4050, 4250, 4450, 4650 and 4850 Tractors JOHN DEERE TECHNICAL MANUAL 4050, 4250, 4450, 4650 and 4850 Tractors ‘TM1259 (01Sep87) English M1259 (01Sep87) ENGLISH4050,4250,4450,4650 AND 4850 TRACTORS TECHNICAL MANUAL TM-1259 (SEP-87) CONTENTS—OPERATION AND TESTS This manual covers Tractor Operation and Tests (yellow tabs). Repair (green tabs) is covered in TM-1953, (formerly TM-1257) (4060,4260 and 4450 Tractors),TM-1364 (formerly TM-1268) (4650 and 4860 Tractors), (CTM1 (6466 Engines), and CTM7 (Radial Piston Pumps). SECTION 210—GENERAL ‘SECTION 250—POWER TRAIN (PERMA-CLUTCH Introduction and Safety Information TRANSMISSION) Group 05—QUAD-RANGE™ System Operation SECTION 220—ENGINE OPERATION Group 10—PERMA-CLUTCH™ Operation ‘AND TESTS Group 15—QUAD-RANGE™ Planetary Group 05—System Operation Group 20—QUAD-RANGE'™ Eight-Speed Group 10—System Tests and Diagnosis Group 25—Transmission Oil Pump ‘Group 30—Transmission Lubrication Valve ‘SECTION 280—FUEL/AIR OPERATION AND TESTS Group 35—Transmission Control Valves Group 05—Air Intake System Group 40—Ditforential and Final Drive Group 10—Diesel Fuel System Group 45—SYNCRO-RANGE™ Transmission Group 15—Control Linkage Group 55—PTO Group 60—QUAD RANGE™ Transmissions SECTION 240—ELECTRICAL SYSTEM Diagnosis Group 05--Electrical System Information Group 06—Phase | Electrical Wiring Diagrams ‘SECTION 255—POWER SHIFT TRANSMISSION Group 07—Phase I! Electrical Wring Diagrams Group 05—Mechanical Operation Group 10—Electrical System Diagnosis Group 10—Hydraulic Controls, Group 15—Deleotron Charging Circuit Group 15—PTO, Differential and Final Drives Group 16—John Deere Charging Circuit Group 16—Power Shift Transmission Diagnosis Group 20—Starting Circuit Group 20—Mechanical Front Wheel Drive Group 25—Lighting Circuit Group 30—INVESTIGATOR™ I and Digital ‘Tachometer Group 31—Gauge Cluster Instrumentation Group 32—Analog Tachometer Group 35—Accessories Circuit Continued on next page Group 40—-PERFORMANCE TRAK™ | Radar ‘Sensor System (Tachometer Version) Group 41—PERFORMANCE TRAK™ iI Radar ‘Sensor System (Mini-Moritor) Group 42—-PERFORMANCE TRAK"™ ill Radar ‘Sensor System (Multi-Function Monitor) All information, ilustrations and specifications contained in this technical manual are ‘based on the latest information avaliable at the time of publication. The right is reserved to make changes at any time without notice. | { | i Litho in USA. 210-01 ‘TM-1259 (Sep-87)CONTENTS—OPERATION AND TESTS —CONTINUED ‘SECTION 260—STEERING/BRAKES OPERATION ‘AND TESTS Group 05—4050, 4250, and 4450 Power Steering Group 06—4650 and 4850 Power Steering Group 10—Power Brakes ‘SECTION 270—HYDRAULIC OPERATION AND TESTS Group 05—PERMA-CLUTCH™ Transmission Operation Group 10—Power Shift Transmission Hydraulic ‘System Operation and Tests, Group 15—Main Hydravic Pump Group 20—QUAD-RANGE™ Transmission Hy- draulic Valves Group 25—Power Shift Transmission Hydraulic Valves Group 80--Pressure Control Valve Group 35—HYDRACUSHIONED™ Seat Group 40—Rockshaft Operation (4050, 4250, 4450) Group 45—Rocksnaft Operation (4650 and 4850) Group 50—Selective Control Valve Group 55—Remote Cylinder Group 60—QUAD-RANGE Hydraulic Diagnosis Group 65—Power Shit Transmission Hydraulc Diagnosis, ‘SECTION 280—OPERATOR STATION OPERATIONS AND TESTS. Group 05—Air Conditioning System Group 10—Ait Conditioning System Tests— Introduction Group 11—Systom Tests Without Timer Relay- Warning Lamps Group 12—System Tests With Timer Relay- Warning Lamps Group 15—Heating System Operation Tests Group 20—HYDRACUSHIONED™ Seat ‘SECTION 298—SPECIAL TOOLS Group 05—Purchased Tools. Group 10—Fabricated Tools Group 15—Test Equipment Calibration Litho in USA. 210-02 TW-1259 (Sep-87) ‘Inoduetion ene Stey infomation flseut tluataion as a reference for ‘ajr componente. ot ach sectionIntroduction and Safety Information INTRODUCTION This manual is part of a total service support program. FOS Manuals—reference Technical Manuals—machine service Component Manuals—component ser Fundamentals of Service (FOS) Manuals cover basic theory ‘of operation, fundamentals of troubleshooting, general maintenance, and basic types of fallures and their causes. FOS Manuals are for training new personnel and for reference by experienced technicians. Technical Manuals are concise service guides for specific machines. Technical manuals are on-the-job guides contain- ing only the vital information needed by an experienced service technician. Component Technical Manuals are concise service guides ‘or specific components. Component technical manuals are writen as stand alone manuals covering multiple machine applications. FEATURES OF THIS TECHNICAL MANUAL John Deere ILLUSTRUCTION format emphasizing ilustra- ‘ions and concise instructions in easy-to-use modules. Emphasis on diagnosis, analysis, and testing so you can Understand the problem and correct it. Diagnostic information presented with the most logical and easiest to isolate problems first to help you identify the majority of routine failures quickly Step-by-step Instructions for teardown and assembly. Summary listing at the beginning of each group of all applicable specications, wear tolerances, torque values, ‘essential tools, and materials needed to do the job. ‘An emphasis throughout on safety—so you do the job right without getting hurt ‘This technical manual was planned and written for youn experienced service technician. Keep it in a permanent binder in the shop where itis handy. Refer to it when you need to know correct service procedures or specications, Litho in U.S.A, 210-05 “Tw-1259 (Sep-87)Introduction and Safety Information RECOGNIZE SAFETY INFORMATION This Is the safety-alert symbol. When you see this symbol ‘on your machine or in this manual, be alert to the potential {or personal injury. Follow recommended precautions and sate operating practices. IMPORTANT The IMPORTANT message identifies potential problems which may cause consequential damage to tractor. Follow- ing recommended procedure will instruct technician how to ‘avoid problem, NOTES. ‘The word NOTE is followed by a statement that identifies ‘@ qualification dr exception to a previous statement. A “NOTE” may also identify nice-to-know information per- tinent to, but not directly ralated to previous statement, Litho in USA. 210-06 ‘TM-1269 (Sop-87)Introduction and Safety Information STAY CLEAR OF MOVING TRACTOR ‘Always place transmission in PARK (A) before dismounting. Leaving transmission in gear with engine stopped will NOT Prevent the tractor from moving. Be sure everyone is clear of tractor and attached equipment before starting engine. Some movement may occur as engine starts. Never try to gat on or off a moving tractor. When tractor is left unattended, lower implements to the ‘ground (8), stop the engine, and remove the key. [ | PREVENT MACHINE RUNAWAY ‘Avoid possible injury or death from machinery runaway. Do not start engine by shorting across starter terminals. Machine will startin gear if normal circuity is bypassed. i NEVER start engine while standing on ground. Start engine | ‘only from operator's seat, with transmission in neutral or | park. imo mUSA 210-07 Tw SapIntreduetion and Safety Information SHIFT TO LOW GEAR ON HILLS Shift to a low gear (8) before descending a steep hill (A), toimprove your control o the tractor with litle or no braking. Make sure brake pedals are locked together. Never coast TEST COOLANT HEATER IN LIQUID ONLY Do not plug coolant heater into electrical power unless heating element is immersed in coolant. Sheath could burst and result in personal injury. Use a heavy-duty grounded cord to connect coolant heater to electrical power. uinomUSA 210-15 TM-1259 (Se PadIntroduction and Safety Information Litho in USA. 210-16 ‘TM-1259 (Sep-87)Section 220 ENGINE CONTENTS GROUP 05 - SYSTEM OPERATION Cooling System 1220.05.01 Diagnosing Engine Malfunctions - 1220-10-05 Lubrication System ss++ 220-05:04 Compression Gauge Modification ....... 