensioner bracket.
backplate.
d Crankshaft hub - see operation 14-3.
4 Turn the engine until No.1 piston is at TDC with the
e Coolant pump - see operation 21-5. relevant mark on the flywheel aligned with the timing
f Compressor (if fitted) - see operation 24-1. pointer in the flywheel housing. The timing marks on
3 Remove the wheelcase retaining bolts and the camshaft and crankshaft gears should now be
withdraw the casing. facing the idler gear axle, and the mark on the front
end of the crankshaft at the 12 o’clock position.
4 Discard all gaskets and clean the joint faces.
5 Bend back the tabs on the camshaft gear locking
To fit plate and slacken the retaining bolts. The camshafts
1 Renew all gaskets. of certain engines have an integral gear; for these
engines the camshaft must be removed, operation
2 Fit the wheelcase, complete with a new gasket.
16-8.
3 Fit the components removed in paragraph 2 of the
6 Remove the idler gear retaining bolt and withdraw
removal sequence.
the gear and thrust washer.
4 Refill the coolant system.
7 For engines with removable camshaft gears:
Unscrew the camshaft gear retaining bolts and
remove the gear and lockplate, then remove the
camshaft thrust plate.
8 If fitted, remove the fuel pump adaptor housing from
the backplate and discard the ‘O’ rings.
9 Unscrew the three backplate retaining bolts and
carefully tap the plate free from the dowels.
10 Discard the gasket and clean the joint faces.
11 Withdraw the oil transfer tube from the backplate
and discard the ‘O’ ring.
This document has been printed from SPI². Not for Resale
15
To fit
1 Fit the oil transfer tube (A1) to the backplate,
complete with a new ‘O’ ring (A2).
1
2 Fit a new gasket over the two dowels in the front of
the crankcase, fit the backplate and secure with the
three bolts.
3 Fit the camshaft thrust washer and tighten the
setscrews evenly to a torque of 54 Nm (40 lbf ft).
4 Fit the camshaft gear (B1), locating it on the roll pin
in the end of the camshaft. The bolt holes are offset
and will only align in one position. Use a new locking
2
washer (B5) and fit the bolts (B6) finger tight only at
this stage. A 285
3 2
C 295
2
D 287
This document has been printed from SPI². Not for Resale
15
8 For early engines: fit the fuel pump adaptor (A2)
and renew the two ‘O’ ring seals (A1 and A3).
1 2
9 Fit the fuel injection pump, operation 20-10.
10 Fit the radiator by-pass tube, thermostat housing
and coolant rail, renewing all gaskets and ‘O’ rings
seals.
11 Fit the wheelcase, operation 15-1.
A 288
This document has been printed from SPI². Not for Resale
15
Camshaft gear - bolt-on type
1
To remove
1 Remove the wheelcase, operation 15-1.
2 Turn the engine until No.1 piston is at TDC with the
relevant mark on the flywheel aligned with the timing
pointer in the flywheel housing. The timing marks on
the camshaft and crankshaft gears should now be 3 2
facing the idler gear axle as shown (A), and the mark
on the front end of the crankshaft at the 12 o’clock A 295
position.
3 Remove the idler gear (A1).
4 If fitted, bend back the locking plate tabs, remove
the retaining bolts and carefully lever off the camshaft
gear (A3).
5 Inspect the gear for worn or damaged teeth and
renew if necessary.
6 Do not turn the engine from its present position.
To fit
1 Fit and secure the camshaft gear (A3) to the
camshaft with the timing mark aligned with the
corresponding marks on the idler gear (A1).
2 Fit the idler gear.
3 Check that the gear backlash is within limits. Refer
to Fits and clearances on page 77. If the backlash is
not within the limits, the position of the idler gear axle
may need to be adjusted, see operation 15-7.
4 Fit the locking plate, if one was previously fitted, fit
the retaining bolts, tighten them to a torque of 61 Nm
(45 lbf ft) and bend up the tabs on the locking plate.
Note: It has been found that the locking plate for the
camshaft gear is no longer required and therefore will
not be fitted to engines manufactured after August
1998.
5 Fit the wheelcase, operation 15-1.
This document has been printed from SPI². Not for Resale
15
Camshaft gear - integral type
To remove
To remove the camshaft gear from this type of
camshaft, the camshaft must first be removed from
the engine.
1 Remove the cam followers, operation 16-6.
2 Remove the idler gear, operation 15-6.
3 Remove the camshaft, operation 16-8.
4 Place the camshaft in a hydraulic press with the
camshaft gear uppermost. Support the gear under the
thrust plate with suitable packing, such as vee blocks.
Carefully press the camshaft from the gear and
remove the thrust plate and the key.
Caution: Do not damage the camshaft during this
operation.
To fit
1 Support the camshaft in a suitable press. Fit the
thrust plate to the camshaft. Ensure that the plate is
fitted with the words ‘FRONT’ (A1) uppermost, away
from the cams.
2 Insert a new key in the camshaft keyway. A 142
B 143
This document has been printed from SPI². Not for Resale
15
To inspect 15-5
This document has been printed from SPI². Not for Resale
15
Idler gear
1
To remove
1 Remove the wheelcase, operation 15-1.
2 Turn the engine until No.1 piston is at TDC with the
relevant mark on the flywheel aligned with the timing
pointer in the flywheel housing. The timing marks on
the camshaft and crankshaft gears (A3 and A2) 3 2
should now be facing the axle of the idler gear (A1),
and the mark on the front end of the crankshaft at the A 295
12 o’clock position.
3 Check and note the end float of the idler gear.
4 Check the gear for excessive play on the axle.
5 Remove the securing bolt and thrust plate.
6 Withdraw the gear and check for worn or damaged
teeth.
7 Do not turn the engine from its present position.
To fit
1 Slide the gear onto the axle, with the timing marks
aligned with the relevant markings on the camshaft
and crankshaft gears.
2 For new 2000 series engines: Fit the idler gear
thrust plate and securing bolt. Tighten the bolt to a
torque of 300 Nm (220 lbf ft). Check that the end
float is within these limits: 0,10 to 0,25 mm (0.004
to 0.010 in). If it is outside the limits, the assembly
of the idler gear and bushes must be renewed.
For earlier 2000 series engines, fit the idler gear thrust
plate and securing bolt. Ensure that the slot in the plate
is correctly located on the roll pin before tightening the
bolt. Tighten the bolt to a torque of 61 Nm (45 lbf ft).
Check that the end float is within these limits: 0,051 to
0,20 mm (0.002 to 0.008 in). If it is outside the limits,
the assembly of the idler gear and bushes must be
renewed.
3 Check the backlash of the idler gear, see Fits and
clearances on page 77. If a new gear has been fitted,
the position of the idler gear axle may require
adjustment to obtain the correct backlash
dimensions. Refer to page 76. This operation does
NOT apply to new 2000 series engines.
4 Fit the wheelcase,operation 15-1.
This document has been printed from SPI². Not for Resale
15
To set the gear backlash 15-7
Special tools:
Reaming jig, idler gear axle, 21825 999
Continued
This document has been printed from SPI². Not for Resale
15
To adjust the backlash of the timing gears
If the crankcase is to have its original idler gear and
1 2 3
idler gear axle fitted, they should be fitted with the
original dowels and then the backlash must be
checked. The backlash limits are:
Between the idler gear and the drive gear for the fuel
injection pump (FIP):
0,05 to 0,15 mm (0.002 to 0.006 in).
Between the idler gear and the camshaft gear:
0,05 to 0,15 mm (0.002 to 0.006 in).
Between the idler gear and the crankshaft gear:
0,15 to 0,40 mm (0.006 to 0.010 in). A 02
This document has been printed from SPI². Not for Resale
15
Fits and clearances
A 314
This document has been printed from SPI². Not for Resale
This document has been printed from SPI². Not for Resale
16
Cylinder block assembly 16
General description
The crankcase is a single unit cast in high grade
nickel-chrome iron and comprises the crank chamber
and the cylinder block. The crank chamber extends
below the crankshaft line to ensure rigidity. Lateral
bolts to the front, centre and rear main bearing caps
provide additional stiffness.
Five transverse webs within the crankcase provide
support for the crankshaft and camshaft. The
crankshaft is carried in seven bearings, secured by
removable caps and fitted with thrust washers at the
centre bearing.
The camshaft has seven journals. On all engines prior
to build line number 79339 the camshaft runs in
bearing surfaces machined in the crankcase parent
metal. Industrial engines, from build line number
79339, have a bush fitted to the front journal with the
six remaining journals running in bearing surfaces
machined in the crankcase parent metal.
The low-mounted camshaft is gear driven from the
front of the crankshaft through an idler gear. It is
drilled through its complete length to form an oil
gallery and runs in bearings or bearing surfaces
machined in the crankcase.
Oil is transferred from the centre bearing to lubricate
the remaining six camshaft journals and certain other
components.
The drive gear is located on the shaft by a single
dowel and retained by five setbolts/capscrews and a
locking plate. For certain early engines, the drive gear
is pressed onto the camshaft and is located by a
woodruff key.
Slip-fit wet-type cylinder liners manufactured from
cast iron and which have been induction hardened
are used. The liner bore is honed and carbide
finished, which results in a matt surface.
Caution: If a used liner is to be refitted to an engine,
it is vital that NO re-honing or de-glazing of the bore is
undertaken.
The top of the liner is flanged and forms a coolant seal
with the counterbore seat in the crankcase top face.
Three grooves are machined into the skirt of the liner
to accept three composition sealing rings.
This document has been printed from SPI². Not for Resale
16
Crankcase 14 Fit the mounting brackets to the crankcase. Using
a crane and the lifting beam, 21825 821, support the
crankcase, remove the transportation stands and fit
To fit to and to remove from a the crankcase to the build stand, 21825 993.
build stand 16-1 To remove from a build stand
1 Fit the lift adaptor, 21825 821, to the engine, use a
Special tools:
suitable hoist to remove the engine from the build
Strap wrench, 21825 825 stand and support it with transportation feet.
Lift adaptor for engine, 21825 821 2 Fit the oil cooler assembly and its coolant pipes,
Build stand - engine, 21825 993 secure pipes with hoses and hose clips. Fit the
connecting pipework between the sump, oil cooler
and crankcase and fit the compressor oil feed pipe.
To fit to a build stand
3 Fit the engine stop solenoid, refer to section 23 for
To obtain access to the crankcase and further main setting details.
components, the engine must be disconnected from
4 Fit new oil filter canisters as detailed in section 4 of
its driven unit and fitted in a build stand. Instructions
the User’s Handbook, TSD 3215.
to disconnect the driven unit are to be found in the
publication of the relevant manufacturer. To fit the 5 Fit the oil by-pass filter together with all the relevant
engine to a build stand proceed as follows: pipework.
Warning! Fuel and oil pipes MUST be inspected for
1 Disconnect the batteries.
cracks or damage before they are fitted to the engine.
2 Close the valves and disconnect the pipes for the
fuel supply and the fuel return. 6 Fit the fan, operation 21-2.
3 Drain the coolant system (refer to the User’s 7 Connect the exhaust pipes.
Handbook TSD 3215), remove the radiator, operation 8 Fit the radiator, operation 21-1.
21-1, and the relevant coolant pipes and air ducts. 9 Fit the air cleaner assembly and connect the
Warning! Remove carefully the radiator filler cap as ducting to the turbocharger.
the system may be under pressure. 10 Set the fuel injection pump timing, operation 17-2.
4 Drain the lubricating oil from the engine by the 11 Fill the lubrication system to the correct level with
removal of the drain plugs from the base of the sump. clean engine lubricating oil, see User’s Handbook
5 Remove the fan, operation 21-2. TSD 3215.
6 Remove the air cleaner assembly and the ducting 12 Fill the coolant system to the correct level, see
to the turbocharger. User’s Handbook TSD 3215.
7 If a compressor is fitted, remove the compressor air 13 Connect the fuel supply.
filter and associated pipework. Disconnect the 14 Connect the batteries.
coolant and oil pipework and remove the compressor. 15 Eliminate air from the fuel system, operation 20-11.
8 Remove the turbocharger exhaust outlet pipe and,
where applicable, the diffuser. Prior to removal, scribe
alignment marks to ensure correct orientation on
reassembly.
9 Remove the alternator and drive belt.
10 Slacken the belt tensioner and remove the belts
and the tensioner assembly.
11 Use the filter wrench, 21825 825, to remove the oil
filter canisters. Disconnect all relevant pipework and
remove the oil cooler and, if fitted, the oil bypass filter.
12 Remove the turbocharger(s), complete with the oil
supply and drain pipework.
13 Remove the oil filler and the dipstick tube
assemblies.
This document has been printed from SPI². Not for Resale
16
To dismantle and to assemble 16-2 Take care not to damage the rocker oil feed studs.
Remove the coolant bobbins, head gaskets, roll pins
Special tools: and oil feed studs; a special tool, 21825 800, is
available for bobbin removal.
Cylinder head lifting bar, 21825 816
12 Remove the starter motor and solenoid assembly,
Bobbin removal tool, 21825 800
operation 23-3.
Flywheel lifting bracket, 21825 817
13 Remove the tappet cover, gasket, baffle plate and
Bearing cap removal tool, 21825 806 the rocker oil feed pipe. Lift out the cam followers. The
Engine build stand, 21825 993 cam followers must be stored in the correct sequence
Lapping tool. 21825 902 to ensure that they are fitted to their original positions
when the engine is assembled.
Piston replacer sleeve, 21825 784
14 Remove the flywheel, operation 22-1, use the
Dial gauge, 21825 782
lifting bracket 21825 817. Remove the flywheel
Torque angle gauge, 21825 924 housing, operation 22-3.
Sump guide studs, 21825 812 15 Rotate the build stand until the sump is uppermost
Flywheel guide studs, 21825 802 and remove the sump.
Spanner, 21825 807 16 Remove the wheelcase, operation 15-1.
17 Remove the oil transfer pipes, the connections
To dismantle and the suction intake assembly. Remove the oil
pump complete with drive gear and shims.
1 Fit the assembly of the engine to a build stand,
Note: Shims are not fitted to the oil pumps of new
operation 16-1.
2000 series engines.
It is recommended that small items (for example: low
pressure fuel pipes, clips, brackets, etc.) are labelled, 18 Remove the rear end oil seal housing - not fitted
to indicate their location and purpose, and are stored to new 2000 series engines.
with the relevant engine parts. 19 Disconnect and remove the stop solenoid.
Remove the fuel injection pump drive gear and
2 Remove the exhaust manifolds.
remove the fuel injection pump, together with its
3 Remove the main pulley and damper from the mounting bracket and, if fitted, the adaptor plate. If
crankshaft hub. Unscrew the crankshaft nut and fitted, remove the oil distribution block.
remove the hub.
20 For engines fitted with an integral camshaft gear,
4 Disconnect and remove the low pressure fuel remove the camshaft as given in operation 16-8. For
pipes. Unscrew the fuel filter and remove the filter all other engines: remove the camshaft gear retaining
header. bolts, remove the retaining bolts of the idler gear and
5 Remove the coolant rail and the thermostat withdraw the thrust plate. Remove the idler gear and
housing. camshaft drive gear. Remove the camshaft thrust
6 Disconnect the coolant pump pipework. Unbolt the plate and carefully withdraw the camshaft. Remove
pulley from the coolant pump and remove the pump. the idler gear axle.
7 Remove the air inlet manifold/charge cooler and 21 Remove the backplate and rotate the build stand
associated pipework. until the engine is horizontal. Remove the piston
cooling jets, unscrew the big end nuts, remove the
8 Remove the high-pressure fuel pipes, unions and
bearing caps and carefully withdraw each of the
shrouds.
pistons.
9 Remove the rocker covers and fuel injectors.
22 Remove the lateral bolts of the main bearing caps
10 Remove the rocker gear and pushrods. The and extract the bearing caps, if necessary use the
pushrods must be stored in the correct sequence to removal tool, 21825 806. Use a crane and suitable
ensure that they are fitted to their original positions sling to lift out the crankshaft.
when the engine is assembled.