240-10-08 Test Engine Compression Pressure ..... 220-10-07 GROUP 10 - SYSTEM TESTS AND DIAGNOSIS Check Valve Litt . 20-10-08, Check Valve Clearance ..............- 220-10-08 Special TOOIS es esseseeeserese++ 2820-40-01 Check Crankshaft End Play 20-10-10, Specifications 20-10-02 Check Damper Run Out 2220-10-10 Dynamometer Test 1220-10-03 Check Oil Pressure 20-10-11 Engine Break-In Instructions . "20-10-04 Test Radiator and Gap fines 22040412 Test Viscous Fan Drive 20-10-13 Litho in USA. 220-01 ‘TM-1259 (Sep-87)Contents Litho in USA. 220-02 ‘Tw-1268 (Sep-87)A-Radiator Water Pump B—Overtiow Vaive Houting _FThormostate (CAadlator cap (15 pst 103bar) G—Water Manifold Coolant Bypass Pipe HeMain Cooting Gatery The dual pressure cooling system consists of a radiator (4), water pump (E), two thermostats (F), and water manifold (G) connected by a hose to @ coolant overtlow valve (B) mounted at the rear of the radiator. A second hose connects the coolant overliow valve to the racator top tank. Under normal concitions, relief valve (N) pressur- izos the system to 48 KPa (1.48 bar) (7 ps). Under ‘extreme operating conditions Coolant temperatures of | 105°C [222") and above) overflow valve (0) closes, stopping overtiow from the radiator top tank {K). The 109 kPa (1.03 bar) (15 ps) cap (C) then pressurizes the eystem, | ‘A108 kPa (1.08 bar) (15 psi) pressurizing cap (C) is IMPORTANT: Newer model tractors and tractors which have had the overfow valve | Temoved must use a 10 psi cap. Litho in USA. SYSTEM OPERATION ~ 20-05-01 Group 05 Engine O# Cooler Overflow from Top Tank {Overton trom Raator Cap M-Overtow to Ground NoRelet Vaive (O—Overtow Valve The pump draws coolant from the bottom of the radiator (A) and discharges it into the main coolant gallery (H) on the left-hand side of the engine. Coolant ‘rom the gallery circulates through the block to cool block and cylinder liners, then flows into the cylinder head. From the cylinder head, the coolant passes into the water manifold (G) and thermostat housing, It the thermostats are closed (as. during warmup periods) coolant is directed back to the pump through the bypass pipe (0) to be recirculated. This provides ‘a faster and more uniform warm-up. Ifthe thermostats ‘are open (engine st normal operating temperature) ‘coolant flows back through the thermostats to the top. of the radiator. The engine oil cooler (0), located in the main gallery, receives its cooling capacities from the coolant flow | around it. TM-1258 (Feb-86)‘B—Coolant Bypass Pipe ‘E—Water Pump Thermostats (G—Water Manifold Radiator Cap 100 «Pa (taba (18 ps) “The dual pressure cooling system consists of aradiator (A), water pump (E), three thermostats (F), and water manifold (G). A 100 kPa (7.0 bar; 15 psi) pressurizing cap (C) is ‘connected by a hos@ lo a coolant overflow valve (8) mounted at the rear of the radiator. A second hose ‘connects the coolant overflow valve to the radiator top tank. Under normal conditions, relief valve (O) pressur- izes the system to 50 kPa (0.50 bar, 7 psi). Under extreme operating conditions (coolant temperatures of 108°C [222"F] and above) overtiow valve (P) closes, ‘stopping overfiow from the radiator top tank (L). The 100 kPa (1.0 bar; 16 psi) cap (C) then pressurizes the system. Litho in USA. 220-05-02 intercooler tuain Cooling Gallery Engine OH Cooler Coolant L-Overtow trom Top Tank MCOvertiow trom Radiator Cap NAOvertiow to Ground, (O—Retiet Valve POvertiow Valve The pump draws coolant from the bottom of the radiator (A) and discharges it into the main coolant gallery () on the lett hand side of the engine. Coolant from the galley circulates through the block to cool block and cylinder liners, then flows into the cylinder head, From the cylinder head, the coolant passes into the water manifold (G) and thermostat housing. If the thermostats are closed (as during warmup Periods) coolant is directed back to the pump through the bypass pipe (D) to be recirculated. This provides a faster and more uniform warm-up. IMPORTANT: Newer model tractors and tractors which have had the overflow valve removed must use a 10 psl cap. T1259 (Fob 86)‘System Operation COOLING SYSTEM - 6466A (Continued) If the thermostats are open (engine at normal operating temperature) coolant flows back through the thermo- stats to the top of the radiator. Coolant is also taken from the main gallery into the Intercooler (H) to cool intake ai. It circulates through the intercooler and out to the water manifold. Tho engine oil cooler (J), located in the main gallery, receives its cooling capacities from the coolant flow around i Lie in USA, 20-05-03 "TM-1259 (Sep-82)‘System Operation LUBRICATION SYSTEM ‘A—Englne Ol| Cooler Boil Cooler Bypass Valve C—ol Fier ‘O—Fitter Bypass Valve £~0it Pressure Regulating Valve lain Bearinge The engine lubrication system consists of a gear- driven positive displacement pump, oil cooler, oil fiter, cooler bypass valves, oll pressure regulating valve and filter bypass valve, lis pumped from the ol pan by the engine oil pump through the engine oil cooler (A) around the ail cooler bypass valve (8) into the engine oil fiter (©). On turbocharged engines cil is directed to the top of the cil fiter housing through the oll inlet line (K) to lubricate the turbocharger. Oil is then returned through the turbocharger oil return tube (L) and back to the oll pan as non-pressured oll. Passing through the filter, the oll continues around the filter bypass valve (0) and in front of the engine oll pressure {G—Connecting Rod Bearings J—Piston Pin and Bushing Camshaft Bushings "Pleton Cooling Orices K—Turbocharger Of inet Line L“Turoocharger OW Return Tube M—Engine Ol Pressure NOM Pan ot regulating vate (E) into the engine oil galley in the cylinder block. Oil's then distributed, under pressure, to.each main bearing (F) and piston cooting orifice () Oil from the piston cooling orifices lubricates the piston pin and bushing (J) through a hole in the connecting rod. Cross-drilled passages in the crankshaft distribute oll from the main bearing journals to the connecting rad Journals to lubricate connecting rod bearings (G). Numbers 1,3, 5, and 7 main bearing supports are also drilled to lubricate the four camshaft bushings (H). A driled passage from the rear camshaft bushing through the cylinder block and cylinder head provides. lubrication to the rocker arm shatt. Litho in USA 20-05-04 7M-1258 (Sep-82)Group 10 SYSTEM TESTS AND DIAGNOSIS ee ee—s——Svaeoeus SPECIAL TOOLS | NOTE: Order spacial tools trom your SERVICE-GARD catalog unless otherwise indicated. snter tae vee | cero en Fates rest roe | 2108 (010-42) Hose and Fiting Assembly Test Oi Pressure 2028 (020) Gauge Test Ol Pressure (D-14547BA Motorite Tester Test Engine Compression | | p-tass7aa Adapter Test Engine Compression | | SDE 81-1 Flywheel Turning Tool Rotate Flywheel | “oe 4 Tina Po — | woes Socket Wrench Remove Injecion Nozzles | | Fabricated Cardboard Ar Restor Test Viscous Fan | | Fabricated Harness Test Viscous Fan | Fabricated bracket Test Viscous Fan | AEI216% (Jonn Deore Ground Speed Sensor Test Viscous Fan ‘Service Parts) TW-1258 (Feb-86) Litho in USA.ee | ‘SPECIFICATIONS tem ‘Speciieation Compression Pressure 8468-4050 oe cet csueteeneseesees ++ 3000-3410 kPa (30-84.1 bar) (435-495 ps) | 84667-4250 2690-3100 kPa (26.9-31 bar) (390-450 psi) 64667-4450, | 84664-4650 and 64664-4850. 2450-2860 kPa (24,5-28.6 bat) (355-415 psi) | Valve Clearance Intake 0.41-0.51 mm (0.016-0.020 in) | Exhaust» : TIENEN TINT 0166:0.76 mm (0.026-0.090 in) | Valve Litt | tee0-4050 | Intake soos. ccescccsssvecsssseseseesesveceesseesssiesssssessssessees 107-11.88 mm (0424-0454 in) | Exhaust ENED 10152-11.28 mm (0.414-0.444 in) 64661-4250, 4450 ‘and 8466A-2650, 4850 Wake oss sseeveeseeseeeeeseseeccesneeesereeeeeteeesersenesesseeeres 10.5+14.2 mm (0.412-0.482 in.) Exhaust. : : DLT 1015-113 mm (0.412-0.488 in) Crankshaft End Play (0.0380-0.380 mm (0.00150-0.0150 in) Maximum Servicaable : moe ++ 0.380 mm (0.0180 in) Damper Fun Cut (max) 1. mm (0.040 in) Oil Pressura.. eee ee eee PIII 2a0-d0o kPa (2.84.0 bar) (41-58 pa) Litho in USA. 2220-10-02 TM-1258 (Feb-83)System Tests and Diagnosis DYNAMOMETER TEST If possible, test the engine on a dynomometer before itis tuned. This test gives the horsepower output and fuel consumption of the engine as its. This will help determine if a tuneup can restore the engine or Whether an overhaul is needed, Good performance by the engine depends on these basic things. 1. An adequate supply of clean air and fuel. 2, Good compression 3. Proper valve and injection pump timing for good ‘combustion. 4. Proper air and fuel temperatures. Engine Speeds rpm) Make the dynamometer test as follows: 1. Connect the engine to the dynamometer using the ‘manufacturers’ instructions. 2. Operate the engine at one-half load until the coolant land crankcase oll temperature are up to normal 3. Run engine at fast idle (2375 rpm). 4. Gradually increase the load on the engine unti its ‘speed is reduced to full load rpm. ‘5. Flead the horsepower on the dynamometer. {6 Compare the reading taken with the folowing chart Factory PTO @ 2200 - Engine 442 (190) Tractor stow tale Fast idle Full Load KW (Horsepower) 4050 850 2375 200 75 (100) 4250 850 2375 2200 89 (120) 4450, 850 2375 2200, 404 (140), 4650 850 2375 2200 123 (165), 4850 850 2375 2200 Litho in USA 2220-10-03 ‘TM-1269 (Dec-83)Systm Tests and Diagnosis | ENGINE BREAK-IN INSTRUCTIONS Use dynamometer to perorm the folowing break-In procedure, Ifnecessary,enginebreakin canbe performed without | ‘a dynamometer if under controlled operating conditions. | Fill engine crankcase with TORG-GARD SUPREME™ 10W-20 oll to proper level for use during the break-in operation. ME Loan ENGINE SPEED REMARKS 5 Minutes: No Load 850 rpm Check oil pressure, 5 Minutes: No Load 41800 to 2000 rpm coolant, temperature, 5 Minutes. 1/4 Load 1900 to 2100 rpm ‘and leakage. 10 Minutes. 172 Load 1900 to 2100 rpm 10 Minutes 1/2 to 3/4 Load 1900 to 2100 rpm 10 Minutos 8/4 to Full Load £2200 rpm | ‘After break-in, run engine one to two minutes at 1500 rpm, No Load before shut-down. Loosen, then retighten F-Grade cylinder head cap screws as specified in Section 20, Cylinder Head, Valves, and Camshaft in either John Deere ‘Technical Manuals TM-1257 or TM-1258. Loosen, then retighten rocker arm shaft clamps to specified torque. Check and readjust valve clearance as necessary. No retorque is required for engine equipped with G-Grade cylinder head cap screws. During the first 100 hours of operation, avoid oversoads, excessive idling, and no-load operation. Do NOT use foot throttio. After 100 hours, drain crankcase oil and change ol fiter. Fill crankcase with ol of proper viscosity and service classification. Litho in USA. 20-10-04 T1259 (Aug 84)‘System Tests and Diagnosis DIAGNOSING ENGINE MALFUNCTIONS WILL NOT START Fuel System Malfunction -Seo Section 230 Empty fuel tank Fuol shut off cable not pushed in Improper tue! Plugged fuel fiter Fuel shut off at tank Electrical System Malfunction -See Section 240 Corroded er loose battery connections Weak battery ENGINE RUNS IRREGULARLY OR MISSES Basic Engine Problem - See Section 20 Improper valve clearance Low compression Engine overheating Valves sticking or burned Worn camshatt lobes Detonation Fuel System Malfunction -Seo Section 230 Low fuel supply Restricted fuel line or filter Ar in fuel Incorrect injection pump timing Plugged or defective injection nozzle Faulty injection pump Faulty fuel pump Improper tue! FREQUENT STALLING Operator Error Engine not at operating temperature Fuel System Malfunction - See Section 230 Restricted fuel lines Faulty fue! pump Plugged fue! fiter Vent on fuel tank cap obstructed Dirty or faulty injectors LACK OF POWER Basic Engine Problem - See Section 20 Low compression Engine overheating Incorrect valve clearance Blown cylinder head gasket Wor camshaft lobes: Burned, warped, pitted or sticking valves Weak valve springs Service Problem Dirty or obstructed air cleaners Fuel System Malfunction - See Section 230 Plugged fue fiters Faulty injection nozzles Restricted exhaust system Plugged fue! tank vent Power Train Malfunction - See Section 250 ‘Clutch Slipping ENGINE OVERHEATS Basic Engino Problem - See Section 20 Loosen or broken fan belt Faulty thermostats Defective radiator pressure cap Faulty water pump Service Problem - See Section 10 Low coolant level Crankcase cil level low Engine overloaded Improper fuel Fuel System Malfunction - See Section 230 Excessive fuel delivery Improper injection pump timing EXCESSIVE OIL CONSUMPTION Basic Engine Problem - See Section 20 Worn valve guides or valve stems il contro! rings worn or broken Worn or scored liners or pistons Piston ring gaps not staggered Excessive main of connecting rod bearing clearance | Service Problem - See Section 10 | Engine oil 100 thin Gil level too high | LOW OIL PRESSURE | Basic Engine Problem - See Saction 20 ‘Stuck or improper regulating valve agjustment | Excessive main and connecting rod bearing clearance Plugged oil pump intake screen Leakage at internal oll passages Faulty oll pump Service Problem - See Section 10 Low oll Level Improper viscosity of cil Faulty gauge HIGH OIL PRESSURE Improper fuel Basic Engine Problem - See Section 20 ‘Stuck oF improperly adjusted regulating valve Lithe in USA. 20-10-05 TW-1259 (S0p-87)‘System Tests and Diegnosis EXCESSIVE FUEL CONSUMPTION Basic Engine Problem - See Section 20 Low compression Fuel System Malfunction - See Section 230 Leaks in fuel system