11 Fully slacken the tappet adjusting screws before
removing the rocker pedestal bolts. Slacken the
cylinder head bolts and nuts in the reverse order to
the tightening sequence, shown on page 86. Note the
positions for any brackets retained by the cylinder
head bolts. Remove the bolts and nuts and, using the
lifting bar 21825 816, remove the cylinder heads.
This document has been printed from SPI². Not for Resale
16
To assemble 4 Apply a light coat of oil to the threads of the main
bearing cap bolts. Fit all the bolts but do not tighten at
The crankcase should be cleaned and any suspect
this stage. Fit the lateral bolts, complete with plain
cup plugs renewed. If any blanking plugs have been
washers, to the front, centre and rear bearing caps.
removed they should be replaced at this stage. It is
Tighten the main bearing cap bolts in the sequence
recommended that the engine is rebuilt using the
shown (A). The bolts for the centre, front and rear
sequence which follows:
bearing caps must be tightened to a torque of 216 Nm
1 Fit the mounting brackets to the crankcase and (160 lbf ft). The intermediate bearing cap bolts must
secure the crankcase in the engine build stand, 21825 be tightened to a torque of 272 Nm (200 lbf ft). Finally,
993. tighten the lateral bolts to a torque of 95 Nm (70 lbf ft)
2 Oil the camshaft bearing housing and carefully slide in the alphabetical sequence shown (A).
the camshaft into position. 5 Check that the crankshaft rotates freely and
3 Rotate the build stand until the sump mounting face measure the crankshaft end float, it must be between
is uppermost. Fit and oil the upper halves of the main 0,127 and 0,33 mm (0.005 and 0.013 in).
bearing shells. Check that the dowels are fitted at the 6 Ensure that the cylinder liners have been cleaned
front, centre and rear bearing cap positions and, using and inspected as given in operation 16-5 and perform
a suitable sling, carefully lower the crankshaft a liner protrusion check as follows: Carefully fit the
assembly into position. Feed the upper halves of the liners, without sealing rings, into their relevant
thrust washers into place at each side of the centre positions in the crankcase.
bearing, with the bronze face of each washer toward
the crank web. Fit the lower half bearing shell and Continued
lower halves of the thrust washers to the centre main
bearing cap and fit the cap. Fit the remaining caps
complete with lower half bearing shells. Ensure that
the correlation numbers on each cap correspond to
the adjacent numbers on the crankcase.
C A E
13 15 9 5 1 3 7 11 17 19
16 14 10 6 4 2 8 12 20 18
D B F
A 148
This document has been printed from SPI². Not for Resale
16
7 Measure and record the liner flange protrusion
above the crankcase top face at four equidistant
points.
Protrusion limits are 0,076 to 0,127 mm (0.003 to
0.005 in) and must also meet the following
requirements (A).
z Maximum variation of 0,025 mm (0.001 in)
between the highest and lowest points on any one
liner flange.
z Maximum variation of 0,025 mm (0.001 in)
between protrusions at adjacent points of
neighbouring liners.
8 Use ‘Engineers blue’ to check the contact between
the liner flanges and their seating faces. To ensure a
satisfactory seal, the contact area must cover 100%
of the circumference and at least 50% of the width
and any position. If the area of contact does not
conform to these requirements, the flange of the
cylinder liner must be lapped to the shoulder in the
crankcase by the use of a lapping compound. A
lapping tool, 21825 902, is available for this operation.
Continued
0.127 0.102 0.102 0.076 0.076 0.076 0.076 0.076 0.102 0.102 0.127 0.127
Acceptable
0.127 0.076 0.076 0.127 0.076 0.076 0.076 0.076 0.127 0.127 0.127 0.076
Unacceptable
A 156
This document has been printed from SPI². Not for Resale
16
When a new liner is fitted and the protrusion check is
satisfactory, etch its position number on the top face 1 2
(A2) of the liner adjacent to the large coolant port. Do
NOT mark the flange face (A1).
9 When the protrusion check for the cylinder liners is
satisfactory, remove the liners and ensure that the
seats are clean and have been degreased.
10 Fit the cylinder liners, operation 16-4.
11 Rotate the build stand until the engine is almost
horizontal. Assemble the pistons and connecting rods
as detailed in section 13 and clean the bores of the
cylinder liners. Before each piston assembly is fitted,
turn the crankshaft until the appropriate journal is at A 292
its lowest position. Clean the journal and lubricate
with clean engine oil.
12 Fit the upper half of the big end bearing to the
connecting rod, ensuring that the location tang is
correctly fitted. Lubricate the bearing with clean
engine oil. Enter the piston/connecting rod assembly
through the compression sleeve tool, 21825 784, into
the bore with the ‘FRONT’ marking on the piston
crown to the front of the engine. Guide the rod
carefully onto the crank pin.
13 Fit the lower half of the bearing into the big end
cap ensuring correct location, and lubricate with clean
engine oil. Fit the bearing cap with the correlation
marks aligned, ensure that the big end bolts are
correctly seated and tighten the lightly oiled nuts to a
torque of 217 Nm (160 lbf ft). Repeat the procedure
for the remaining five assemblies.
14 Fit the six piston cooling jets, complete with new
‘O’ ring seals, secure each with a bolt and spring
washer.
15 Rotate the build stand until the engine is upright.
Turn the crankshaft until the piston is at TDC (top
dead centre) and measure the clearance of the piston
crown below the crankcase top face. A dial gauge,
21825 782, is obtainable for this purpose. Permissible
clearance is 0,28 to 0,38 mm (0.011 to 0.015 in). If
necessary, it is permissible to machine up to a
maximum of 0,127 mm (0.005 in) from the piston
crown. Perform the check on all pistons. Restore the
‘FRONT’ and other markings if they are removed
during machining.
16 Fit the two rocker gear oil feed studs and the
blanking plug, complete with new sealing washer, to
the crankcase top face. Ensure that the feed stud
oilways are clear before fitting.
Continued
This document has been printed from SPI². Not for Resale
16
17 Fit a new ‘O’ ring seal to the oil transfer tube and
position the tube in the crankcase front end face. Fit 1
the two dowels to the front face and position a new
gasket over the dowels. Fit the backplate and retain
with three bolts with plain and spring washers.
18 Fit the fuel injection pump adaptor using new ‘O’
rings on the spigot and between the adaptor and
backplate. Fit the rear support bracket to the
crankcase and loosely attach the support block.
19 Lightly smear the camshaft journals and bearing
surfaces with clean engine oil and insert the camshaft
into the crankcase. 3 2
20 For engines with the bolt-on type of camshaft gear A 295
proceed as follows:
Fit the thrust plate and tighten the capscrews to a
torque of 54 Nm (40 lbf ft). Fit the camshaft drive
gear and secure with a dowel and five setbolts
tightened to a torque of 61 Nm (45 lbf ft). Bend up
the tabs of the locking plate.
For engines with the integral type of camshaft gear
proceed as follows:
Rotate the camshaft gear until the capscrews
which retain the thrust plate can be fitted through
the access holes in the camshaft gear. Tighten the
capscrews evenly to a torque of 54 Nm (40 lbf ft).
21 Fit the fuel injection pump drive gear and secure
with retaining plate and bolts.
22 For new 2000 series engines: Fit the dowel for the
idler gear axle, fit the axle, fit the gear and collar and
retain with the capscrew. For earlier engines: Fit the
idler gear axle locating dowels and retain the axle with
three setscrews. Fit the idler gear. For all engines,
align the timing marks as shown (A).
Note: On early engines, if a new idler gear, a new
idler gear axle or a new crankcase is used, the
position of the idler gear axle must be set correctly to
obtain the correct backlash for the gears. Refer to
operation 15-7.
23 Ensure that the crankcase and cylinder head
flame faces are clean and dry. Fit the coolant bobbins,
complete with new ‘O’ ring seals, into the top face of
the crankcase. Fit the dowels and the new cylinder
head gaskets, noting that the gaskets are marked
‘TOP’, and lower the cylinder heads into position. A
lifting bar, 21825 816, is obtainable for this purpose.
Continued
This document has been printed from SPI². Not for Resale
16
24 Position the lifting eyes. A light application of oil
must be applied under the head of each cylinder head
bolt and also to the threaded area. Do NOT use an
excess amount of oil. Where relevant, fit a washer to
each bolt.
Note: Recent engines use a different type of bolt
which MUST be fitted without a washer.
25 Screw the bolts in by hand to ensure the correct
location. Always place the bolts in position, do NOT
drop them. Lightly oil the threads on the oilway stud
and fit the nut and washer. Later engines have a
special bolt (A22) fitted in place of the stud and nut.
Caution: The special bolt (at position A22) is drilled A 56
and can be identified by the word ‘OIL’ stamped on its
head or, for later engines, a recess in its head. The
old and new types of drilled bolt are interchangeable.
26 Align the heads by temporarily fitting the inlet
manifold without the gasket and, using the sequence
shown (A), tighten the bolts (and nut where relevant)
of each cylinder head as follows:
a Tighten all bolts in the sequence shown (A) to a
torque of 136 Nm (100 lbf ft).
b Tighten all bolts in the sequence shown (A) to a
torque of 204 Nm (150 lbf ft).
c Tighten ONLY the bolts in the black circles, in
the sequence shown (A), by an additional angle
of 40 degrees. A torque angle gauge, 21825
924, is available for this purpose.
Remove the inlet manifold.
Caution: Except for new 2000 series engines, the
bolts and nuts of a newly fitted cylinder head must
be re-tightened to their final torque figures, and the
tappet clearances checked, after the first 500 to
1000 km.
27 Lightly oil the cam followers and fit them to their
relevant positions in the crankcase. Fit the rocker oil
feed pipe and secure with three bolts and shouldered
washers. Fit the gasket, baffle plate, gasket and the
tappet cover and secure the engine breather pipe to
the tappet cover. If the engine is fitted with an oil
distribution block it should now be refitted complete
with plugs and adaptors as appropriate.
Continued
This document has been printed from SPI². Not for Resale
16
28 Fit the push rods and assemble the rocker gear.
Refer to section 11 for torque settings. To facilitate
barring over the crankshaft, screw two bolts into its
rear face. Turn the crankshaft anticlockwise, viewed
from the flywheel end, and adjust the tappet
clearances in the sequence which follows. ‘Valves
rocking’ means ‘inlet valve just opening, exhaust
valve just closing’.
Continued
This document has been printed from SPI². Not for Resale
16
33 Fit the suction intake assembly, the oil transfer
pipes and connections to the oil pump and crankcase.
34 Fit the wheelcase complete with a new gasket at
the joint face. Before tightening the securing bolts use
a straight edge to align the base with the sump
mounting face, the base should be within 0,08 mm
(0.003 in) of the sump mounting face.
35 Fit the sump guide studs, 21825 812, apply two
lines of Hylogrip sealant along the joints where the
wheelcase meets the backplate and position the new
gasket. Carefully fit the sump, remove the guide studs
and fit the bolts, complete with plain and spring 1
washers.
Caution: When tightening bolts on rear pannier
sumps the four bolts immediately to the front of the
pannier (two each side, near the centre of the sump),
must be tightened last to a torque of 28 Nm (21 lbf ft).
36 With the crankcase in the upright position, fit the
flywheel housing as follows:
For new 2000 series engines, the crankshaft rear oil
seal is fitted directly in the flywheel housing and the
joint between the flywheel housing and the crankcase
must be sealed by the use of a special sealant,
‘Loctite gasket eliminator 518’. Ensure that the faces
of the flywheel housing and crankcase are clean and
dry. Apply a continuous bead of ‘Loctite gasket
eliminator 518’ to the cylinder block as shown (A1). A 300
Continued
This document has been printed from SPI². Not for Resale
16
40 Fit the fuel injection pump, operation 20-10. 52 Fit the belt tensioner assembly, then the alternator
41 Fit the fuel injectors, operation 20-1. Fit both drive belt and the three main drive belts. Set the belt
rocker covers complete with new gaskets. tensions as given in section 4 of the User’s
Handbook, TSD3215.
42 Blow through high pressure fuel pipes with dry
compressed air before proceeding: Loosely fit the 53 Apply a light coat of anti-seize compound to the
injector feed pipes. Note that the high pressure pipes mounting stud threads and assemble the
of recent engines are joined and must be fitted as a turbocharger unit to the exhaust manifold/mounting
set. Ensure that each pipe is aligned correctly, press duct. Fit the turbocharger diffuser and the exhaust
the rubber shroud inserts over each pipe, then outlet pipe, realign the marks which were made during
position the shrouds over the inserts with steel dismantling to ensure correct orientation. Prime the
backplates where necessary. Do NOT bend the turbocharger bearings by pouring 0,2 ltr (1/3 pint) of
pipes. Tighten the pipe unions taking care not to strain clean engine lubricating oil into the aperture at the top
or twist the pipes. Finally secure the shrouds with of the bearing housing. Check the turbocharger oil
bolts and spring washers. feed and drain pipes for damage and restrictions and
43 Assemble the coolant rail to the thermostat assemble to the engine complete with new gaskets
housing, using new ‘O’ ring seals on all connections. where necessary. Fit the duct between the
Fit the thermostat-to-wheelcase coolant pipe then fit turbocharger and the air inlet manifold, use a new
the coolant rail assembly, complete with thermostat, seal at the ‘V’ band camp end. Tighten ‘V’ band
and secure to the cylinder heads. clamps to a torque of 8 Nm (6 lbf ft).
44 Fit the fuel filter bracket and fit the low pressure 54 Remove the engine from the build stand,
fuel pipes, check all pipes for cleanliness before operation 16-1.
fitting. Strict cleanliness must be observed when
assembling pipes and fittings to the engine. Fit a new
fuel filter canister as described in the User’s
Handbook TSD3215.
45 Position a new coolant pump gasket and fit the
coolant pump, connect the relevant hoses and
connections and fit the alternator adjusting strap
beneath the relevant cover bolt. Fit the coolant pump
drive pulley and tighten the securing bolts to a torque
of 24 Nm (18 lbf ft).
46 Fit the crankshaft damper, locking plate and main
pulley and secure with bolts and spring washers.
Tighten the bolts to a torque of 41 Nm (30 lbf ft).
47 Assemble the exhaust manifold and, using new
gaskets, bolt the assembly to the cylinder heads. Use
the two tie plates between diagonally opposite bolts at
the number 2 and 5 cylinder positions and apply
Rocol J-166 to the bolt threads before fitting.
48 Mount the compressor, complete with drive gear,
on the rear of the backplate, use a new gasket at the
joint face and secure with three bolts, nuts and spring
washers. For engines without compressors the
banking plate should be fitted.
49 Connect the coolant pipework between the
crankcase and the compressor and the compressor
and the base of the thermostat housing. Fit the
compressor air filter and pipework.
50 Fit the oil filler assembly, complete with a new
gasket. Fit the dipstick assembly.
51 Secure the alternator mounting bracket and
alternator to the coolant pump outlet connection, fit
plain and spring washers to each bolt. Attach the
alternator to its adjusting strap but do not tighten. On
new engines the alternator mounting is an integral
part of the coolant pump cover.
This document has been printed from SPI². Not for Resale
16
To inspect 16-3
Special tools:
Remover tool for cup plugs, 21825 855
Slide hammer, 21825 849
Replacer kit for cup plugs, 21825 865
Drive handle, 21825 861
Cutting tool, 21825 791
Cutter, 21825 792
Crankcase
A 303
Remove all blanking plugs and clean the crankcase
thoroughly giving special attention to oilways. Refit
the coolant plugs to the cylinder block, apply ‘Loctite
225’ to the threads and use new sealing washers
where necessary. Remove any suspect core plugs
using the core plug remover, 21825 855, and slide
hammer, 21825 849. To fit new core plugs use the
replacer kit, 21825 865, and drive handle, 21825 861.
Test the crankcase for cracks as follows: make,
locally, enough seals to close all of the coolant
apertures and fit them to the crankcase. Immerse the
crankcase in water which has been maintained at
60°C (140°F) for 20 minutes. Apply air pressure at
207 kN/m² (30 lbf/in²) and examine for leaks. If there
is a fault in the casting, contact the service
department at Perkins Engines Company Limited
Shrewsbury.
Top face
Eroded bobbin recesses and fretting of the crankcase
top face may be rectified. Details of the relevant
service reclamation schemes may be obtained from
the Service Department at Perkins Engines Company
Limited, Shrewsbury. A range of service undersize
pistons is available for use when the top face of the
crankcase has been machined.
Liner recesses
Check each liner flange seat for fretting or cracks.
A cutting tool (A), 21825 791 and cutter 21825 792,
may be used to restore unsatisfactory seats or to
restore seat depths after the top face of the crankcase
has been machined.
Inspect the lower recesses for erosion and damage
around the sealing areas. Instructions for any
necessary repairs may be obtained from the Service
Department at Perkins Engines Company Limited,
Shrewsbury.
This document has been printed from SPI². Not for Resale
16
Cylinder liners
1
To remove
1 Drain cooling and engine lubrication systems.
2 Remove the cylinder head/s, operation 12-4. A 141
Continued
This document has been printed from SPI². Not for Resale
16
4 Liners may be pressed in by hand. If difficulties are
encountered it is advisable to withdraw the liner and
check that the rings are correctly fitted and that an
excessive amount of ‘Linalube’ has not been applied.
As each cylinder liner is fitted, fit a cylinder liner
clamp, 21825 844, to retain it securely.
Do NOT use mineral oil on the crankcase and sealing
rings if ‘Linalube’ is not available. Tight liners may be
pressed in using the remover/replacer tool, 21825
790 (A).
5 After the cylinder liners have been fitted, check the
bores (B) for ovality and taper. The maximum
acceptable limit for both taper and ovality is 0,05 mm A 296
(0.002 in). The lower bore dimension should not be
less than 130,14 mm (5.124 in).
6 Remove the clamps and fit the pistons, operation
13-1.
7 Fit the cylinder heads, operation 12-4.
8 Fit and the sump, operation 19-3. Fill the coolant
and lubrication systems to the correct levels.
This document has been printed from SPI². Not for Resale
16
Cam followers To fit
1 Ensure that the joint faces on the cover plate and
crankcase are clean.
To remove and to fit 16-6 2 Lightly smear the cam followers with clean engine
oil and fit them to the correct positions in the
To remove crankcase.
1 If a compressor is fitted to the engine, drain the 3 Fit the baffle and cover plate, complete with new
coolant system to below the level of the coolant inlet joints.
pipe of the compressor. 4 Fit the breather pipe to the cover and tighten the
2 Remove the rocker covers and the rocker clip.
assemblies, operation 12-1 and operation 12-2. 5 Fit the oil feed pipe, the coolant pipes and the air
Withdraw the push rods and store them in the correct supply pipe to the compressor.
sequence to ensure that they can be refitted to their
6 Fit the push rods to the relevant cam followers. Fit
original positions.
the rocker assembly, operation 12-2, and adjust the
3 Where fitted, disconnect and remove the oil feed tappets, operation 12-3.
and coolant pipes from the compressor, and remove
7 Fit the rocker covers, operation 12-1.
the compressor air supply pipe.
8 If the coolant system was drained, fill to the correct
4 Slacken the hose clip and remove the breather pipe
level with the approved coolant mixture.
from the cam follower cover.
5 Remove the cam follower cover and withdraw the
baffle. Discard the joints.
6 Lift out the cam followers. Keep the cam followers
in the correct sequence to ensure that they can be
refitted to their original positions.
Inspect the cam followers for wear and scuffing, and
check each one in its respective bore. If the cam
follower is otherwise serviceable, slight damage may
be removed by the use of a smooth oilstone.
This document has been printed from SPI². Not for Resale
16
Camshaft
1
To remove
1 Remove the cam followers, operation 16-6.
2 Remove the alternator, operation 23-2.
3 Remove the coolant pump, operation 21-5.
4 Remove the crankshaft pulley assembly, operation
14-1 or operation 14-2, and the wheelcase, operation 3 2
15-1. A 295
5 Turn the engine until No.1 piston is at TDC with the
relevant mark on the flywheel aligned with the timing
pointer in the flywheel housing. The timing marks on
the camshaft and crankshaft gears should now be
facing the idler gear axle as shown (A), and the mark
on the front end of the crankshaft at the 12 o’clock
position.
6 Remove the five bolts from the drive gear and
withdraw the gear.
7 Unscrew and remove the thrust plate.
8 Carefully withdraw the camshaft.
To fit
1 Lightly smear the journals and bearing surfaces B 305
with clean engine oil and carefully insert the camshaft.
2 Ensure that the thrust plate bolts and their 7 Fit the wheelcase, operation 15-1.
respective holes in the crankcase are clean and free 8 Fit the crankshaft pulley assembly, operation 14-1
from grease. Fit the thrust plate. Apply ‘Loctite 242’ to or operation 14-2.
the threads of the bolts, fit the bolts and tighten each 9 Fit the coolant pump, operation 21-5.
bolt to a torque of 54 Nm (40 lbf ft).
10 Fit the alternator, operation 23-2.
3 Fit and secure the camshaft gear (A3) to the
11 Fit the cam followers, operation 16-6.
camshaft with the timing mark aligned with the
corresponding marks on the idler gear (A1). Fit the
locking plate, if one was previously fitted, fit the
retaining bolts, tighten them to a torque of 61 Nm (45
lbf ft) and bend up the tabs on the locking plate.
Check the end float as shown (B). Limits for end float
are 0,152 to 0,405 mm (0.006 to 0.016 in).
4 If the end float exceeds the limits it must be
corrected by fitting a new thrust plate or drive gear.
5 When the end float is correct, check that the gear
retaining screws are tightened to the correct torque
figure, 61 Nm (45 lbf ft).
6 Ensure that the timing marks on the idler gear (A1),
crankshaft gear (A2) and camshaft gear (A3) are
correctly aligned. Check the backlash between the
idler gear and the camshaft gear, and also between
the idler gear and the crankshaft gear. Refer to Fits
and clearances on page 77.
This document has been printed from SPI². Not for Resale
16
Camshaft
To remove
1 Remove the cam followers, operation 16-6.
2 Remove the alternator, operation 23-2.
3 Remove the coolant pump, operation 21-5.
4 Remove the crankshaft pulley assembly, operation
14-1 or operation 14-2, and the wheelcase, operation
15-1. A 306
5 Remove the idler gear.
6 Rotate the camshaft gear until the capscrews which
1
retain the thrust plate can be seen through the access
holes in the gear.
7 Remove the thrust plate capscrews.
8 Carefully withdraw the camshaft.
To fit
1 Turn the engine until the number 1 piston is at TDC
with the mark on the end of the crankshaft at the top
position.
2 Lightly smear the camshaft journals and bearing
3 2
surfaces with clean engine oil and carefully insert the
camshaft into the crankcase. B 304
3 Rotate the camshaft gear until the capscrews which
retain the thrust plate can be fitted through the access
holes in the gear. Ensure that the capscrews and their
respective holes in the crankcase are clean and free
from grease. Apply ‘Loctite 242’ to the threads of the
capscrews, fit the capscrews and tighten each to a
torque of 54 Nm (40 lbf ft).
4 Check the camshaft end float as shown (A).
Limits for end float are 0,152 to 0,405 mm (0.006 to
0.016 in). If the end float exceeds the limits it must
be corrected by fitting a new thrust plate or drive
gear.
5 Fit the idler gear.
6 Ensure that the timing marks on the idler gear (BI),
the crankshaft gear (B2) and the camshaft gear (B3)
are correctly aligned.
7 Check the backlash between the idler gear and the
camshaft gear, and also between the idler gear and
the crankshaft gear. Refer to Fits and clearances on
page 77.
8 Fit the wheelcase, operation 15-1.
9 Fit the crankshaft pulley assembly, operation 14-1
or operation 14-2.
10 Fit the coolant pump, operation 21-5.
11 Fit the alternator, operation 23-2.
12 Fit the cam followers, operation 16-6.
This document has been printed from SPI². Not for Resale
16
To inspect 16-9
This document has been printed from SPI². Not for Resale
16
Fits and clearances
1 2
A 5 4
294
This document has been printed from SPI². Not for Resale
16
1 2
A 5 4
294
This document has been printed from SPI². Not for Resale
17
Engine timing 17
Valve timing
To check 17-1 1
This document has been printed from SPI². Not for Resale
17
Fuel injection pump timing
Continued
C 309
D 310
This document has been printed from SPI². Not for Resale
17
7 If the location device does not enter fully the timing
is incorrect and the access cover (A1) must be
removed from the front of the engine.
8 Slacken the four gear retaining bolts (B) and turn
the pump camshaft, with a 30 mm spanner, until the
location device enters fully under light pressure.
9 Tighten the gear retaining bolts to a torque of 45 Nm
(33 lbf ft) and withdraw the location device.
10 Turn the engine backwards a minimum of 60
degrees and repeat paragraphs 4, 5 and 6.
11 If timing is still incorrect repeat paragraphs 4 to 9
inclusive.
12 Proceed as follows when the timing is correct.
13 Fit the front access cover plate.
14 Withdraw the location device (C1), invert it and
refit it as shown (C). The pointer location slot MUST
face outwards. Fit the cap nut.
15 Fit the rocker cover, release the engine stop lever
and fit the timing pointer cover plate to the flywheel
housing.
1
A 311
B 312
1
C 313
This document has been printed from SPI². Not for Resale
This document has been printed from SPI². Not for Resale
18
Aspiration system 18
General description
The induction system of the engine is supplied with air Aspiration system maintenance
under pressure by means of a turbocharger driven by
the energy of the waste exhaust gases. The part The following points should receive particular
number of the turbocharger can be found on the attention:
turbocharger data plate. Early engines are fitted with
1 Service the air cleaner in accordance with the
one of these: OE49342, OE51140 or OE51430. New
Perkins recommendations given in section 4 of the
2000 series engines are fitted with OE52534 or
User’s Handbook, TSD3215, or in the equipment
OE52535. TTAG engines are fitted with two
manufacturer’s manual.
turbochargers: OE50642 and OE50674.
Turbochargers OE51430 and OE52535 are each 2 At frequent intervals inspect the induction and
fitted with a waste-gate. exhaust systems for leakage and deterioration of
hose connections. If the systems are disturbed they
The exhaust manifolds direct the exhaust gases to the must be reassembled carefully to ensure perfect
turbine wheel of the turbocharger rotor, causing the joints and to prevent cracking of manifolds due to
rotor to spin. The turbocharger compressor impeller, uneven tightening.
which forms part of the rotor assembly, draws air in
3 During servicing, take special care to prevent dirt
through the air cleaner and delivers it to the induction
and loose articles from entering the induction and
manifold, under pressure, to be distributed to each
exhaust systems where they could damage the
cylinder as the inlet valves open. A waste-gate, fitted
compressor or turbine wheels of the turbocharger.
to certain turbochargers, monitors the boost delivery
pressure in the turbocharger compressor and, once 4 The exhaust manifolds are made from a special
this reaches a pre-set figure, opens and allows the alloy to protect the turbocharger turbine wheel from
excess pressure to escape. damage by loosened scale. Manifold components
designed for non-turbocharged engines are not
TWG engines are fitted with an air-to-coolant charge suitable for use in conjunction with a turbocharger.
cooler, interposed between the turbocharger and the
5 At frequent intervals check that the turbocharger oil
induction manifold. This serves to lower the
feed and drain pipes are undamaged. Restriction of
temperature of the compressed induction charge
oil flow may result in turbocharger bearing failure.
before it passes into the engine. The charge cooler is
Check the bore of the drain pipe at oil change
supplied by coolant from the engine. The coolant
intervals.
flows through a matrix of tubes within the charge
cooler before recirculating through the engine coolant 6 Use an approved lubricating oil of the correct grade
system. and specification and maintain the engine lubrication
system in accordance with the User’s Handbook,
All TA, TAG, and TTAG engines are fitted with an air- TSD3215.
to-air charge cooler, an intercooler. It is mounted at
7 Make periodic checks to ensure that the exhaust
the front face of the coolant radiator. The
system is unrestricted (for example: by choked
turbocharger compressor directs air through the
silencer or damaged exhaust pipe). Overheating and
intercooler before it passes through large bore
loss of performance will occur if the exhaust back-
pipework into the induction manifold.
pressure exceeds 51 mm (2 in) Hg under full load.
8 If investigation of an engine fault involves checking
the turbocharger, remove the trunking and spin the
rotor assembly by hand. Check for freedom to rotate
and listen for noises indicating binding or rubbing. If
necessary, remove the turbocharger for cleaning and
bearing checks, as described later.
Continued
This document has been printed from SPI². Not for Resale
18
9 Certain turbochargers are fitted with a waste-gate.
The operation of the waste-gate must be checked at
the intervals specified in the service schedule given in
the User’s Handbook, TSD3215.
Caution: If a new turbocharger is fitted or if a
turbocharger has been removed and refitted to an
engine, it must be primed with clean engine oil of the
correct specification before the engine is first started.
Refer to operation 18-1.
This document has been printed from SPI². Not for Resale
18
Turbocharger To fit
1 Clean the exhaust manifold and turbocharger
Description
mating faces, position the turbocharger on the
The turbocharger is a turbine driven compressor exhaust manifold and secure with nuts and plain
which utilises the energy of the exhaust gases to washers.
increase the mass of the induction charge. 2 Fit the oil supply and drain pipes. Tighten the two
The unit is secured to the exhaust manifold assembly bolts which retain the oil inlet flange to a torque of
and consists of a bearing housing which contains the 20 Nm (15 lbf ft). Connect the air duct. Where ‘V’
rotor assembly and bearings and to which is secured band clamps are used, they should be tightened to
the turbine and compressor housings. a torque of 8 Nm (6 lbf ft).
3 Prime the turbocharger bearing housing as follows:
The rotor bearings are of the fully floating sleeve type.
Lateral location of the rotor and control of end float is Clean the area around the blanking plug fitted to the
achieved by use of a shaft-mounted thrust ring inlet flange of the oil supply pipe. Remove the plug
assembly and a thrust bearing plate. Filtered oil from and add 0,2 litres of clean engine oil, of the correct
the engine is delivered under pressure to the grade, to the bearing housing. Fit and tighten the
turbocharger to provide bearing lubrication. blanking plug.
Drillings in the bearing housing direct oil to the Caution: The turbocharger/s MUST be primed with
bearings and the thrust bearing. The rotor assembly clean engine oil before the engine is first started.
is sealed at each end by split ring type seals.
If the turbocharger is correctly used and maintained How to check the waste-gate 18-2
the life expectancy between overhauls may be
regarded as equal to that of an engine. In the event of 1 Apply air pressure up to a maximum of 207 kN/m²
a turbocharger failure the cause must be found and (30 lbf/in²) and feel for movement of the end of the
rectified before a replacement is fitted. It is also control rod. This should be about 1,15 mm (0.045 in).
necessary to check that the failure has not caused, or
2 If the rod fails to move, disconnect the rod from its
may eventually cause, any further internal damage to
lever and try to move the lever by hand. If the lever is
the engine.
stiff, that part of the turbocharger must be dismantled
Reconditioned turbochargers are available from and cleaned.
Perkins distributors. Service kits, which include all of 3 With the rod still disconnected, test the assembly
the new parts required for turbocharger overhaul, are again with air pressure upto 207 kN/m² (30 lbf/in²). If
also available from Perkins distributors. the rod fails to move, the diaphragm and rod
assembly must be renewed.