Restricted air cleaners Faulty injection pump timing Improper valve clearance Service problem - See Section 10 Improper grade of fuel Fuel System Malfunction - See Section 280 Excessive fuel delivery Faulty injection nozzles Restricted air cleaners Improper injection pump timing WHITE EXHAUST SMOKE Basic Engine Problem - See Section 20 Low compression Fuel System Malfunction - See Section 230 Faulty injection nozzles Improper fuel DIAGNOSING ENGINE MALFUNCTIONS - Continued SLOW ACCELERATION Fuel System Malfunction - See Section 230 Faulty injection pump Faulty injection nozzles DETONATION Fuel System Malfunction - See Section 20 Faulty injection pump Faulty injection nozzles Improper fuel ABNORMAL ENGINE NOISE Basic Engine Problem - See Section 20, Low engine oll level Excessive valve clearance Worn cam followers: Bent push rods Worn rocker arm shafts Worn main or connecting rod bearings Foreign material in combustion chamber Worn Piston pin bushings and pins ‘Soored piston Incorrect engine timing Excessive crankshaft end play Loosen main or connecting rod bearing caps Crankshaft oll pump drive gear worn or broken Crankshaft vibration damper worn or separated COMPRESSION GAUGE MODIFICATION ‘The hose to adapter end of the D-14547BA Motorite Tester is equipped with a brass dampening disk (A) originally designed for checking compression at slow idle. This disk interferes with a cranking compression check requiting 25 to 30 compression strokes to obtain peak compression Pressure, Fomove check valve seat (B), spring and disk (A) from adapter end of hose, Drill 1/16 In. hole (C) in disk and reassemble. Peak pressure can now be obtained in 6 to 7 compression strokes. Litho in USA. 7220-10-06 T1260 (SPS)‘System Tests and Diagnosis, TEST ENGINE COMPRESSION PRESSURE NOTE: Before beginning test, insure that batteries are fully charged and injection nozzle area is thoroughly ‘leaned. 4. Remove injection lines, leak-off lines, and injection nozzles. (See Remove Injection Nozzles in Section 30) 2. Install the D-14557BA adapter (A) with the D-14547BA, Motorite Tester (B) and hose into injection nozzle bore. 8, Pull out engine shutoff knob. 4. Close fuel shut-off valve. 5. Crank engine over and record readings. ENGINE COMPRESSION Tractor Cranking Speed Compression Pressure* 4050 200-250 rpm 3000-3410 kPa (90-94.1 bar) (435-495 psi) 14250, 4450 2002-260 rpm 2690-3100 kPa (26.931 ban and 4650 (390-450 psi) 4850 200-250 rpm 2460-2860 kPa (245-286 bar) (255-415 psi) Pressure given was taken at 1000 feet above sea level. A ‘2.8 porcent reduction in gauge pressure will result for each ‘additional 1000 feet of altitude. 6. If pressure is much lower than shown, remove gauge and ‘apply cil toring area of piston through injection nozzle bore. Do not use too much oil, Do not get oil on the valves. 7. Test compression again. If pressures high, worn or stuck Fings are indicated. f pressure is still low, itis possible that valves are worn or sticking ‘8. Compare readings from all cylinders. NOTE: Allcylinder pressures should be approximately alike. There should be less than (340 kPa) (3.4 bar) 50 psi difference between cylinder pressures. Litho in US.A. 20-10-07 TM-1259 (Sep mm‘System Tests and Diagnosis CHECK VALVE LIFT Measuring valve lift can give an indication of wear on cam lobes or cam followers 1, Adjust valve clearance to previous specifications. 2. Place dial indicator on valve rotator. Be sure that valve Is fully closed and the rocker arm moves freely. 8, Zero dial indicator. 4, Manually turn engine in running direction, using the engine rotation tools previously mentioned. 5. After rocker arm contacts valve wear cap, observe dial indicator reading as valve is moved to fully open position. ‘VALVE LIFT SPECIFICATIONS. Engines Intake Valves Exhaust Valves 64660 10.77-11.53mm 10.82 - 11.28. mm (0424-04541) (0.414 - 0.444) Al Other Engine 105 - 11.2 mm 105 - 11.3 mm Models (0.412 - 0.442 in) (0.412 - 0.443 in.) CHECK VALVE CLEARANCE 1. Remove rocker arm cover. 2, Remove vent tube (shown removed) and plastic plugs |. | 9. install DE-81-1 Flywheel Ftation Tool (A) and JDE-81-4 Timing Pin (6). 4. Tum flywheel unt timing pin engages timing pin hole flywheel at No.1 TDC. Both valves on No.1 cylinder shoul be in the up position. (Rocker arms loose.) Litho in USA. 220-10-08, TM-1259 (Sep-87)‘System Tests and Diagnosis: 5. Adjust valve clearance on No. 1, 3, and 5 exhaust valves and No. 1, 2, and 4 intake valves. 6. Rotate flywheel 360 degrees until No. 6 piston is at “TDC” of its compression stroke, and tool timing pin engages flywheel hole. 7. Adjust valve clearance on No. 2, 4, and 6 exhaust valves and No. 3,5, and 6 intake valves to the specifications listed. ‘VALVE CLEARANCE SPECIFICATIONS Engine Intake Exhaut 6486 041-051 mm 0.66.0.76 mm (0.046-0020 in.) (0.026-0.030 in) t + t ttt no. 2 TC CORPRESSION stAOKE ttt HD. 6 Toc coweRessioN sTHOKE Litho in US.A. 220-10-09 TW-1259 (Feb-83),‘System Tests and Diagnosis CHECK CRANKSHAFT END PLAY 1. Completely depress and release the clutch pedal. 2, Remove cap screws (A) on hydraulic pump shaft (8). 3, Remove coupler assembly (C). 4, Remove vent tube and timing pin plastic plug (shown removed). 5. Place dial indicator (A) tp through ting pinhole (B) and against flywheel. Zero the indicator. IMPORTANT: Use care not to damage or distort the timing gear cover, damper pul- ley, bearing inserts, or hydraulic shaft when prying. DO NOT pry on rubber damper at rear of pulley. 6. Gently pry with flat bar between pulley hub and timing gear cover. Record reading, Gently pry crankshaft rearward ‘and repeat check (CRANKSHAFT END PLAY SPECIFICATIONS All models . .0.0380-0.380 mm (0.00150-0.01 Maximum serviceable .... 10.380 mm (0.0180 in) 7. Install timing pin plastic plug and vent tube. 8, Install coupler assembly and hydraulic shaft torque shart cap screws to 47 Nem (35 lb). CHECK DAMPER RUN OUT NOTE: Engine should be run approximately five minutes before checking damper run out 1, Thoroughly clean outer edge of damper pulley. 2, Attach dial indicator so tip rests on damper edge (A). 3. Use JDE-8-1 Flywheel Rotation Too! to rotate pulley. If ‘un out of damper exceeds 1 mm (0.040 in. replace damper. Litho in U.S.A. 20-10-10 TW-1259 (Sep-82)‘System Tests and Diagnosis T CHECK OIL PRESSURE 1. Remove pipe plug (a) from main oil gallery 2. Install No, 0070 (D1) Fitting (A), No. 2106 (19-HP) Hose (@), and No. 2026 (0-20) Gauge (C). 3. Warm up engine and run at 1800 rpm. 4. Oil pressure should be 280-380 kPa (2.8.3.8 bar) (40-55 ps). NOTE: To adjust oil pressure remove regulating valve ‘spring after base and add washers to increase oil Pressure. Subtract washers to decrease oil pressure. NOTE: Do not use more than a total of five washers. Litho in USA. 20-10-11 “TM-4269 (Feb-83)System Tests and Diagnosis TEST RADIATOR AND CAP 1. Open hood and remove radiator cap, 2, Visually check radiator for leaks or damage. 2. Disconnect hose (A) from overtiow valve (B). 4, Plug hose as shown using a cap screw and hose clamp. 5, Attach D-05104ST radiator taster (C) to filer neck. Pressurize to 120 kPa (1.2 bar) (18 psi). 