To remove and to fit 18-1
To remove
1 Remove the turbocharger air ducts and the oil feed
and drain pipes. Do NOT damage or bend the pipes.
2 Support the turbocharger, unscrew the four
securing nuts and remove the unit.
This document has been printed from SPI². Not for Resale
18
Turbochargers: OE49342, OE50642, To dismantle and to assemble 18-3
OE51140, and OE51430
To dismantle
These turbochargers are very similar in both design
and operation. Refer to the exploded view (A) for itemised parts.
Whilst OE49342 is illustrated (A), OE51140 and 1 Use a scriber to mark the relative positions of the
OE50642 differ from OE49342 in only minor details. turbine housing (A23), the bearing housing (A19) and
Turbocharger OE51430 is the same as OE51140 the compressor housing (A1). This will ensure correct
except it is fitted with a waste-gate. The operations alignment during reassembly.
which follow apply to these three types of 2 Clamp the unit on the turbine inlet flange in a vice
turbocharger. in an upright position.
Oil pressure with the engine on load must be between 3 Remove the bolts (A4) and the clamping plates (A2)
2,0 kgf/cm² (30 lbf/in²) and 4,0 kgf/cm² (60 lbf/in²). and lift off the compressor housing.
Under idling conditions pressure should not fall below Caution: Compressor wheel blades can be easily
0,7 kgf/cm² (10 lbf/in²). damaged with compressor housing removed.
4 Bend back the tabs on the locking plates (A25) and
remove the bolts (A24) and clamping plates (A26)
from the turbine housing (A23). Lift the core assembly
away from the turbine housing.
Caution: Turbine blades can be easily damaged
with the turbine housing removed.
Continued
1 9 12 13 16 17
8
7
6
4
3
2
18
15
14
11
10
26
5 25
24
18
23
22
21
20
17
19
A 302
This document has been printed from SPI². Not for Resale
18
5 Use a scriber to mark the relative position of the 8 When fully assembled, check by hand that the rotor
compressor impeller (A6) to the turbine shaft (A21). spins freely.
Hold the turbine wheel in a suitable fixture and 9 The following specific torques must be applied
remove the compressor lock nut (A5). during assembly:
Note: Left hand thread. Do NOT bend the shaft. Bolts (A4) - 8,5 Nm (75 lbf in)
6 Slide the compressor impeller (A6) off the shaft. Bolts (A24) - 20,3 Nm (180 lbf in)
7 Ease out the retaining ring (A7), using a small
Lock nut (A5) - 14 Nm (124 lbf in)
screwdriver, and remove the oil seal plate (A8) from
the bearing housing (A19). Remove the ‘O’ ring seal Screws (A14) - 4,5 Nm (40 lbf in)
(A9) from the bearing housing and push out the oil
10 Bend over the tabs of the locking plates on the
slinger (A11) from the oil seal plate.
turbine and compressor housings.
8 Lift out the oil baffle (A12).
9 Remove the three flat head cap screws (A14) and
withdraw the thrust bearing (A15) and thrust collar
(A16).
10 Remove the shaft assembly (A21) together with
the seal (A22) and remove the heat shield (A20).
11 Remove the outer retaining rings (A17), withdraw
the bearings (A18), and remove the inner retaining
rings (A17).
To assemble
Assembling of the unit is the reversal of the
dismantling procedure after the inspection process
has been completed.
The following points must be observed if a
satisfactory rebuild is to be achieved:
1 Ensure that the parts which have been marked for
alignment purposes are fitted correctly.
2 Bevelled faces of the retaining rings (A17) must be
assembled towards the bearings (A18).
3 Lightly smear all parts with a film of clean engine oil
prior to fitting.
4 Do not force seals (split ring) into bores as they may
fracture and cause binding.
5 Take care not to trap or damage the ‘O’ ring seal
(A9) when assembling the plate (A8) to the bearing
housing (A19).
6 Mount a dial test indicator gauge at the end of the
shaft and check the end float of the shaft between the
extreme positions.
Total travel should be between 0,10 mm to 0,16 mm
(0.004 to 0.006 in).
7 Mount the dial test indicator gauge on the
compressor impeller boss and check the extreme
radial travel by pushing the impeller towards and
away from, in turn, the dial test indicator.
Total travel should be between 0,46 mm and 0,30 mm
(0.018 to 0.012 in).
Note: Readings outside the acceptable travel limits
in paragraphs 6 or 7 will indicate that a complete
overhaul is necessary or that a service replacement is
required.
This document has been printed from SPI². Not for Resale
18
To clean and to inspect 18-4
To clean
1 Use a commercially approved non-caustic cleaning
solution to soak parts until all deposits have been
loosened.
2 Clean all aluminium parts with a bristle type brush
or plastic scraper. Vapour blast may be used except
on the shaft and bearing surfaces.
3 Blow compressed air through all drilled
passageways and ensure that the surfaces adjacent
to the turbine and compressor wheels are clean,
smooth and free from deposits.
To inspect
1 Inspect the shaft bearing journals and the walls of
the seal grooves for wear and excessive scratches.
Minor scratches may be tolerated.
2 Check the turbine and compressor wheels for
cracked or damaged blades but do NOT attempt to
straighten blades.
3 Check the thrust bearing surfaces for wear or
damage. Minor scratches are acceptable. Ensure
that the feed grooves in the thrust bearing are clean.
4 Replace the bearings if excessively scratched or
worn.
5 Replace the bearing housing if the bearing or seal
bores are severely scratched or worn.
6 Have the balance of the rotor assembly checked at
an establishment which has the relevant special
equipment and knowledge.
7 Replace the ‘O’ ring seal (A9).
8 Check the turbine housing for signs of rubbing,
flaking and overheating. Slight damage is acceptable
but otherwise the housing should be replaced.
9 Check the compressor housing for damage due to
contact with the rotor. Slight damage is acceptable
but otherwise the housing should be replaced.
This document has been printed from SPI². Not for Resale
18
Turbocharger: OE50674 Caution: Turbine blades can be easily damaged
with the turbine housing removed.
6 Locate the turbine wheel in a 29 mm socket
To dismantle and to assemble 18-5 clamped in a vice or a suitable fixture. Use a scriber
to mark the relative position of the compressor
To dismantle impeller (A4) to the turbine shaft (A22). Remove the
compressor wheel lock nut (A3).
1 Use a scriber to mark the relative positions of the
turbine housing (A23), the bearing housing (A12), the Note: Left hand thread. Do NOT bend the shaft.
compressor housing and the ‘V’ band clamp (A2). 7 Slide the compressor impeller (A4) from the shaft.
This will ensure correct alignment during reassembly.
8 Remove the assembly from the socket and
2 Clamp the unit on the turbine inlet flange in a vice carefully withdraw the turbine shaft and wheel (A22)
in an upright position. from the bearing housing (A12).
3 Slacken the ‘V’ band clamp and carefully remove 9 Carefully remove the piston ring type seal (A9) from
the compressor housing. the shaft.
Caution: Compressor wheel blades can be easily 10 Remove the heat shield (A9).
damaged with the compressor housing removed.
11 Secure the bearing housing, with the diffuser (A5)
4 Bend back the tabs on the clamping plates (A15). uppermost, in a vice fitted with soft jaws.
Remove and discard the bolts (A16) and clamping 12 Remove the four diffuser screws and washers. If
plates the screws are tight, use a penetrating oil to help
5 Check that the bearing housing and turbine loosen them. Discard the screws. Carefully remove
assembly rotates freely in the turbine housing. If not, the diffuser.
tap the turbine housing (A23) lightly with a copper 13 Remove the oil slinger (A7) from the diffuser.
hammer. Do NOT hit the turbine wheel to aid removal. Remove and discard the piston ring type seal (A6)
Remove the assembly from the turbine housing from the oil slinger.
(A23).
Continued
1 2 4
7
6
9 8
12 10
13
16 15
17
18 11
14
21
20
19
22 23
A 333
This document has been printed from SPI². Not for Resale
18
14 Remove and discard the oil baffle (A17).
15 Remove the shim (A19).
16 Remove the thrust bearing (A20) and the thrust 1 1
collar (A21).
17 Remove and discard the ‘O’ ring seal (A18).
18 Use circlip pliers to remove the two circlips (A14)
and the journal bearing (A13) from the compressor
side of the assembly. Discard the circlips and the
journal bearing.
19 Turn the bearing housing over. Remove and
discard the two circlips (A11) and the journal bearing
(A10).
A 160
To assemble
10 Fit a new shim. It must be fitted with the letter ‘T’
Before assembly, ensure that the compressor wheel facing away from the thrust bearing.
and the turbine shaft/wheel have both been
individually balanced by an establishment having the 11 Fit the oil baffle into the housing.
relevant special equipment and knowledge. The two 12 Fit a new piston ring to the oil slinger. Apply a light
parts must then be assembled and balanced. During coat of engine oil to the slinger and insert it into the oil
balancing, the alignment marks on the end of the seal plate.
shaft and the compressor wheel MUST be aligned. 13 Lubricate and install the ‘O’ ring seal.
1 Place the turbine housing on a flat bench with the 14 Align the balance marks on the oil slinger with that
turbine end uppermost. Fit the circlip with its bevelled on the end of the shaft and fit the diffuser onto the
edge facing upwards. bearing housing.
Caution: Circlips (A1) must always be fitted with the 15 Fit four new diffuser bolts and washers. Tighten
bevelled edge facing the journal bearing. the diffuser bolts in a diagonal pattern to a torque of
24,9 Nm (220 lbf in).
2 Lubricate the journal bearing and fit it into the
bearing housing. Fit the second circlip with its Caution: Tighten the bolts to the correct torque twice
bevelled edge facing the bearing. to ensure that all four are tightened equally.
3 Turn the turbine housing over and repeat the 16 Align the balance marks and fit the compressor
procedure with the other journal bearing and circlips. wheel onto the shaft. Fit the compressor wheel lock
4 Fit the heat shield. nut (left-hand thread). Ensure that the nut is fitted
with its flat side towards the compressor wheel.
5 Fit a new piston ring seal to the turbine shaft.
Tighten to a torque of 45,2 Nm (400 lbf in).
6 Use clean engine oil to lubricate the turbine shaft,
17 Secure the turbine housing in a vice or suitable
then enter the shaft into the bearing housing. Adjust
fixture. Fit the bearing housing assembly to the
the piston ring seal so that the gap is opposite to the
turbine housing. Fit four new clamp plates, align the
oil drain in the bearing housing.
scribe marks, fit eight new bolts and tighten to a
Caution: Gently press down on the turbine wheel torque of 45,2 Nm (400 lbf in).
and rotate it slightly to assist with properly locating the
18 Position a dial test indicator so that its plunger is
piston ring seal.
resting on the end of the shaft. Check the end float of
7 Support the assembly in a suitable fixture and use the shaft between the extreme positions.
pliers to pull out the two roll pins by approximately Total travel should be between 0,051 mm to 0,125 mm
3mm (0.100 in). (0.002 to 0.0049 in).
Caution: Do not use excessive force with the pliers
19 Mount the dial test indicator gauge with its plunger
as the roll pins may collapse. if the roll pins collapse
resting on the side of the shaft above the compressor
they must be renewed.
wheel and check the extreme radial travel by pushing
8 Fit the thrust collar. Ensure that the balance mark the impeller towards and away from, in turn, the dial
on the thrust collar is aligned with that on the shaft. test indicator.
9 Apply a light coat of engine oil to the thrust bearing Total travel should be between 0,485 mm and
and fit it to the bearing housing. 0,746 mm (0.0191 to 0.0294 in).
Continued
This document has been printed from SPI². Not for Resale
18
Note: Readings beyond the acceptable limits in 4 Inspect the journals of the turbine shaft for
paragraphs 18 or 19 will indicate that a complete excessive scratches and wear. Minor scratches are
overhaul is necessary or that a service replacement is acceptable. The minimum diameter of the turbine
required. shaft journals is 15,961 mm (0.628 in).
20 Loosely fit the ‘V’ band clamp and fit the 5 Check the thrust bearing surfaces for wear or
compressor housing. damage. Minor scratches are acceptable. Ensure that
the feed grooves in the thrust bearing are clean.
21 Align the scribe marks and tighten the ‘V’ band
Replace the bearings if excessively scratched or
clamp to a torque of 8,5 Nm (75 lbf in) and bend up
worn.
the tabs of the lock plate.
6 Renew the bearing housing (A12) if the bearing
or seal bores are severely scratched or worn.
To clean and to inspect 18-6 Ensure that the tapped holes are clean. The bore of
the bearing housing must not exceed 28,023 mm
To clean (1.103 in).
1 Use a commercially approved non-caustic cleaning 7 Check the profile in the turbine housing for damage
solution to soak parts until all deposits have been caused by possible contact with the rotor. Inspect the
loosened. Bead blasting may be used on the turbine outer and inner walls for cracks or flaking caused by
housing, but only if chemicals do not clean overheating, also check the mounting flanges for
sufficiently. signs of distortion.
Caution: Do NOT use bead blasting on any other 8 Check the compressor housing for damage caused
turbocharger components. by possible contact with the rotor. Slight damage is
acceptable but otherwise the housing should be
2 Clean all aluminium parts with a bristle type brush replaced. Check the condition of the ‘V’ band groove.
or plastic scraper. Vapour blast may be used except
9 Inspect the oil slinger (A7). Ensure that the walls
on the shaft and bearing surfaces.
of the seal grooves are not scored or damaged.
Caution: Do NOT use a wire brush or metal scraper Also check for signs of rubbing on the flat surfaces.
on any turbocharger component. The groove width in the oil slinger must not exceed
3 Blow compressed air through all drilled 1,664 mm (0.0665 in).
passageways and ensure that the surfaces adjacent 10 Inspect the seal bore of the diffuser (A5), renew if
to the turbine and compressor wheels are clean, scored or damaged.
smooth and free from deposits. 11 Inspect the heat shield (A9), renew if there are
In the event of carbon build-up, it may be necessary signs of distortion, rubbing or cracks.
to carefully blast the piston ring groove area of the
turbine wheel using low-grade shot medium.
Caution: Shot blasting specific areas for long
periods may effect the balance of the component.
To inspect
Refer to the illustration (A) on page 109.
1 Inspect the shaft bearing journals and the walls of
the seal grooves for wear and excessive scratches.
Minor scratches may be tolerated.
2 Check the turbine and compressor wheels for
cracked or damaged blades but do NOT attempt to
straighten blades.
3 Place the turbine shaft (A22) on a vee block with a
dial test indicator positioned at the opposite end to the
turbine wheel. Rotate the turbine wheel and check the
reading on the dial gauge. The total variation must not
exceed 0,025 mm (0.001 in).
Caution: Do NOT attempt to straighten a distorted
turbine shaft.
This document has been printed from SPI². Not for Resale
18
Turbochargers: OE52534 and OE52535 6 Bend back the tabs on the clamping plates (A25)
and remove the bolts (A24) and clamping plates from
the turbine housing (A26). Lift the bearing housing
To dismantle and to assemble 18-7 assembly away from the turbine housing.
Caution: Turbine blades can be easily damaged
To dismantle with the turbine housing removed.
1 Use a scriber to mark the relative positions of the 7 Locate the turbine wheel in a 19 mm socket
turbine housing (A26), the bearing housing (A18) and clamped in a vice or a suitable fixture. Use a scriber
the compressor housing (A3). This will ensure correct to mark the relative position of the compressor
alignment during reassembly. impeller (7) to the turbine shaft (23). Remove the
compressor wheel lock nut (A6).
2 Clamp the unit on the turbine inlet flange in a vice
in an upright position. Note: Left hand thread. Do NOT bend the shaft.
3 Remove, if fitted, the retaining ring (A1) and baffle 8 Slide the compressor impeller (A7) from the shaft.
plate (A2). 9 Remove the assembly from the socket and
4 Remove, if fitted, the two nuts which retain the carefully withdraw the turbine shaft and wheel (A23)
cylinder of the waste-gate assembly. Make a note of from the bearing housing assembly.
the position of the nuts for correct reassembly. 10 Carefully remove the two piston ring type seals
5 Remove the eight bolts and the clamping plates (A22) from the shaft.
(A5) and lift off the compressor housing. If fitted, 11 Remove the heat shield (A21).
remove the ‘O’ ring seal (A4).
12 Using circlip pliers, remove the insert retaining
Caution: Compressor wheel blades can be easily ring (A8).
damaged with the compressor housing removed.
Continued
17
7 10 11 12
4
16
3
15
14
13
2 9
1 8
5 6
24
21 25
20
23
22 26
19
18
A 316
This document has been printed from SPI². Not for Resale
18
13 Use two flat screwdrivers to gently remove the oil
seal plate (A9).
14 Remove the oil slinger (A12) and and remove and 1 1
discard its piston ring seal (A11).
15 Remove and discard the ‘O’ ring seal (A10).
16 Remove the oil baffle (A13).
17 Remove the thrust bearing (A14) and the thrust
collar (A15).
18 Remove and discard the two circlips (A16) and
withdraw the journal bearing (A17).
19 Turn the bearing housing over. Remove and
discard the two circlips (A19) and withdraw the journal
bearing (A20). A 160
Before assembly, ensure that the compressor wheel 11 Fit a new piston ring to the oil slinger and insert it
and the turbine shaft/wheel have both been into the oil seal plate.
individually balanced by an establishment having the 12 Fit the oil seal plate into the bearing housing.
relevant special equipment and knowledge. The two Ensure that the balance marks on the oil slinger are
parts must then be assembled and balanced. During aligned with those on the end of the shaft. Gently tap
balancing, the alignment marks on the end of the the oil seal plate with a soft-faced hammer to seat it
shaft and the compressor wheel MUST be aligned. fully.
1 Place the turbine housing on a flat bench with the 13 Use circlip pliers to fit the circlip.
turbine end uppermost. Fit the circlip with its bevelled 14 Align the balance marks and fit the compressor
edge facing upwards. wheel onto the shaft. Fit the compressor wheel lock
Caution: Circlips (A1) must always be fitted with the nut (left-hand thread). Tighten to a torque of 17 Nm
bevelled edge facing the journal bearing. (150 lbf in).
2 Lubricate the journal bearing and fit it into the 15 Secure the turbine housing in a vice or suitable
bearing housing. Fit the second circlip with its fixture. Fit the bearing housing assembly to the
bevelled edge facing the bearing. turbine housing. Fit the three clamp plates, align
the scribe marks and tighten the six bolts to a
3 Turn the turbine housing over and repeat the
torque of 20 Nm (180 lbf in).
procedure with the other journal bearing and circlips.
16 Position a dial test indicator so that its plunger is
4 Fit the heat shield.
resting on the end of the shaft. Check the end float of
5 Fit new piston ring seals (A22) to the turbine shaft. the shaft between the extreme positions.
Fit them with their gaps 180 degrees apart as shown
Total travel should be between 0,038 mm to 0,093 mm
in the illustration (A) on page 112.
(0.0015 to 0.0037 in).
6 Lubricate the turbine shaft and fit it into the bearing
housing. 17 Mount the dial test indicator gauge with its plunger
resting on the side of the shaft above the compressor
Caution: The piston ring seals MUST be fitted with
wheel and check the extreme radial travel by pushing
their gaps 180 degrees apart. Gently press down on
the impeller towards and away from, in turn, the dial
the turbine wheel and rotate it slightly to assist with
test indicator.
properly locating the piston ring seals.
Total travel should be between 0,394 mm and
7 Support the assembly in a suitable fixture and fit the 0,635 mm (0.0155 to 0.0250 in).
thrust collar. Ensure that the balance mark on the
thrust collar is aligned with that on the shaft. Note: Readings outside the acceptable travel limits
in paragraphs 16 or 17 will indicate that a complete
8 Apply a light coat of engine oil to the thrust bearing
overhaul is necessary or that a service replacement is
and fit it to the bearing housing.
required.
9 Apply a small amount of clean engine oil to the ‘O’
ring seal and fit it into the housing. 18 If fitted, install the ‘O’ ring seal.
Continued
This document has been printed from SPI². Not for Resale
18
19 Fit the compressor housing and align the scribe 7 Check the compressor housing for damage caused
marks. Take care not to damage the compressor by possible contact with the rotor. Slight damage is
wheel. Fit the two clamp plates and secure with eight acceptable but otherwise the housing should be
bolts and locking washers, where relevant, fit the replaced. Check the condition of the ‘V’ band groove.
cylinder of the waste-gate assembly. Tighten the bolts 8 Inspect the oil slinger (A12). Ensure that the walls
to a torque of 8.5 Nm (75 lbf in). of the seal grooves are not scored or damaged. Also
20 When fully assembled, check by hand that the check for signs of rubbing on the flat surfaces.
rotor spins freely. 9 Inspect the bore of the oil seal plate (A9), renew if
21 Bend over the tabs of the locking plates on the scored or damaged.
turbine and compressor housings. 10 Inspect the heat shield (A21), renew if there are
22 Where necessary, fit the inlet baffle and its signs of distortion, rubbing or cracks.
retaining ring to the compressor housing.
To clean
1 Use a commercially approved non-caustic cleaning
solution to soak parts until all deposits have been
loosened. Bead blasting may be used on the turbine
housing, but only if chemicals do not clean
sufficiently.
Caution: Do NOT use bead blasting on any other
turbocharger components.
2 Clean all aluminium parts with a bristle type brush
or plastic scraper. Vapour blast may be used except
on the shaft and bearing surfaces.
Caution: Do NOT use a wire brush or metal scraper
on any turbocharger component.
3 Blow compressed air through all drilled
passageways and ensure that the surfaces adjacent
to the turbine and compressor wheels are clean,
smooth and free from deposits.
To inspect
1 Inspect the shaft bearing journals and the walls of
the seal grooves for wear and excessive scratches.
Minor scratches may be tolerated.
2 Check the turbine and compressor wheels for
cracked or damaged blades but do NOT attempt to
straighten blades.
3 Check the thrust bearing surfaces for wear or
damage. Minor scratches are acceptable. Ensure that
the feed grooves in the thrust bearing are clean.
4 Replace the bearings if excessively scratched or
worn.
5 Renew the bearing housing if the bearing or seal
bores are severely scratched or worn. Ensure that the
tapped holes are clean.
6 Check the profile in the turbine housing for damage
caused by possible contact with the rotor. Inspect the
outer and inner walls for cracks or flaking caused by
overheating, also check the mounting flanges for
signs of distortion.
This document has been printed from SPI². Not for Resale
18
Inlet manifold Exhaust manifold
This document has been printed from SPI². Not for Resale
This document has been printed from SPI². Not for Resale
19
Lubrication system 19
General description
The engine has a wet sump type system. One of two
types of sump is fitted: a cast aluminium type or, for
recent engines, a version made from a composite
material. The capacity of the aluminium sump is 25
litres (5.5 UK gallons) to the maximum mark on the
dipstick and 18 litres (4 UK gallons) to the minimum
mark. The capacity of the composite sump is 41 litres
(9 UK gallons) to the maximum mark on the dipstick
and 34 litres (7.5 UK gallons) to the minimum mark.
The drain plug fitted to the sump depends on the type
of engine.
Continued
This document has been printed from SPI². Not for Resale
19
The oil is circulated in the system at a pressure of 310 Key to illustration (A)
to 480 kN/m² (45 to 70 lbf/in²). Pressure is controlled
1 Suction filter
by a relief valve assembly (A3) contained in the body
of the oil pump (A2). The oil pump is mounted on the 2 Pressure pump
front main bearing cap and is driven by a large spur 3 Oil pressure relief valve
gear on the front of the crankshaft. 4 Oil cooler
Oil is drawn by the oil pump through a strainer (A1), 5 Parallel-flow main filters
and is delivered, under pressure, to the oil cooler 6 Piston cooling jets
(A4), the base of which forms the oil filter header
7 Supply to turbocharger
bracket.
8 Supply to injection pump (early engines)
After being cooled by the engine coolant, the oil
9 Idler gear axle
passes through the two canister type filters (A5) which
incorporate filter by-pass valves.
The filtered oil is then directed into the transfer pipe
which returns the oil to the main oil gallery which is High pressure system
machined in the crankcase.
Drillings in the crankcase provide lubrication for the
Restricted flow system
camshaft and crankshaft bearings. The crankshaft
shown (A) is of the early type which included an oil
reservoir within each crankpin. The crankshafts of Suction spill and splash lubrication
engines built after July 1995 have a new arrangement
of oil passageways which removes the need for oil
reservoirs.
This document has been printed from SPI². Not for Resale
19
Two oilway studs in the top face of the crankcase
allow the passage of oil for lubrication of the rocker
gear, push rods and tappets.
Individual drillings from the main gallery supply oil,
under pressure, to the piston cooling jets. The jets,
fitted with an ‘O’ ring type seal, are fitted to the
underside of the main oil gallery. Oil flow from the jets
is continuous when the engine is running and is
directed at the inside of the piston.
The idler gear axle and bearing are supplied with oil
under pressure from the main gallery, with the gear
train being splash lubricated.
Oil to the fuel injection pump passes through drillings
in the mounting plate and backplate and returns to the
sump through a drain hole at the front of the pump.
For recent engines, lubricating oil is supplied to the
fuel injection pump by an external flexible pipe
connected to the main oil gallery of the crankcase.
Oil is delivered to the turbocharger bearings through
a steel pipe from the engine system and returns to the
sump through a flexible drain pipe.
Certain engines are fitted with an oil by-pass filter.
The by-pass filter uses centrifugal force to remove
particles from the oil. After the oil has passed through
the filter it is returned to the sump. The by-pass filter
is fitted in addition to the main oil filter canisters NOT
instead of them.
This document has been printed from SPI². Not for Resale
19
Lubricating oil filter
Two canister type filters are fitted to a header which is
part of the oil cooler. Each canister incorporates a
filter by-pass valve which allows a continuous flow of
oil should the element become blocked.
Special tools:
Strap wrench, 21825 825
This document has been printed from SPI². Not for Resale
19
By-pass filter/separator
1
This filter is only fitted to certain engines. It is used in
conjunction with the main lubricating oil filters. It is
NOT an alternative. The filter must be serviced at the 2
intervals specified for engine oil and main filter
changes.
A 07
This document has been printed from SPI². Not for Resale
19
Sump
To remove
1 Drain the engine lubricating oil into a suitable clean
container. Refit the sump drain plug, refer to page 123
for the correct torque figure for the sump drain plug.
2 If fitted, remove the sump noise shield. 1
3 Disconnect the oil filler tube and the dipstick
assembly from the sump. This is not applicable to new
2000 series engines.
A 167
This document has been printed from SPI². Not for Resale
19
Sump drain plugs
The sump plug fitted will be one of five different types.
These are given below, together with the correct
torque figures to be used.
Caution: A thread insert is fitted to certain sumps.
Inspect the thread to find which type is fitted to your
engine.
New 2000 series engines (A): This is a brass socket
plug with a 3/4 inch BSP thread. It fits into an insert in
the composite sump. The plug should be tightened to
a torque of 61 Nm (45 lbf ft). A special tool, 27610 1
006, is obtainable for removal and fitting of the plug. B 16
7
Sump with a thread insert (B): This plug has a /8
UNS thread. Use a spanner - size 11/8 AF - to tighten
the drain plug (B1) to a torque of 115 Nm (85 lbf ft).
Sump without a thread insert (C): This plug has a
5
/8 BSP thread. Use a spanner - size 13/16 AF -to
tighten the drain plug (C1) to a torque of 47,5 Nm
(35 lbf ft). Retain the drain plug with locking wire.
Sump without a thread insert (D): This plug has a 3/4
BSP thread. Use a spanner - size 15/16 AF -to tighten
the drain plug (D1) to a torque of 61 Nm (45 lbf ft).
Sump without a thread insert (E): Use a spanner -
1
size 15/16 AF - to tighten the drain plug (E1) to a torque
of 61 Nm (45 lbf ft). C 17
1
D 18
1 1
A 159 E 19
This document has been printed from SPI². Not for Resale
19
Lubricating oil pump 2 The gear backlash must be between 0,010 and
0,025 mm (0.004 and 0.010 in) and is adjusted by
varying the shims (A2) fitted between the pump and
To remove and to fit 19-4 the bearing cap.
3 Fit the oil strainer and pipework; use new ‘O’ rings.
To remove 4 Fit the sump, operation 19-3, and replenish with oil.
1 Drain the engine oil and remove the sump,
operation 19-3.
2 Remove the oil strainer and pipework.
3 Unscrew the bolts securing the pump to the main
bearing cap and remove the unit.
4 Retain any shims fitted between the pump and the
bearing cap.
To fit
1 Fit the pump to the bearing cap, using the original
shims (A2) where relevant. Ensure that the pump is
correctly located on the dowels (A1) and tighten the
retaining bolts.
Note: New 2000 series engines do not have shims
fitted when new but, if the oil pump or drive gear has
been renewed, it may be necessary to fit shims to
obtain the correct backlash for the drive gear.
A 301
This document has been printed from SPI². Not for Resale
19
To dismantle and to assemble 19-5
1
Special tools:
Puller, 21825 837
Bolts, 21825 838
2
To dismantle
1 Withdraw the drive gear (A1) using puller, 21825
837 (A2), with bolts (2 off), 21825 838.
2 Unscrew and remove the pump casing bolts and
dismantle the unit.
A 299
To assemble
1 Lightly oil all the moving parts whilst ensuring the
casing joint faces remain dry and clean.
2 Jointing compound must NOT be used on these
faces during assembly.
3 Assemble the pump in the sequence illustrated on
page 124 (A). Drive gear end float limits are 0,130 to
0,165 mm (0.005 to 0.0065 in).
4 Before tightening the casing bolts, check using a
straight edge, that the pump mounting faces are
aligned with each other.
5 Heat the drive gear to 150°C (302°F) and press it
on until flush with the end of the shaft.
6 Allow to cool, fit the puller, 21825 837, and tighten
the centre bolt to a torque of 20 Nm (15 lbf ft) against
the end of the shaft.
7 Remove the puller and check that the gear has
remained flush with the end of the shaft.
8 If movement is evident the shaft and gear must be
checked for wear and renewed as necessary.
To inspect 19-6
To inspect
1 Clean all components and inspect the gears,
casings, and bearings for signs of wear or damage.
2 Carefully stone any small burrs and polish out any
slight scoring.
3 If possible, crack test all gears.
This document has been printed from SPI². Not for Resale
19
Oil pressure relief valve
1
To inspect 19-8
This document has been printed from SPI². Not for Resale
20
Fuel system 20
This document has been printed from SPI². Not for Resale
20
General description
A mechanically driven fuel feed pump draws fuel from Key to schematic diagram (A)
the supply tanks and delivers it, via the main filters, to
High pressure fuel
the injection pump gallery. The gallery pressure is
maintained at a constant pressure by a low-pressure Low pressure fuel
relief valve which is contained in the bolt which secures Spill return to tank
the spill pipe banjo to the fuel injection pump gallery. Lubricating oil
Fuel enters the pump elements from the gallery, and
is delivered at high pressure to the six spring type 1 Priming plunger
injectors, which are set to operate at 240±8 bar 2 Fuel feed pump
(237±8 atmospheres). 3 Fuel filter canister
Excess fuel and spill from the injection pump, together 4 Relief valve
with spill from the fuel injectors, is returned to the 5 Fuel injector
supply tank.
6 Spill return to supply tank
7 Lubricating oil
Overhaul instructions
Scrupulous cleanliness and careful handling of the
components must be observed at all times when
servicing items in the fuel system.
Thoroughly clean each component and its
surrounding area before dismantling, and fit sealing
caps or plugs to all unions immediately following any
disconnections.