6. Repair system as necessary if pressure does not hold. 7. Install radiator cap onto 0-05104ST tester as shown. 8 Proscurize to 100-120 kPa (1.0-1.2 bar) (14-17 psi, Floplace cap if is does not hold pressure. Litho in USA. 2220-10-12 "TM-1259 (Sep-82)‘System Tests and Diagnosis [ TEST VISCOUS FAN DRIVE © Feriorm the following prefiminary checks with engine OFF. Correct any abnormal conditions before proceeding. 1. Side screens, oilcooler and radiator cooling fins must be free of dit and debris. NOTE: Any dit found in front of radiator is a strong Indication that radiator fins are plugged. 2, All battles and foam seals present and properly Positioned. 3, Radiator core internally free of sludge or sediment. 4. Coolantat correct level. (Coolant loss may be caused by faulty radiator cap or overfiow valve.) 5. Fanrsists hand rotation, but does notlock up. When. {an drive is at operating temperature, it should rotate ‘no more than one-half revolution. 6. No more than 6 mm (1/4 in) linear movement of fan dive. (Apply sight push and pull at tip of fan blade.) 7. Area at rear of fan assembly dry-to-damp area ‘accumulating dust 8. Fan belts properly adjusted. ©. Perform high pressure to sump and return leakage checks. (See Section 70, Group 60 or Group 65.) © Chock operation of thermostat. Correct any abnormal conditions before proceeding 1. Install two jumper hoses in two SCV's and set ‘metering valve at 12 o'clock position, 2. Slowly remove radiator cap and instal a thermostat in top tank. 8. Run engine at 1700—1800 rpm. 4, Move SCV levers to circulate hydraulic ol NOTE: If ambient temperature is below 40°F, cover side ‘screens with cardboard. Litho in USA. 20-10-13 "TN-1259 (Feb-86)‘System Tests and Diagnosis 5, After top tank has reached peak temperature, 170—180"F, compare temperature gauge nee- dle position and top tank thermometer reading with chart below. 6. If gauge needle position and top tank tempera ture correspond to chart, thermostat is normal; proceed to warm viscous fan drive operational ‘check at step 3. 7. If temperature gauge needle indicates coolant Js much hotter than radiator top tank, check temperature sensor resistance and compare with chart. Check calibration of temperature ‘gauge with JTO 1633 Gauge Checker. If both are normal, thermostat is “stuck” closed and must be replaced. Proceed to step 3. 8. If temperature gauge needle is very slow to rise ‘below green band and top tank temperature Is above 160°F, check temperature sonsor resistance and compare with chart. Check cali bration of temperature gauge with JTO 1693 Gauge Checker. Make repairs before proceed- ing to step 3. 8. If coolant is circulating in top tank of radiator, but temperature gauge and test gauge indicate coolant is below 160°F, thermostat is “stuck” ‘open and must be replaced. Proceed to step 3. NOTE: Replace radiator cap before proceeding. GAUGE CLUSTER SYSTEM Sensor Temperature Gauge Litts Approximate s ‘Temperature Reslatance Temperature Ohms eC (100"F) 910-990 ©. 78°C (60%) 190150 4 (120) 225-275 2.03 (H80'F) 100-115 60 (140) 170-2003. 94 GOOF) 8000 72 (160) 130—150 99 (2IOF) 70-00 83 (190) 100115, 510 «a30"F) es (190) 80100118 AF) aS 94 (200) 8000 TEMPERATURE GAUGE 99 (10) 70-80 eaeal 105 (220) 6o=70 (GAUGE CLUSTER) 110 (30) 50-0 118 (20) 555 ‘smu system ria, ‘Sensor 5, Approximate / Temperature Resistance Temperature OHMS 40°C (106'F) 1075-10991. 7H'C (160"F) 1200-1510 50 (122) 11921160283 (180"F) 1900-1400 60 (140) t190—210 3. 98 200°F) 7 (158) t250—1270 4. 99 IO) > 476) t31I=1991 5. 100 80 (194) t374—1984 6 118 (MOF) ISIS—1585—reypenATURE QAUOE 100 (12) t4s7— 1450 (su SYSTEM) $10 (@u0) 1503-1825, 320 (248) 15701592 Litho in USA. 20-10-14 ‘TM-1259 (Feb-86)‘System Tests and Diagnosis {® Perform WARM viscous fan drive operational check. 1. Attach RE12181 ground speed sonsor (A) to injection ump front cover using fabricated bracket (8) and hose clamp (C). On 4050 Tractors Serial No. (6510- }) mount sensor and bracket on lett fan guard mounting bracket (E). (See Section 299 for bracket, fabrication) 2, Rotate fan blade and adjust air gap (D) between sensor and closest fan blade to 3 mm (1/8 in). ‘A~Ground speed Sensor ‘BFabrcates Bracket (CHose Clamp Doar dap, E—Fan Guard Mounting Bracket 8. Connect fabricated harness (A) to fan sensor (8). (Gee Section 299 for hamess fabrication) 4. Connect engine speed sensor (©) and engine har- ness lead (0) to fabricated harness (A). 5. Operate engine and circulate oll thru SCV's until coolant temperature reaches 165—180". (Left-hand 1/3 of green band on gauge.) NOTE: If cardboard has been used to heat oil it must be removed before making fan speed check to prevent fan overspeed. ‘A-Fabricated Harness ‘BFan Sensor ‘G-Engine Speed Sensor [D-Engine Harness Lead| System Tests and Diagnosis — 6. Flip special hamess switch to engine speed sensor. Observe tractor tachometer and adjust engine speed 0 2200 rpm, 7, Flip harness switch to fan speed sensor. Observe tachometer and record fan pm reading ‘NOTE: Fan speed may vary 150 om within speciied range during testing. 8. Compare fan rpm reading with following chart TACHOMETER READINGS Mode! Engine Sensor Fan Sensor Actua few ew Fan apa 4050-4250-4450 2200 640—1200 x 1.25 800-1500 4850-4850 2200 {5601080 x 1.25 = 700-1350 “Fan om reading must be mile by 1.25 fo get actu fn speed. | @ Results of WARM fan drive check 3. fan speed is above spec and tractor is ‘equipped with ANALOG tachometer, reverse 1. If fan speed is within specified range, proceed olay of leads at fan sensor, repeat test. If fan to step 5 and perform het fan drive operational ‘speed is sil above spec, replace fan drive check. 4. If fan speed is above spec and tractor is 2. If fan speed is below spec, replace fan drive. ‘equipped with DIGITAL tachometer, replace fan ative, Litho in USA. 2220-10-16 T1259 (Feb-86)‘System Tests and Diagnosis | © Peri HOT viscous fan dive operational check. 1. With engine at 800—1000 rpm, cover front side of radiator with three sections of cardboard. Upper section must be tight against top tank. Large hole in center cardboard section must be aligned with fan drive sensor. (Refer to Section 299 for construction of cardboard.) NOTE: The specified hole size must be used to provide correct air flow to the fan drive sensor and fan blades. 2. Operate engine at 2200 rpm, move SCV levers to cireulate hydraulic ol IMPORTANT: DO NOT operate air conditioning system. 3. Temporarily cover three square holes in cardboard covering radiator to raise engine cooling system to 110°C (230°F). (Reference temperature chart in step 2) NOTE: If ambient temperature is below 24°C (75°F), load ‘engine on dynamometer (25-60 hp) to raise cool ant temperature. Litho in USA. 20-10-17 ~ TW259,(Sep-87)‘System Tests and Diagnosis 4, When center of temperature gauge needle is exactly at the 100°C (230°F) check point, move SCV levers to neutral and remove cover from three square holes in cardboard covering radiator. 