This document has been printed from SPI². Not for Resale
20
Fuel injectors
Fuel injector fault 3
Warnings!
z Ensure that the fuel does not spray onto your skin.
z Ensure that the fan guards are fitted.
Special tools:
Removal tool, 21825 914
1
To remove
1 Clean the area around the fuel injector and around
its connections.
2 Disconnect and remove the leak-off pipe assembly A 179
from the fuel injectors.
3 Disconnect and remove the relevant high pressure
fuel pipe. For new 2000 series engines, remove the
complete assembly of high pressure fuel pipes. Do
NOT bend the pipes.
Caution: Ensure that dirt does not enter the fuel
injector.
4 Remove the nuts (bolts for early engines) and the
clamp which retains the relevant fuel injector and
withdraw the fuel injector. Fit plastic protection caps to
the open apertures on the fuel injector to protect it
from dirt. Remove and discard the copper sealing
washer and the rubber seal, and temporarily seal the
top of the fuel injector sleeve to prevent the entry of
contamination.
5 To remove a tight fuel injector, use the removal tool,
21825 914. Place the cylindrical portion of the tool
(A1) over the relevant fuel injector and unscrew the
nut (A2). Rotate the central part of the tool (A3) until
the thread fully engages with the thread on the
injector. Turn the nut (A2) with a suitable spanner; this
action will lift the fuel injector from its sleeve without
damage to the sleeve. Other, harsher methods, may
damage the sleeve or the cylinder head.
This document has been printed from SPI². Not for Resale
20
To fit
1 Ensure that the fuel injector sleeve is clean and is
free from carbon deposits.
2 Fit a new rubber seal (A1) onto the body of the fuel
injector and a new copper sealing washer (A2) to the
nozzle. Fit the aluminium distance piece above the
rubber seal.
3 Apply evenly anti-seize compound (‘Morris K72’,
‘Copaslip’ or equivalent) to the body of the fuel
injector between the arrows (B1). Do NOT allow the
anti-seize compound to contaminate the copper
1
washer or the nozzle of the fuel injector (B2).
Caution: Ensure that dirt does not enter the fuel
injector.
4 If fitted, remove the plastic protection caps from the
fuel injector. Fit the fuel injector into the fuel injector
sleeve. Apply an even layer of anti-seize compound of
1 mm thickness to the threads of the retaining studs.
Secure the fuel injector with the clamp and nuts.
Tighten the nuts evenly to a torque of 11 Nm (8 lbf ft).
If the injector studs have been removed these should 2
be refitted and tightened to a torque of 11 Nm (8 lbf ft).
5 Fit the set of the high pressure fuel pipes. Ensure
that there is no tension on the connections and that
the connections do not turn when the nuts are
tightened. Tighten the fuel injector pipe nuts to a
torque of 25 Nm (18.5 lbf ft). Do NOT overtighten and A 125
B 126
This document has been printed from SPI². Not for Resale
20
To dismantle and to assemble 20-2
To dismantle
1 Lightly grip the injector body in a vice and unscrew
the nozzle cap nut. 1
2 Withdraw the nozzle assembly, transfer block
spring cap, valve spring and adjusting shims.
3 Keep all the components from each injector
together in individual trays.
Caution: Each needle valve is matched to its 2
individual body and must not be used with any other
body.
To assemble 3
Continued
This document has been printed from SPI². Not for Resale
20
5 Blow through in reverse flow direction to remove
any remaining loose particles.
Before purchasing cleaning kits, check the size of the
nozzle holes. The number of holes and hole size
varies depending on the age and type of engine.
To inspect
1 Use a magnifying glass to inspect each valve and
nozzle for damaged or worn seats and spray holes. If
the valve face or nozzle is discoloured, due to
overheating, both components must be renewed.
2 Dip the needle valve in clean test oil and insert it
fully into the nozzle bore, held in a near vertical
position.
3 Withdraw the valve by approximately one third of its
travel. When released the valve should slide onto its
seat under its own weight.
4 Inspect the pressure faces between the injector
body, transfer block and nozzle for signs of scratches
or damage which could allow leakage under pressure.
5 Check the shims for damage and inspect the
springs for distortion.
This document has been printed from SPI². Not for Resale
20
To set and to test 20-4
This document has been printed from SPI². Not for Resale
20
Back leakage test
Pump up the pressure slowly until the gauge needle
indicates a reading of 230 bar (226 atmospheres).
Release the hand lever and note the time taken for
the pressure to drop naturally to 150 bar (150
atmospheres).
If the time taken is less than 6 seconds the nozzle
assembly must be rejected. Continue monitoring the
gauge and check the total time taken for it to register
100 bar (99 atmospheres). This time must not be less
than 45 seconds.
Prior to rejecting a nozzle assembly it is advisable to
ensure that pressure loss has not been caused by dirt
or carbon on the pressure faces. In the event of a high
number of rejections it is advisable to check that the
fault does not lie within the setting outfit.
Chatter and atomisation test
To perform the chatter and atomisation tests, switch
off the pressure gauge of the nozzle tester by closing
the shut-off valve. This will prevent damage to the
gauge.
When the hand lever is operated rapidly, the nozzle
must be heard to chatter and provide a well-atomised
spray of fuel.
Note: Slow movements of the hand lever will NOT
produce the same results.
If a nozzle assembly, which has been ultrasonically
cleaned, does not chatter, it MUST be renewed.
To perform the atomisation check, operate the hand
lever at approximately two strokes per second. Check
that each of the nozzle holes emits an equal and fully
atomised spray of oil. A spray pattern which is even
but not fully atomised is NOT acceptable.
The spray pattern produced by a used nozzle may
differ from the ideal pattern obtained from a new
nozzle, though the engine running behaviour may not
necessarily be impaired.
Note: Carbon build up within the injector nozzle will
cause low power from the engine. Ideally a flow check
should be performed if the necessary equipment is
available.
On completion of tests, fit protective caps or plugs
over the nozzle and open connections. Store the
injectors in a dry atmosphere until they are required.
This document has been printed from SPI². Not for Resale
20
Fuel lift pumps To dismantle and to assemble 20-6
One of two types of lift pump is used on the 2000 To dismantle
series range of engines, either single acting or double
acting types. 1 Withdraw the sliding tappet (A1).
2 Unscrew and remove the hand primer (A4).
Single acting type 3 Carefully unscrew the roller-tappet shell (A2) and
extract the plunger (A3), non-return valve (A6), spring
(A7), spacer ring (A5) and spring seat (A8), noting the
sequence of withdrawal. The priming plunger of early
To remove and to fit 20-5 models differs slightly from that shown (A).
4 Clean all parts and carefully inspect for wear or
To remove
damage.
1 Clean the area immediately surrounding the feed
To assemble
pump.
2 Disconnect the fuel pipes and remove the securing 1 Apply a light coat of clean engine oil to all parts.
nuts and washers. 2 Assemble the pump in the sequence as shown (A).
3 Remove the lift pump from its mounting. 3 Firmly secure the roller-tappet shell and the hand
primer.
To fit
4 Sealing rings and any parts which are worn or
1 Refitting is a reversal of the removal procedure; use damaged must be renewed.
a new gasket.
5 Test the pump as given in operation 20-9.
A 154
This document has been printed from SPI². Not for Resale
20
Double acting type To dismantle and to assemble 20-8
To dismantle
To remove and to fit 20-7 1 Remove the priming pump, plugs, valve springs,
valves and pump plunger. Check all components for
To remove wear and damage, and check that the springs are in
1 Before removing the lift pump from its mounting, good condition. The priming plunger of early models
slacken each of the banking plugs over the three differs slightly from that shown (A).
valves, the priming pump body (A1) and the large cap Caution: The pump plunger and spring are supplied
plug over the pump plunger (A2). Disconnect the fuel as a matched pair, identified by a colour code and
pipes and remove the lift pump retaining bolts. must be renewed as a pair if necessary.
Remove the pump from its mounting.
1 Remove the circlip (A3) from the pump body and
To fit withdraw the roller/tappet assembly. Dismantle the
assembly and inspect the components for wear and
1 Refitting is a reversal of the removal procedure; use
damage. Renew any items in doubtful condition.
a new gasket.
2 Check the action of the hand priming pump and
Particulars of further tests for both pumps involving
replace as a unit if found to be unserviceable.
special apparatus are available from the pump
manufacturer, if required. To assemble
1 Apply a light coat of clean engine oil to all
components and assemble the pump using new joint
washers. Tighten the plugs and priming pump
securely.
2 Test the pump as given in operation 20-9.
A 155
This document has been printed from SPI². Not for Resale
20
To test 20-9
This document has been printed from SPI². Not for Resale
20
Fuel injection pump
Due to the complexity of the fuel injection pump and
the extent to which special equipment is required for
overhaul, Perkins recommend that customers take
advantage of the Service Exchange Scheme should
malfunctions occur within the pump unit.
To remove
1 Disconnect and remove all relevant pipework and
linkages. Do NOT bend the pipes.
Note: For new 2000 series engines the high pressure
fuel pipes must be removed and fitted as a complete
set.
2 Remove the front rocker cover and turn the engine
in the correct direction of rotation until No. 1 inlet valve
closes.
3 Remove the fuel injection pump access cover (A1)
from the front of the engine.
4 Remove the four bolts which retain the pump drive
gear together with the clamping plate and withdraw
the drive gear.
1
5 Remove the four nuts and washers from the pump
flange (B1) and the two nuts, bolts and washers (B2)
A 311
C 307
This document has been printed from SPI². Not for Resale
20
5 Fit new ‘O’ rings; apply a light smear of ‘Linalube’ to
the larger ring (A1).
6 Fit the fuel injection pump onto the four studs in the
rear of the wheelcase adaptor and retain with nuts
and washers. Tighten the nuts only finger-tight at this
stage.
7 Slacken the bolts (B1) which retain the pump
support bracket. Do NOT disturb the bolts which
secure the bracket to the crankcase.
8 Tighten the four nuts, which secure the pump to the
wheelcase adaptor, to a torque of 47 Nm (35 lbf ft).
9 Fit and tighten the rear mounting bolts to a torque 1
of 40 Nm (30 lbf ft). A 322
10 Tighten the bolts (B1) which retain the pump
support bracket.
11 Remove the cap nut and withdraw the timing
pointer location device (C1).
12 Turn the pump camshaft, using a 30 mm spanner,
until the timing pointer is visible in the centre of the
aperture.
13 Fit the pump drive gear. Ensure that the hub bolt
holes are positioned centrally within the slots in the
gear. Secure the gear with the bolts and clamping 1
plate, finger-tight only.
14 Fasten the stop lever in the NO FUEL position.
15 Ensure that the timing pointer is still positioned in
B 323
the centre of the aperture and insert the location
device with the slotted end entered in a horizontal
plane.
16 If necessary turn the pump camshaft, using a 30
mm spanner, until the location device (D1) enters
fully.
17 Tighten the pump drive gear securing bolts to a
torque of 45 Nm (33 lbf ft).
18 Withdraw the location device.
19 Turn the engine backwards by at least 60 degrees
and repeat the timing check. Proceed when the timing
is correct.
20 Fit the front access cover plate.
C 1
308
Continued
D 310
This document has been printed from SPI². Not for Resale
20
21 Insert the timing pointer location device with the
location slot outwards and refit the cap nut.
22 Fit the front rocker cover and fit the timing pointer
cover plate to the flywheel housing.
23 Fit all the relevant pipework. Do NOT bend the
pipes. The high pressure fuel pipes of new 2000
series engines must be fitted as a complete set.
24 Release the stop lever to the RUN position.
The fuel injection pump MUST be primed with clean
engine oil of the correct specification before the
engine is first started.
Caution: Before the engine is first started, the fuel 1
injection pump must be primed with clean engine oil A 308
This document has been printed from SPI². Not for Resale
20
How to eliminate air from the
fuel system 20-11
This document has been printed from SPI². Not for Resale
20
Air stop cylinder
For engines utilising an air stop cylinder, one of two
types may be fitted. The first illustration (A) shows the 1
type fitted to new 2000 series industrial engines. The
second (B) shows the type fitted to earlier engines.
The procedure below is correct for both types.
3 2
B 173
This document has been printed from SPI². Not for Resale
21
Cooling system 21
General description
The illustration (A) on page 144 shows the coolant
flow characteristics for a 2006 TW or TWG engine
which has an air-to-coolant charge cooler. The
illustration (B) on page 145 shows a 2006TA or TAG
engine.
This document has been printed from SPI². Not for Resale
21
The coolant capacity of the engine, not including the Key to Illustration (A)
radiator and pipework, is 24,4 litres (4.5 UK gallons).
1 Oil cooler
The coolant is circulated through the system by a belt
driven pump mounted on the front of the engine. With 2 Coolant inlet gallery
the engine at normal working temperature the coolant 3 Charge cooler
is drawn from the radiator (A13) and into the oil cooler 4 Coolant rail
(A1). After passing through the oil cooler tube pack it
5 Coolant outlet to radiator
flows through a steel pipe to the coolant pump. The
coolant will then exit through an outlet at the rear of 6 Thermostat housing
the pump and pass into the coolant gallery (A2). For 7 Thermostat
engines (A) which include an air-to-coolant charge 8 To thermostat from outlet gallery
cooler, the coolant will pass from the pump into the
9 Thermostat by-pass to coolant pump
charge cooler (A3), which is part of the inlet manifold
assembly, before entering the coolant gallery (A2). 10 Coolant pump to inlet gallery
11 To coolant pump from oil cooler
Coolant from the inlet gallery is directed to the
cylinder liners where it circulates before passing 12 Drain plugs
through the transfer bobbins to enter the coolant 13 To engine from radiator
galleries within the cylinder heads. After circulating 14 To radiator from engine
around the cylinder heads, the coolant enters an
external rail (A4) and flows forward to the thermostat
housing (A6).
A
144 Perkins Engines Company Limited
This document has been printed from SPI². Not for Resale
21
This document has been printed from SPI². Not for Resale
21
The coolant passes through the open flow valves in
the thermostat and into the radiator. As the coolant
1
flows through the pipework of the radiator, it is cooled
by air drawn through the radiator, around the
pipework, by the engine-mounted fan. If the engine is
operating at a temperature below 78°C (172°F), or
82°C (180°F) for new 2000 series engines, the
thermostat main flow valves (A1) will be closed and
the coolant will then flow through the by-pass ports
(A2), in the base of the housing, and return to the
coolant pump.
Radiator 2
A 318
To remove
1 Drain the coolant system as given in the User's
Handbook TSD3215.
2 Disconnect and remove the pipe from between the
oil cooler and the radiator.
3 Disconnect and remove the pipe (B1) from between
the thermostat housing and the radiator.
4 Release the hose clips at the radiator end of the
turbocharger-to-radiator air duct.
B 338
5 Remove the air duct (B2), and retaining straps,
from between the connection on the inlet manifold
4 Rotate the fan until two of the fan blades are
and the radiator.
vertical. Check the distance between the radiator cowl
6 Remove the nuts and bolts which secure the and the fan blades at the top and the bottom of the
radiator to the radiator stand and carefully slide the fan. The gap between the fan blades and the radiator
radiator assembly away from the engine. Ensure that cowl, at the top and bottom, must be equal. If
the fan cowl does not touch the fan blades. necessary, adjust the position of the fan cowl by
Caution: Do not damage the fan blades during releasing the four screws at each side. When the
removal and fitting of the radiator. If the fan blades gaps are equal, tighten the screws securely.
become cracked or bent it will be necessary to renew 5 Fit the air duct (B2) between the inlet manifold and
the fan. the radiator, but do not tighten the hose clips at this
To fit stage. Fit the metal retaining strap, complete with
setscrews, plain and spring washers, but do not
1 Place the radiator on the radiator stand and tighten the setscrews at this stage.
carefully slide it toward the engine until the fan blades
6 View the radiator and fan from the side to check the
are halfway inside the fan cowl. Take care not to
angle of the radiator to the engine. Check the distance
damage the fan blades.
that the fan blades protrude from the fan cowl at the
2 Loosely fit the nuts, bolts and washers which retain top and the bottom. The distance should be equal. If
the radiator on the radiator stand. it is not, slacken the three screws at the base of each
3 Rotate the fan so that two of the fan blades are side of the radiator, adjust the angle of the radiator
horizontal. Stand behind the engine and check the until the fan blade protrusions are equal, then tighten
horizontal distance between the two fan blades and the setscrews of the strap and the screws in the base
the fan cowl. Adjust the horizontal position of the of radiator. Tighten the hose clips to a torque of 4 Nm
radiator until the gap is equal at both sides, then (3 lbf ft).
tighten the nuts and bolts at the base of the radiator.
Continued
This document has been printed from SPI². Not for Resale
21
7 Fit the coolant pipe (A1) between the thermostat
housing and the radiator. Use new hoses and tighten 1 2
the hose clips to a torque of 4 Nm (3 lbf ft).
8 Fit the coolant pipe between the oil cooler and the
radiator. Use new hoses and tighten the hose clips to
a torque of 4 Nm (3 lbf ft).
9 Using a new hose, connect the air duct from the
turbocharger to the radiator. Tighten the hose clips to
a torque of 4 Nm (3 lbf ft). If the complete air duct
assembly was removed, proceed as follows:
10 Fit the air duct assembly between the
turbocharger and the radiator, use new hoses but
do not tighten the hose clips at this stage. If A 338
necessary, adjust the position of the turbocharger
compressor housing so that the duct assembly lies
naturally between the components. Fit the brackets
to the crankcase and secure the duct assembly with
the two U-bolts. Tighten the hose clips to a torque
of 4 Nm (3 lbf ft).
11 Fit the guards. Ensure that they are not in contact
with any part of the engine except where they are
attached to the fan cowl.
12 Fill the radiator with the correct coolant
specification.
Fan
To remove
1 Remove the radiator, operation 21-1.
2 Remove the six retaining screws, remove the fan
and collect the spacer if fitted.
To fit
1 Where necessary, fit the spacer. Fit the fan and
retain with six bolts and spring washers. Tighten each
bolt to a torque of 47 Nm (35 lbf ft).
2 Check that the spring washers have seated correctly
and have not spread out. If any have become distorted
or have spread out from under the bolt head: remove
the relevant bolt, fit a new spring washer and tighten
the bolt to a torque of 47 Nm (35 lbf ft). Check that the
new spring washer has seated correctly.
3 Fit the radiator, operation 21-1.
This document has been printed from SPI². Not for Resale
21
Fan drive belts
2 2
How to check the fan belts 21-3
3 5
4
6
B 158
This document has been printed from SPI². Not for Resale
21
Coolant pump
To remove
1 Drain the coolant system.
2 Remove the radiator, operation 21-1.
3 Remove the cooling fan, operation 21-2.
4 Remove the alternator and drive belt/s.
5 Release the belt tension and remove the coolant
pump drive belts.
6 Remove the coolant pump drive pulley. For engines
with low mounted pump, remove the crankshaft pulley
and damper.
7 Slacken the hose clips and disconnect the coolant
pipe from the coolant pump.
8 Unscrew the pump retaining bolts and remove the
pump.
To fit
1 Ensure that all joint surfaces are clean.
2 Fit the pump, complete with new joints.
3 Fit the crankshaft pulley, and damper if applicable.
4 Fit the coolant pump pulley and tighten the securing
bolts to a torque of 24 Nm (18 lbf ft).
5 Fit the coolant pump drive belts.
6 Fit the mounting bracket and, where applicable, the
alternator and its drive belt/s.
7 Adjust the tension of all belts, operation 21-4 and
operation 23-1.
8 Connect the coolant pipe between the oil cooler
and the coolant pump.
9 Fit the fan, operation 21-2.
10 Fit the radiator, operation 21-1.
11 Refill the coolant system with the correct coolant
mixture.
This document has been printed from SPI². Not for Resale
21
To dismantle and to assemble 21-6 4 Remove the hub (A14), lever out the front oil seal
(A13) and release the circlip (A12).
Special tools: 5 Lever out the ‘balanced’ seal (A1) and the ceramic
Puller, 21825 837 counterface (A6).
Bolts, 21825 838
Bearing replacer, 21825 904
Seal replacer, 21825 899
Bearing replacer, 21825 903
To dismantle
Note: Unless the special tools required for coolant
pump overhaul are readily available, users are
advised to fit a ‘Service Exchange’ unit. For further
details contact your Authorised Perkins Dealer.
1 Remove the pump backplate, where applicable.
2 Withdraw the impeller (A5) from the shaft using the
puller, 21825 837, and two bolts, 21825 838.
3 Position the pump assembly on a press and
remove the shaft (A4) by pressing it out towards the
rear of the assembly.
1 2
5 6 7 4
9
10
11
12
13 14
A 174
This document has been printed from SPI². Not for Resale
21
To assemble
1 Pack the bearing with Shell Retinax ‘A’ grease. The
later type of bearing is ‘double-sealed’ and pre-
packed for life.
2 Ensure that the outer diameter of the bearing and
the inner diameter of the bearing housing are
completely free from oil and grease.
3 Use a brush to apply a coat of ‘Loctite 648’ to the
shoulder inside the bearing housing (A).
4 Press the bearing into the housing using the special
tool, 21825 904, with the sealed side of the bearing
leading.
5 Apply grease to the inside of the bearing housing A 324
Continued
C 326
This document has been printed from SPI². Not for Resale
21
13 Heat the hub in an oven to a temperature of 130°C
(226°F), or alternatively, immerse it in continually
boiling water for approximately five minutes.
Caution: Overheating of the hub may result in
damage to the seal lip.
14 Place the pump on the press with the lower end of
the shaft fully supported.
15 Remove the hub from the heating process and,
while it is still hot, press it onto the shaft firmly against
the inner race of the bearing.
16 It is now necessary to check the hub for tightness
on the shaft. Before doing so, the pump must be
allowed to stand until the hub has cooled completely. A 327
This document has been printed from SPI². Not for Resale
21
To inspect 21-7
1 2
5 6 7 4
9
10
11
12
13 14
A 174
This document has been printed from SPI². Not for Resale
21
Thermostat
4
Description
The thermostat (A1) is a wax-type triple-element unit
fitted to a housing (A2) above the coolant pump. It is
correctly located in the housing by a roll-pin (A3),
fitted in the rim. This ensures that the valves are
correctly positioned over the by-pass ports.
To extract the thermostat, remove the thermostat
housing cover (A4) and lift out the unit. The
thermostat requires no servicing and must be
replaced if it becomes defective. Sticking valves may 3
be rectified by applying silicone grease to the spindles
and operating the valves by hand until they are free.
Note: Silicone grease should be applied to the valve
spindles of a replacement thermostat prior to fitting, or
if the engine is to stand for a period with the coolant
system drained.
This document has been printed from SPI². Not for Resale
21
How to check the operating speed 21-9
This document has been printed from SPI². Not for Resale
21
Oil cooler 4 Unscrew the 2BA screw (A3) from each end of the
housing. Push the tube pack forward enough to allow
Description the front ‘O’ ring to be removed.
The unit consists of a finned tube pack (A1) in a 5 Withdraw the tube carefully towards the rear. Do
housing, which incorporates the oil filter header. NOT attempt to push the pack through the housing
Coolant from the radiator passes through the brass with the ‘O’ ring still in position on the pack. It is
tubes within the pack. Lubricating oil enters through a possible for the ring to foul in the oilway port and
port at the rear of the housing and flows over the cause the pack to jam. If pressure is required to
exterior of the pack. Baffle plates on the tube pack remove a tube pack it must not be applied to the sheet
direct the oil across the tubes six times before it metal ends. Use a soft round wooden block applying
enters the oil filter header. After passing through the the end grains to the ends of the tubes. Always check
oil filters, the oil leaves the oil cooler assembly at the that the tubes remain clear and undamaged.
front and returns to an oil gallery in the crankcase. 6 Wash the pack carefully in fuel oil, blow through the
tubes with compressed air and wash in hot water.
The tube pack is fitted with an ‘O’ ring (A2) at each
end to form an oil seal within the housing bore. 7 Blocked tubes may be cleared by soaking the pack
in a solution of 1 part inhibited hydrochloric acid to
three parts of fresh water. When frothing ceases,
To dismantle and to assemble 21-10 carefully remove the pack and immerse it in a solution
of 2,2 kg (1 lb) of washing soda in 23 litres (5 UK
To dismantle gallons) of hot water. Finally blow through the tubes
with compressed air and wash the pack in hot fresh
1 Drain the coolant and disconnect the coolant hoses water.
and lubricating oil pipes from the unit.
2 Remove the two canister type oil filters.
3 Remove the bolts which secure the unit to the
mounting and lift it away.
2 1 2
A 317
This document has been printed from SPI². Not for Resale
21
To assemble To inspect 21-11
1 Refer to paragraph 5 on page 156 with regard to
the use of pressure on the tube pack. Always renew 1 Visually inspect the pack for signs of cracks,
‘O’ rings and hoses. corrosion or obvious damage.
2 Apply a light smear of rubber grease or ‘Linalube’ 2 If possible, pressure test by applying air to the tube
to both ends of the housing bore. bores at 207 kN/m² (30 lbf/in²) pressure with the pack
immersed in water at 80°C (176°F).
3 Insert the tube pack into the housing, with the
machined recesses aligned for the locating screws. 3 Ensure that the housing is clean and completely
Push the tube pack through the housing until the ‘O’ free from burrs.
ring groove just emerges at the front.
4 Fit a new lightly lubricated ‘O’ ring. Pull the tube
backwards until the rear ‘O’ ring groove is just
exposed.
5 Fit a lightly lubricated ‘O’ ring and push the pack
back into the housing to its correct position.
6 Align the pack and fit the locating screws, complete
with washers, to each end.
7 Fit the unit to the engine with the relevant screws
and washers.
8 Connect the oil pipes and coolant pipes and refill
the coolant system to the correct level.
9 Fit new filter canisters: check that the sealing rings
are correctly fitted to the new canisters and clean the
contact faces of the filter head.
10 Fill the two new canisters with new engine
lubricating oil of the correct grade and lubricate the
top of each canister seal with the same oil.
11 To install the new canisters use this procedure:
Tighten the canisters, on their adaptors, until the
sealing rings are in contact with the face of the filter
head, then turn the canisters a further 11/4 turns, by
hand. Do NOT overtighten. Run engine and check for
leaks.
This document has been printed from SPI². Not for Resale
This document has been printed from SPI². Not for Resale
22
Flywheel and flywheel housing 22
General description
The flywheel housing (A1) is machined from
aluminium and is fitted to the rear of the crankcase. It
is located by two dowels and provides the mounting 1
for the starter motor. Additionally, the flywheel
housing fitted to new 2000 series engines contains
the crankcase rear oil seal.
Continued
A 337
This document has been printed from SPI². Not for Resale
22
The flywheel assembly (A1) consists of a basic
flywheel with a shrunk-on starter ring gear. It is
secured to the crankshaft by twelve bolts and is
located by a single dowel.
A 170
This document has been printed from SPI². Not for Resale
22
Flywheel To inspect 22-2
This document has been printed from SPI². Not for Resale
22
Flywheel housing
To remove
1 Remove the flywheel, operation 22-1.
2 Remove the starter motor, operation 23-3.
3 Remove the bolts which secure the housing to the
crankcase.
4 Using suitable lifting equipment, release the 1
housing from its dowels and remove.
To fit
1 Ensure that both joint surfaces are free from burrs
and damage.
2 Fit the flywheel housing as follows:
For new 2000 series engines, the crankshaft rear oil
seal is fitted directly in the flywheel housing and the
joint between the flywheel housing and the crankcase
must be sealed by the use of a special sealant,
‘Loctite gasket eliminator 518’. Ensure that the faces
of the flywheel housing and crankcase are clean and
dry. Apply a continuous bead of ‘Loctite gasket
eliminator 518’ to the cylinder block as shown (A1).
For earlier engines, which have a separate housing A 300
for the crankshaft rear oil seal, the flywheel housing is
fitted directly onto the crankcase. No gasket is
required and sealant must NOT be applied.
3 Lift the housing onto the locating dowels and fit the
retaining bolts and washers. Tighten the bolts evenly
to a torque of 61 Nm (45 lbf ft).
4 Fit the flywheel, operation 22-1.
5 Fit the starter motor, operation 23-3.
This document has been printed from SPI². Not for Resale
23
Electrical equipment 23
General description
The electrical components of the engine consist of an
alternator, a starter motor and an engine stop
solenoid. Certain engines may be fitted with warning/
shut-down switches. One of many types of alternator
may be fitted to the engine, but only one type of
starter motor is utilised.
A typical wiring diagram for a 2000 series engine is
shown (A).
* SUPPLIED BY CUSTOMER
I II I II I II
Ammeter * 24 volt
40-0-40 A 2.8 watt
Lamp *
When start relay
is omitted *
II
2
1 3 II
4
I
III
D
F
II
STARTER MOTOR
ALTERNATOR
A 268
This document has been printed from SPI². Not for Resale
23
Alternator
The alternator fitted to current engines will be rated at
55 or 70 amps, depending on application.
Each type of alternator is fitted with an integral
regulator. The regulator requires no adjustment
during service and is a non-repairable item.
It is not advisable to attempt repairs to the alternator.
Such work requires specialist equipment and
knowledge. Should alternator failure occur, operators
are advised to take advantage of the Perkins service
exchange scheme.
Starter motor
As specialist equipment and knowledge are
necessary to overhaul the starter motor assembly, it
is recommended that an exchange unit is fitted. If the
equipment and expertise are available, the
instructions for starter motor overhaul are given in this
section.
The starter motor is a 24 volt unit, actuated by an
externally mounted solenoid switch through a lever
arm. The pinion assembly incorporates a positive
engagement device, an overload clutch and a
freewheel ratchet. It is mounted on the flywheel
housing.
Operation of the starter switch energises the pull-in
and hold-in coils and actuates the solenoid to move
the pinion into mesh with the starter ring. Should the
teeth abut, the pinion moves back against its spring
load and rotates slightly until engagement occurs.
The starting contacts then close in parallel with the
pull-in coil, which is de-energised, and full torque is
applied.
If engine resistance is excessive the pinion clutch
comes into operation.
When the engine starts, the pinion is allowed to run
free, in mesh with the starter ring, until the starter
switch is released. The hold-in coil is then de-
energised, allowing the return spring in the solenoid
switch to disengage the pinion through the lever arm.
Certain engines are fitted with control switches.
These are set at the factory and cannot be adjusted.
Discard if faulty
This document has been printed from SPI². Not for Resale
23
Alternator drive belts
2 2
To check and to adjust the tension 23-1
To check
Check all drive belts and renew a belt if it is worn or
damaged. Where more than one belt is used between
two pulleys, all of the belts must be renewed together.
See section 21 for details about the fan drive belts.
Check the alternator belt tension at the centre of the
longest free length (A1).
Use a V-belt tension gauge to check the tension of the
belt. The correct tension for all belts is 400 to 489 N
(90 to 100 lbf).
Note: When a new belt is fitted it must be checked
again after the engine has been run for 15 minutes
and, if necessary, adjusted to the correct tension.
To adjust the tension
Loosen the two bolts (A2) and rotate the alternator on
the pivot bolt to tighten the belt to the correct tension. 1
Tighten the two bolts.
Check again the belt to ensure that the tension is still
correct. Maximum belt life will be obtained only if belts
are kept at the correct tensions.
Where more than one belt is used between two
pulleys, check/adjust the tension on the tightest belt.