5. Allow temperature to stabilize at 110°C (230°F) for 2-5 minutes with engine at 2200 rpm. 6. Record fan speed and compare to chart. ‘TACHOMETER READINGS Mode! Engine Sensor Fan Sensor ‘Actual PM RPM Fan RPM '4050-4250-4450 2200 1760—1920 x 1.25 22002400 4850-4850 2200 1600-1740 x 1.25 20002175 “Fan rom reading must be muliped by 1.25 o get actual fan spoed, sovzzone ase _| 7. If fan speed is IN SPEC, reduce engine speed to 1800 rpm and uncover radiator to allow ‘engine to cool. &. If fan speed is OUT OF SPEC, remove only the ‘center cardboard (with holes) and allow engine 10.coo! until gauge needle is at least 8 mm (1/8 in) into green band. Repeat HOT test steps 28. NOTE: Some fan drives have a “fluid lag” that requires 2 heat soaking period to provide proper drive engagement. Heat soaking wil occur during the second heating cycle. Litho in U.S.A "20-10-18 ‘TM-1259 (Sep-87)System Tests and Diagnosis © Results of HOT fan drive tes: | 1. iffanspeedwas out of spec after repeating HOT operational check, replace fan drive. Clean radiator when fan is out. 2. Iffan speed wasiin spec at frst or second speed cchack, but engine has beon overheating, check the following areas for cause of overheating. 1. High pressure to sump or return leakage in hydraulic system. . Restricted airflow through oll cooler. cc. Restricted airflow through radiator. (Move oil ‘cooler to side to inspect.) 2 Engine cooling system thermostat stuck open. 4. Continuous loss of coolant due to radiator cap relieving at too low pressure or head gasket cr cylinder liner leaking combustion pressure into cooling system. 9: Radiator core restricted internally by sludge or sediment, fh Inadequate circulation of coolant by water pump. Litho in US.A. 20-10-19 TM-1259 (Feb-86)‘System Tests and Diagnosis Litho in U.S.A, 20-10-20 : TM-1259 (Feb-66)Section 230 FUEL/AIR CONTENTS | GROUP 05 - AIR INTAKE SYSTEM | Special Tools 230-05-01 Diagnosing (In-Line Type) Ijetion | Spectications |... 220-06-01 Pump Malfunctions Teves 200-1042 How the Ai iniake System Works ...... 230-05-02 Check and Adjust Pump Timing 20-10-13 | Diagnosing System Matfunctions ....... 230-06-08 Check and Adust Fast ide Speed... 200-10-14 | How the Turbocharger Works . + 230-0504 heck and Adjust Slow Idle Speed ...-. 230-410-168 Check Intake Manifold Pressure 230-06:08 How the Aneroid Works 20-10-18, Check Intake Marifld Pressure Diagnosing Aneroid Maltuncions 20-10-19 From Ether Starting Aid Line How the Hydraulic Aneroid {rjection Pump Side) 200-06-06 Activator Works «...-. 20-10-20 rau Arr Active Dagrosing GROUP 10 - DIESEL FUEL SYSTEM Walfunctions Chart zao1021 | Fuel Injection Nozzles | Special Tools . 230-10-01 General Information ze01021 | Specicatons | 230-10-01 How the Fue injection Nozzle Works «.. 280-10-23. | Fuel Systom -- * 230-10-02 Diagnosing Fuel Injection Nozzle Diagnose Fuel ‘System | Malfunctions. 230-10-03 Malfunctions 2380-10-24 How the Supply Pump Works 220-1007 | Inspect Fuel Pump Valves, {I 2g0c10:09 GROUP 16 - CONTROL LINKAGE How the Fuel Fiter Works 5 90-10-08 Bioed the Fuel System 220-10-10 Adjust Hand Throttle Linkage 230-15.01 How the (In-Line Type) Fusl Aust Fuel Shut-Off Control. 230-15.02 Injection Pump Works . = 280-10-11 Adjust Foot Throttle Linkage 230-1502 Litho in USA. 230-01 ‘TW-1259 (Sep-87)Litho in USA 230-02 TM-1259,(Sep-87)Group 05 SPECIAL TOOLS NOTE: Onder special tools trom your SERVICE-GARD catalog uniess otherwise indicated. Number Name 2106 (D-19-HP) Hose* — Gauge* 1/8 in, Pipe Nipple — "7" Fitting 1/4 t0 1/8 in Pipe Reducer 41/8 NPT to 7/16 - 20 UNC Adapter No. 0707 (04) Fitting ‘Part of D-15028NU Hydraulic Tost Kit AIR INTAKE SYSTEM | heck intake manifold pressure Used with above hose and gauge to ‘check intake manifold pressure on 4250 and 4450 Tractors Used with above hose ‘and gauge to check intake manifold pressure on 4850 and 4850 Tractors SPECIFICATIONS tem Specitcation Intake Manifold Pressure seest—4250 50-80 kPa (05.0.8 bar) (742 psi cost —ea50 Foe100 KPa (07.0 bar) (10-18 ps) 84684 —4690 0-190 kPa (0.8-41 ban) (12-46 ps) 846882050 300-190 kPa (1-0-1. bar ) (1519 p5) UthoinUSA 230-0601 Tw-1259 (Sep-82)Air Intake System HOW THE AIR INTAKE SYSTEM WORKS - 6466T & A Engine suction draws outside air into the air cleaner (8) es through the intake pipe (A). Airis fitered through ary type primary and safely fiter elements inthe ar cleaner canister. ‘The exhaust-criven turbocharger (C) compresses the air and ‘sends it through the intercooler (0) where itis cooled before reaching the engine cylinders. iH ‘The ait intake system on the 64880 engine is the same as the 6466T and A models except it does not use an Intercooler or turbocharger. AAintake Pipe BHAI Cleaner (c—Turbocharger D-intereaoler tho in U.S.A, 2830-05-02 ‘TM-1259 (Sep-82)Air Intake System DIAGNOSING SYSTEM MALFUNCTIONS The following is a guide for diagnosing air intake system maifunctions. For specific diagnosis of air intake system ‘components, reler to the headings which cover complete servicing. PROBLEM POSSIBLE CAUSE ‘SUGGESTED REMEDY Engine Starts Hard or Air leak on suction side of Check hose and pipe connections for ‘Won't Start system tightness; repair as required (Section 30) Erratic Engine Air leak on suction side of Check hose and pipe connections for Operation system tightness; repair as required (Section 30) Engine Emits Excessive Air claanar olement, Clean or replace elamants (Saction 30) Black Smoke restricted ‘Turbocharger detective Repair (Section 30) Ai leak in manifold Check hose and pipe connections for tightenss; repair as required (Section 30) Engine Idles Poorly ‘Air leak on suction side of Check hose and pipe connections for system tghiness par as required (Section 90) | Engine Does Not Develop Ar cleaner restricted ‘Clean or replace elements (Section 30) "ull Power | Air leak on suction side of Check hose and pipe connections for system tightness; repair as required (Section 30) Turbocharger defective Repair (Section 30) Manifold pressure pipe to. Chack hose and pipe connections for ‘aneroid loose or broken tightness; repair as required (Section 30) Litho in US.A. 2390-05-03 TM-1259 (Sep-82)Afr Intake System HOW THE TURBOCHARGER WORKS Exhaust gases from the engine pass through the turbine housing (B) causing the shaft (F) to rotate before the exhaust ‘98s is discharged to tho atmosphere. The compressor wheel (D), also mounted on shat (F), rotates in the compressor housing (E). Inlet air is drawn into the housing, where Its compressed and delivered to engine cylinders. AcTurpine Wheet Compressor Whee! B—Turbine Houeing Compressor Housing G—Center Housing Foshatt Seitz ir Flow (ARosewch Ai Flow Sina Engine oil under pressure from the engine lubrication system Js pumped through passage in the bearing housing and rected to the bearing (A), thrust plate (8), and thrust sleeve. (C). Oilis sealed from the compressor and turbine by apiston| ring (0) at both ends of bearing housing. ‘The turbocharger contains a single floating bearing that has clearance between the bearing 0.0. and the housing wall ‘as well as ¢ clearance betwoon the bearing .D. and the shatt .D. These clearances are lubricated by the oil supply and the bearings are protected by a cushion of oil Discharge oil drains by gravity from the bearing housing to the engine crankcase, ‘A~Boaring D-Pratson Ring B—Trvust Pate E—Prosnure Of coTinust Sieve F—Dacharge OW Scutcer Turbocharger Lubrication (Rosca Lutrcaion Siar) Litho in USA. '230-05-04 TM-1259 (Sep-82)Air Intake System ‘dOW THE INTERCOOLER WORKS Air entering the intake manifold has been compressed (and heated) by the turbocharger. As this heated, compressed air (A) enters the intake manifold, it flows around the intercooler before going to the engine cylinders. ‘The intercooler functions as a heat exchanger, lowering the intake air (B) temperature as much as 27° -32°C (80"-90"F). Lowering the air temperature makes the air more dense, Permiting an even greater volume (compared with not having an intercooler) to be delivered to the engine cylinders. This increased volume of air, when combined with a Predetermined quantity of additional fuel, enables more ower to be produced. Engine coolant (C) circulating through the intercooler core is the media used for heat exchange. Extreme care must be sed to insure that the engine coolant does not leak into the. intake manifold, resulting in possible damage to the engine. ‘A-Hested Air (cEngine coolant ‘B—Cooled Air Litho in U.S.A. 230-05-05 TM-1259 (Sep-82)| nn CHECK INTAKE MANIFOLD PRESSURE 64667-4250 and 4450 NOTE: Intake manifold pressure can be checked from the ether starting aid line it equipped as described later in this group. 1 Remove aneroid line (A) from aneroid (B) 2. Install a 1/8.in. pipe nipple and "7" fitting (C) into aneroid with a 1/4-in. to 1/8:in. pipe reducer (D). 3. Connect aneroid line to "T" fiting 4, Attach 1/8-in, NPT 107/16-20 UNC adapter (E) and 2108 hose (F) to an accurate 0-400 KPA (0-4 bar) (0-60 psi) pressure gauge (G). 5. With engine at operating temperature connect tractor to dynamometer. Operate engine at 2200 rpm ful load speed. 6. Observe pressure readings. Readings should be in the range of 50-80 kPa (0.5-0.8 bar) (7-12 psi) for the 4250 ‘Tractor and 70-100 kPa (0.7-1.0 bar) (10-16 psi) forthe 4450, ‘Tractor when the engine Is developing rated horsepower at the 2200 rpm full load speed. Ifthe reading is low, check. possible malfunctions as given in this group. 7. Remove test equipment and reinstall aneroid line, ‘A-Aneraid Line EA Adapter 2 Aneroid Fo2100 Hose coring G—Gauge, Do/tdn to 1/640. pe Litho in USA : 2230-05-06 TW-1250 (Sep-82)Air Intake System ‘HECK INTAKE MANIFOLD PRESSURE 3466A-4650 and 4850 |, Remove ether aid starting ine (A) nozzle adapter and plug from intake manifold cover. 2. Install a No. 0707 (0-4) fitting (B) into cover. 3. Install a No. 2106 (0-19) hose (C) with an accurate 0-400 | kPa (0-4 bar) (0-60 psi) pressure gauge (0). ‘4, With engine at operating temperature connect tractor to ‘dynamometer. Operate engine at 2200 rpm ful oad speed. 5. Observe pressure reading. Reading should be in the range of 80-110 kPa (0.8-1.1 bar) (12-16 ps) for the 4650 Tractor and 100-130 kPa (1.0-1.3 bar) (15-18 psi) for the 4850 tractor when engine is developing rated horsepower ‘at 2200 full load speed. If reading is low check the possible malfunctions as given in this group. 6. After completing test remove test equipment and reinstall ‘ther starting aid line. ‘AcEther Stating Ald ‘Bo. 707 iting Litho in USA. 230-05-07 TM-1259 (Sep-62)Al Intake System CHECK INTAKE MANIFOLD PRESSURE FROM ETHER STARTING AID LINE (injection Pump Side) 1. If equipped with ether starting aid remove elbow connec tor (A) and install into ether line (B).. 2. Connect 1/8:in. NPT to 7/16-20 UNC adapter (C) hose (©) and an accurate 0-400 kPa (0-4 bar) (0-60 psi) pressure gauge (©). 2. With engine at operating temperature connect tractor to ‘dynamometer. Operate engine at 2200 rpm full load speed. 4. Observe pressure readings. Readings should be in the range of the following specifications when the engine is developing rated horsepower at 2200 rpm full load speed. Intake Manifold Pressure Specifications Tractor Preonre 4250 sos hPa (0508 ban 7 4450 70400 kPa (0.7-1.0 bar (10-18 psd 4850 Bot 104K (0.81.1 bar (26 psy 4850 Soos1a6 kPa (1.0-1.3 bar) (15-19 ps) It the reading is low, check possible maifunctions as given in this group. 5, Remove test equipment and reinstall ether starting ald line. ‘A-Ehow Connector D-Hose ‘BoEther Starting Ald Line Gauge (CoHowe Adapter Litho in U.S.A. 230-05-08 ‘TM-1259 (Sep-82)Group 10 | DIESEL FUEL SYSTEM SPECIAL TOOLS NOTE: Order special tools from your SERVICE-GARD catalog unless otheriwse indicated. Number Nae Use seer Flywheel Rotation Tool Rotate flywheel when timing engine IDE81-4 Timing Pin Engage flywheel at TOC JOF-1 Wrench ‘Adjust Robert Bosch Injection Pump Speed JDF-0.24 Screwatver | | SDF-21-2 ‘Speed Advance Check degrees of advance Gauge on Roosa Master | Injection Pumps | s0F-23 Fast idle ‘Adjust fast ale | Aajustment Socket ‘on Nippondenso | Injeetton Pumps | No.t9918 Timing Window Check degrees of | ‘sdvance on | FRoosa Master injection | Pumps } 1 | Litho in USA. 230-10-01 “Tw-1258 (Sep-82)Diesel Fue! System SPECIFICATIONS Fut Tan capaty | 2050. cesses 1 7AL 49 US. gal) | 2250. 240L (65 US. gad 4450... .. 246L (65 U.S. gal.) 4850 vscscsvusssannunsueecne SI TUITE gaat (02 U's gat) | 4850 3861 (102 US. gal) | Fus! Suply Pump (Normal Operating Pressure) | 4050 (diaphragm type) 24-91 Wa 0202 ba) 5.45 pl | | All other engine models (mechanical type)... -.s. sss scssevereses ses, 188-172 KPa (1.41.7 bat) (20-25 ps) Fue Injection Pump (ll engines) Timing to engine. .....-. coe eos. TOG Fast idle speed. : : : '2950-2400 rpm Slow idle speed -. {880-870 rpm Full Load Speed. + 2200 rpm, Anerold Activator Operating pressure. : {50-100 kPa (0.5-1.0 bar) (7-11 psi) Litho in USA, 2380-10-02 +1259 (Dee)Diesel Fue! System FUEL SYSTEM 6466T and 6466A ‘AcFuel tere Fuel Gallery Bo Preiter Supply Pump ‘c—Pump Plungers FDotivery Pipes ‘The supply pump (E) draws fuel from the vented fuel tank through the pre-fiter. ‘The supply pump pressurizes the fuel to 198-172 kPa (1.4-1.7 bar) (20-25 psi) which permits the fuel to flow through the filters (A) tothe gallery nthe injection pump co) The gallery is kept full by the supply pump. Injection pump plungers (C) further pressurize the fuel to about 69 00 kPa (690 bar) (10 000 psi). Delivery pipes (F) route the fuel to the nozzles (G).The high pressure Litho in U.S.A. G-Nozzles HoLeak-ot Line Fnjeetion Pressure 2380-10-03 ‘J-Supply Pump Pressure Fuel Return L-Gravty Pressure fuel opens the nozzle. The high pressure fuel opens the nozzle valve and fores fuel out the small orifices In the nozzle tip. This atomizes the fuel as itenters the combustion chamber. “There are two sources of excess fuel incorporated into the system. The supply pump supplies more fuel to the pump than is required by the engine, and the nozzle requires excess fuel to lubricate the nozzle valve. A leak-off lino (H) returns this excess fuel to the tank from, both the pump and nozzles. “TW-1259 (Dee-83)Diese! Fue! System FUEL SYSTEM - 6466D ‘AcFuel Fier Transfer Pump B—Preiter E_Delvery Pipes ‘©—Supply Pump FoNoree ‘The supply pump (C) draws fuel from the tank and pressurizes it to 25-30 kPa (0,25-0.90 bar) (3.54.5 psi) at idle speed. This pressure permits the fuel to flow ‘through the pre-fiter (B), fuel fter (A) and charge the ‘transfer pump (0) of