A 157
This document has been printed from SPI². Not for Resale
23
Alternator
2 1
To remove and to fit 23-2
To remove
1 Disconnect the battery. 3
2 Slacken the adjustment bolt (A1) and pivot bolt
(A2), and remove the alternator drive belt (A3).
3 Disconnect the wiring loom from the alternator.
Make a note of the position of the connectors to assist
during fitting.
A 183
4 Remove the adjustment bolt, nut and washers.
Remove the pivot bolt and lift away the alternator.
To fit
1 Fit the alternator. Retain with the pivot bolt and a
spring washer. Then fit the adjustment bolt, complete
with nut and washers.
2 Reconnect the wiring loom to the alternator.
3 Fit the alternator drive belt and adjust the tension,
operation 23-1.
4 Connect the battery.
This document has been printed from SPI². Not for Resale
23
Starter motor To dismantle and to assemble the
solenoid switch 23-4
2
1
4
5
8
9
7
6
A 329
This document has been printed from SPI². Not for Resale
23
4 Hold the protrusion of the plunger (A2) at the 4 Fit a new rubber shroud to the housing of the shift
opposite end of the body (A9) and release the nut lever and ensure that the lip is engaged fully in the
which retains the switch assembly on the shaft (A1). groove.
Remove the washer, the insulation washer, the 5 Align the screw link with the threaded hole in the
insulation bush, the contactor disc (A7), the spring, plunger (A2) and insert the special tool through the
the second insulation washer and the second washer hole in the centre of the housing. Turn the plunger
from the shaft and withdraw the plunger and the clockwise until it reaches the end of the thread and
spring from the opposite end. insert the solenoid switch into the shift lever housing.
To assemble 6 Fit the two bolts which secure the solenoid switch to
the starter motor and tighten them to 34,0 to 39,5 Nm
1 Assemble the shaft (A1) and the plunger (A2), if
(25 to 29 lbf ft). Turn the plunger anticlockwise by
they have been separated, and fit the spring to the
approximately five turns.
shaft.
7 DO NOT fit the flexible cable and the copper
2 Fit the shaft through the body (A9) of the solenoid
connector until solenoid adjustment is completed in
switch and fit the washer, the insulation washer, the
operation 23-8.
spring, the contactor disc (A7), the insulation bush,
the second insulation washer, the washer and the nut
in the correct sequence as shown (A). Hold the
plunger and tighten the nut.
3 Fit the terminal insulators. Fit the cover to the body
sufficient for the small screw (A6) to be fitted through
the connection and into the side of terminal 3. Fit the
cover fully and fit the washers, the sealing rings and
the nuts.
2
1
4
5
8
9
7
6
A 329
This document has been printed from SPI². Not for Resale
23
To dismantle and to assemble the To assemble
starter motor 23-5 Ensure that all of the components are clean and dry
before they are assembled. Apply glycerine to the
To dismantle new ‘O’ rings and lubricate all the bushes with clean
1 Remove the solenoid switch, operation 23-4. SAE 5W/20 engine lubricating oil. Soak the fibre
washers and lubricator wicks in clean SAE 5W/20
Before the starter motor is dismantled, mark the
engine lubricating oil.
edges of each section of the starter motor to ensure
their correct relationship during assembly. 1 Fit a new ‘O’ ring around the end cover (A1) and
align the marks which indicate the correct relationship
2 Remove the cover (A4), release the connections
with the yoke. Put new spring washers on the four
and carefully withdraw the carbon brushes (A3).
bolts which fasten the end cover to the yoke. Apply
3 Disconnect the two cables from the field windings ‘Loctite AVV’ to the threads and fit the bolts. Tighten
(A7), release the four bolts and remove the end cover each bolt to 12,5 to 17 Nm (110 to 150 lbf in).
(A1). Withdraw the armature (A5).
2 Fit a steel thrust washer, followed by a fibre washer,
4 Release the six cap screws and remove the pinion onto the armature shaft at the commutator end and
housing (A8); disconnect and remove the pinion insert the shaft into the yoke assembly. Fit a steel
assembly (A10). washer, followed by a fibre washer, onto the splined
5 Remove the screw and washer from the housing end of the shaft and lubricate the shaft and the splines
(A8); withdraw the pivot and remove the shift lever with ‘Aeroshell Grease No. DID 5598’.
(A12). Separate the housing from the yoke (A6). 3 Fit a new ‘O’ ring around the housing (A14) and
apply some grease to the shift lever cams.
Continued
4
1 5
12
13
14
6 7
8
9
10
11
A 332
This document has been printed from SPI². Not for Resale
23
4 Put the shift lever housing (A8) over the protrusion of 7 Check that the armature turns freely and fit the
the shaft and fit two fibre washers (A9) onto the shaft. carbon brushes into their holders (A2). Ensure that
Engage the two shift lever cams in the groove of the the carbon brushes slide freely in the holders and
pinion assembly and slide the assembly and the tighten the retaining screws to 1,6 to 2,0 Nm (14 to
housing onto the shaft. Align the marks which indicate 18 lbf in). Check that the wires of the carbon brushes
the correct relationship of the housing and the yoke, and remain free.
apply ‘Loctite AVV’ to the threads of the five cap screws. 8 Use a spring balance to check the springs of the
Insert the cap screws, with new spring washers, and carbon brushes. Renew the springs if the loads are
tighten to 12,5 to 17 Nm (110 to 150 lbf in). not within the limits of 1,42 to 1,68 kgf (50 to 59 ozf),
5 Fit the steel thrust washer (A11) onto the shaft when the end of each spring is held in its correct
against the pinion assembly. Fit a new ‘O’ ring (A13) position in accordance with the length of a new
to the pinion housing and put the housing around the carbon brush.
pinion. Align the marks which indicate the correct 9 Spread a thin application of glycerine on the gasket
relationship of the housings for the shift lever and the of the cover (A4), and fit the ends of the cover across
pinion. Six new special cap screws, which have a one of the ribbed sections of the yoke. Tighten the two
small square area of locking agent on the threads, screws which retain the cover to 1,13 to 1,70 Nm (10
should be inserted through the relevant holes of the to 15 lbf in).
pinion housing and into the shift lever housing.
10 Fit the solenoid switch as given in operation 23-4.
6 Tighten evenly the cap screws to 24,4 to 28,3 Nm
(216 to 250 lbf in).
4
1 5
12
13
14
6 7
8
9
10
11
A 332
This document has been printed from SPI². Not for Resale
23
To clean 23-6 10 Inspect the bush in the shift lever housing. If
necessary, renew the bush and machine an oil groove
Use white spirits to clean all the components. Do NOT which is the same as the groove in the old bush. Put
dip the assembly of the pinion in the white spirits the housing in a lathe and ensure that the bore is
because the special lubricant in the assembly will be concentric with the location face of the shoulder. Bore
eliminated. the new bush to obtain an internal diameter of 22,20
to 22,25 mm (0.874 to 0.876 in).
11 Inspect the shift lever and its shaft for wear and
To inspect and to correct 23-7 damage, and check that the arrangement which
retains the shaft in the housing is usable.
1 Use an ‘Avometer’ to check the resistance of the 12 Check that the contactor disc is not burnt and that
pull-in coil and the hold-in coil. These should be 1.34 there is no erosion. If necessary, clean the contact
and 2.7 ohms respectively, at 20°C. Renew the face with smooth emery paper, or machine only the
solenoid switch if the coils are defective. minimum material from the contact face: a maximum
2 Inspect the yoke assembly and the field windings, of 0,5 mm (0.002 in). If the erosion exceeds this limit,
and also the starter motor housings for damage. Use the contactor disc must be renewed.
suitable equipment to check the insulation of the field 13 Check the contact faces on the heads of the
windings and to check that the continuity is not terminals. Renew the terminals if they are burnt or if
broken. Renew the complete assembly of the yoke there is erosion.
and the field windings if any winding is defective. 14 Inspect the assembly of the pinion. Renew the
3 Inspect the armature for wear and damage, assembly if the components have excessive wear or
especially the splines. Check that there is no damage.
deflection of the shaft. Renew the shaft if the run-out
exceeds 0,13 mm (0.005 in).
4 Use suitable equipment to check that the continuity
and insulation of the armature windings are not
broken. The commutator should have a polished dark
copper finish. Check that the run-out of the
commutator is within 0,08 mm (0.003 in). If the
armature is generally acceptable, the surface of the
commutator may be corrected. Remove only the
minimum material from the face. The final diameter
MUST NOT be less than 52,375 mm (2.063 in).
5 Use a growler and a 230 volt test lamp to check the
armature for earthing, continuity and open circuits.
6 Test the insulation of the carbon brush holders, and
renew the carbon brushes if there is damage or wear.
The minimum permissible length of the carbon
brushes is 15,9 mm (0.625 in).
7 Inspect the bushes in the end cover of the
commutator and in the pinion housing. If there are
indications of wear, use a 13/16 in BSF tapered tap as
a puller to withdraw the old bushes. Press in the new
bushes.
8 Use the measurements of the old bush to machine
a groove in the new bush which aligns with the
lubricator wick.
9 Put the end cover, or the pinion housing, in a lathe
and ream the new bush to obtain an internal diameter
of 19,100 to 19,152 mm (0.752 to 0.754 in). Ensure
that there is concentricity of the bore with the location
face of the shoulder.
This document has been printed from SPI². Not for Resale
23
To test 23-8
Pull in
3
4 Switch
This document has been printed from SPI². Not for Resale
23
Engine stop solenoid
Description 1 2
The solenoid switch is mounted on the side of the fuel
injection pump. It is used in the energised-to-run
mode and is connected to the governor stop control
lever.
When it is energised, the dual circuits in the solenoid
activate a plunger which moves the stop control lever
to the RUN position.
A pull-in coil draws the plunger until the internal switch 3
contacts open. This breaks the circuit of the pull-in coil
and leaves a low-consumption hold-in coil energised A 334
This document has been printed from SPI². Not for Resale
This document has been printed from SPI². Not for Resale
24
Auxiliary equipment 24
Compressor
Description
Certain engines may be fitted with a compressor. The
compressor will be one of two types: a single cylinder
version for early engines, or a twin cylinder version for
new 2000 series engines.
The single cylinder compressor is a 293 cc water
cooled unit flange mounted to the rear of the
wheelcase backplate. It is gear driven from the
camshaft at 1.212 times engine speed.
The twin cylinder compressor is a 440 cc water cooled
unit flange mounted to the rear of the wheelcase
backplate. It is gear driven from the camshaft at 1.212
times engine speed. A 336
To remove
1 Using a 5/16 in allen key remove the hydraulic pump
and coupling, where fitted, from the rear of the
compressor.
2 Drain the engine coolant into a suitable clean
container.
3 Disconnect and remove the rubber coolant pipe
from between the compressor and the crankcase.
4 Remove the compressor air intake filter assembly,
or disconnect the air intake pipe from the induction
system (whichever is fitted).
5 Unscrew the steel coolant pipe from the front of the
compressor cylinder head. Do NOT bend the pipe.
6 Disconnect the oil feed pipe, free it from its clips,
and remove it from the engine.
7 Unscrew the three compressor securing nuts and
washers.
8 Support and carefully withdraw the compressor (A).
Discard the gasket.
This document has been printed from SPI². Not for Resale
24
To fit
1 If the drive gear has been removed, either refit the
original gear or fit a new gear, as required.
Caution: On certain applications the compressor is
fitted with a ‘balanced’ crankshaft. These units are
identified with alignment marks on both the crankshaft
end and the drive gear. To ensure that these marks
are correctly aligned on assembly, refer to operation
24-2.
2 Clean both joint faces and fit a new gasket over the
three compressor mounting bolts.
3 Slide the compressor into position ensuring that it
engages with the camshaft gear. Fit the nuts and
washers and tighten securely.
4 Fit and secure the oil feed pipe and the two coolant
pipes.
5 Fit the air intake filter assembly or connect the pipe
to the induction system (whichever is fitted).
6 Refill the engine cooling system with coolant.
7 Where necessary, fit the hydraulic pump and
coupling.
This document has been printed from SPI². Not for Resale
24
Compressor gear alignment 24-2
This document has been printed from SPI². Not for Resale
This document has been printed from SPI². Not for Resale
25
Running-in and test 25
General description
Every new or reconditioned engine which is supplied
by Perkins Engines Limited is run and tested before it
is received by the customer. There is no requirement
for the running-in of the engine when it is initially in
use, but it is recommended that the engine is
operated in accordance with the instructions which
are given in section 3 of the User’s Handbook TSD
3215.
A period of running-in, which is relevant to the rating
of the engine, should be done in accordance with the
instructions given below when:
z A 2000 series engine has had a complete
overhaul.
z The engine has been built with the use of a long
engine, which consists of an assembly of the basic
components which are new or which have been
reconditioned - the crankcase, the cylinder liners,
the crankshaft, the connecting rods, the pistons
and the cylinder heads.
z A partial overhaul has used new cylinder liners,
new piston rings and new bearings.
This document has been printed from SPI². Not for Resale
25
Running-in and test
This document has been printed from SPI². Not for Resale
25
To check the consumption rate of the engine The method for the calculation of the consumption
lubricating oil 25-2 rate of the engine lubricating oil, when the weights of
the oil are in pounds (lb), is as follows:
The check given below is suitable for an engine which Initial weight of the oil - final weight = litres/hour
is rated at 1500 rev/min or 1800 rev/min. 2.2
1 Ensure that the level of the engine lubricating oil is An acceptable consumption rate will not exceed 1,02
exactly to the ‘H’ mark on the dipstick. litres/hour.
2 Run the engine at its rated speed and power until
the normal temperatures of the coolant and the
engine lubricating oil are reached:
Coolant temperature at outlet 68°/85°C
Engine lubricating oil 90°/105°C
3 Run the engine at the minimum load for two
minutes. Stop the engine and check the level of the
engine lubricating oil on the dipstick. Fill with new
engine lubricating oil to the ‘H’ mark if necessary.
4 Drain immediately the engine lubricating oil from
the sump and from the heat exchanger into separate
containers for exactly 20 minutes. The heat
exchanger should be drained through the lowest
point, which is the drain plug in the end of the housing.
5 Measure separately the weight of each container
with its contents and make a record of the weights.
6 Fit the drain plugs in the sump and the heat
exchanger and return the original engine lubricating
oil to the sump. Measure the weight of the empty
containers and make a record of the weight.
7 Find the difference in the weight of the containers
when with and without the lubricating oil. This will give
the total weight of the lubricating oil. Make a record of
this total.
8 Run the engine at its rated speed with 90% of the
maximum load, for two hours.
Caution: If the engine is stopped during this phase,
the test must be started again from paragraph 1.
9 At the end of the two hours, continue to run the
engine without load for two more minutes. Stop the
engine and repeat the procedures given in
paragraphs 4, 5, 6 and 7.
This document has been printed from SPI². Not for Resale
This document has been printed from SPI². Not for Resale
26
List of special tools 26
This document has been printed from SPI². Not for Resale
26
Special tools
A new range of numbers have been allocated to the tools used on Perkins engines. The tables in this section
include all of the tools listed in the workshop manual. The additional number, in brackets below each special
tool number, is the number by which the tool was previously available.
This document has been printed from SPI². Not for Resale
26
Number Description Illustration
This document has been printed from SPI². Not for Resale
26
Number Description Illustration
This document has been printed from SPI². Not for Resale
26
Number Description Illustration
This document has been printed from SPI². Not for Resale
26
Number Description Illustration
This document has been printed from SPI². Not for Resale
26
Number Description Illustration
21825 848 Torque wrench 150 to 700 Nm (100 to 500 lbf ft)
(GA5098)
This document has been printed from SPI². Not for Resale
26
Number Description Illustration
This document has been printed from SPI². Not for Resale
26
Number Description Illustration
This document has been printed from SPI². Not for Resale
26
Number Description Illustration
This document has been printed from SPI². Not for Resale
26
Number Description Illustration
This document has been printed from SPI². Not for Resale
This document has been printed from SPI². Not for Resale