the injection pump. With the transfer pump charged with fuel by the fuel pump, the injection pump plungers pressurize the fuel fo about41 370 kPa (413 bar) (6000 ps). Delivery pipes (© ar used to route this high pressure fuel to the Injection nozzles Fuel entering the injection nozzle at 41 370 kPa (413 bar) (6000 psi) easily overcomes the 22 100 kPa (221 bar) (2200 psi) pressure required to open the nozzle valve. When the nozzle valve opens, fuel is forced out through the orifices in the nozzle tip and atomizes as it enters the combustion chamber. Litho in USA, G-Leak off Line HAInjection Pressure Supply Pump Pressure 1230-10-04 Fuel Retuen Gravity Pressure Incorporated into the fuel system is a means of ‘etuming excess (or unused) fuel back to the fuel tank. Excess fuel comes from two sources: | (1) Injection Pump—A quantity of fuel greater than that ‘required by the engine is supplied to the injection pump. (2) Injection Nozzles—A small amount of fusl seeps ppast the nozzle valve for lubrication purposes. To got the excess fuel back to the tank, a return line from the injection pump is connected to the front end of the nozzle leak-off line (G). Fuel from both sources, is then returned to the tank by a return pipe connected to the front end of the leak-off pipe. TM-1259 (Dec-83)Problem Fuel Not Reaching Injection Nozzles | Engine Starts Hard Diesel Fust System So ‘DIAGNOSE FUEL SYSTEM MALFUNCTIONS exble Cause Fue! line clogged Fuel line clogged or restricted Pre-fiter clogged Fuel too heavy at low temperatures Air in system Fu! tank valve shut off Low supply pump pressure Fuel too heavy at low temperatures | The following is a guide for diagnosing fuel system malfunctions. For specific diagnosis of fuel system components, refer to the groups which cover complete servicing Suggested Remedy Replace fuel fter (Section 30, emove/Install -Diesel Fuel System) Clean lines as required Replace (Section 90, Remove/ Install Diesel Fuel Systern) Use correct grade of fuel (see machine OM) Correct problom and bleed fuel system (this group) ‘Open fuel tank valve ‘Check fuel lines for restrictions Use correct grade of fuel {see machine OM) ‘oF Won't Start Injection nozzles falty or sticking Repair (Section 20, Diesel Fuel System) Incorrect timing ‘Adjust ining (this group) Injection pump is faity Water in fuel Drain water from fuel (or soparator i ‘equipped) install new fiter (Section | 30, Romove/install -Diesel Fuel ‘system Fuel iter clogged Replace fuel fier (Section 30, Remover Install -Diesel Fuel System) Pre-iter clogged Replace (Section 90, Remove/ install Diese! Fuel System) Injection pump roturn fuel ine or Giean linos as required fitings restricted | Low cetane fuel Use correct grade of fuel (see machine OM) | Broken stating fuel contol shatt Repair (Section 30, Diesel Fuel System) spring Injection pump drive gear teeth worn ‘Check gear backlash and check for failed ‘or broken vibration damper. Litho in USA. — 230-10-05 ‘T1289 (Aug-84)Dieset Fuel System PROBLEM Engine Starts and. ‘Stops Erratic Engine DIAGNOSE FUEL SYSTEM MALFUNCTIONS - Continued POSSIBLE CAUSE Air in system Fuel fiter clogged Fuel ines clogged or restricted Water in fuel Injection pump return fuel line or Fittings restricted Fuel fiter clogged SUGGESTED REMEDY Correct problem and bleed fuel system (this group) Replace fuel fter (this group) Clean lines as required Drain water from fuel, (or separator it ‘equipped). Install new filter (Section 30, Femove/install -Diesel Fuel System) lean lines as required Replace fuel fiter (Section 30, Operations jepair/netall “Diesel Fuel System Fuel too heavy at low temperatures Use correct grade of fuel (see machine OM) Injection nozzies fauity or sticking Repair (Section 20, Group 20, Diesel uel System) Fuel lines clogged or restricted Clean as required Incorrect timing ‘Adjust timing (this group) Governor faulty Repair (Section 30, Diese! Fuel System) Water in fuel Drain water trom fuel (or separator if ‘equipped), Install new fit (lemove/ Inbtall -Diosal Fuel System) Injgction pump return fuel line or Clean lines as required Titings clogged Low cetane fuel Use correct grade of fue! (see machine OM) Injection nozzle return lines clogged Clean lines as required Litho in USA. 230-10-06 "TW-1259 (Sep-82)PROBLEM. | Engine Emits Black Smoke Engine Emits Excessive Blue or White Smoke | Engine idles Poorly Litho in USA. = Diese! Fuel System DIAGNOSE FUEL SYSTEM MALFUNCTIONS -Continued POSSIBLE CAUSE Injection nozzles faulty or sticking Injection pump timing incorrect Low cetane fue! Over-tueling Aneroid detective Cranking speed too low Injection pump timing incorrect, Injection nozzles faulty or sticking Excessive woar in liners and/or piston rings stuck Incorrect cetane fuel for ambient ‘temperature Engine running too "old Injection nozzles faulty or sticking Incorrect timing Pump slow idle speed not correctly ‘adjusted Fuel lines clogged or restricted Water in fuet Injection pump return lines or fittings restricted Injection nozzle rotum lines clogged Low cotane fuel 2380-10-07 ‘SUGGESTED REMEDY Repair (Section 30, Diesel Fuel System) ‘Adjust timing (this group) Use correct grade of fuel (see machine OM) Repair and agjust (Section 30, Diesel Fuel System) Repair and adjust (Section 90, Diesel Fuel System) Check batterias and electrical system (ection 240) Adjust timing (his group) Repair (Section 20, Diesel Fuel ‘System) afer to Engine Repair Section Use correct grade of fuel (See machine OM) Chgck thermostat (Section 20, Cooling System) Repair (Section 90, Diesel Fuel Stem) Adjust timing (this group) ‘Adjust slow idle speed (this group) Clean as required Drain water from filter, (or separator it “equipped). Install new fiters (Section 30, Remove/instali - Diesel Fue! ‘System) lean as required Clean as required Use correct grade of fuel (see machine OM) TM-1259 (Sep-82)Diesel Fuel System DIAGNOSE FUEL SYSTEM MALFUNCTIONS - Continued PROBLEM Engine Does Not Bevelop full Power POSSIBLE CAUSE Low eetane fuel Incorrect timing Injection purnp or governor faulty Fuel fiter clogged Injection nozzles faulty or sticking Injection pump return fuel line or fittings restricted Water in fuel (or gasoline in fuel) Incorrect fast idle speed Manifold pressure pipe to aneroid loose or broken Fuel shut-off cable improperly adjusted ‘SUGGESTED REMEDY i Use correct grade of fuel (see machine OM) ‘Adjust timing (this group) Repair (Section 30, Diesel Fuel ‘System) Replace fuel filter (Section 30, Remove/ “install - Diesel Fuel System) Repair (Section 30, Diesel Fuel ‘System) Clean as required Drain water or replace with clean fuel Install new fiters (this group) ‘Adjust speed (this group) Repair as required ‘Adjust (Section 230, Speed Control | Linkage) Litho in USA 230-10-08 TM-1259 (Sep-82)Diesel Fuel System r HOW THE SUPPLY PUMP WORKS 1 NOTE: The 4250 and 4850 Tractors will have either a Robert Bosch or Nippondenso supply pump. The 4650 Tractor wil have a Bosch supply pump only The 4050 Tractor uses a diaphragm type supply pump. ‘The fuel supply pump isa single-ecting pump mounted on the side ofthe injection pump housing and is driven by the injection pump camshaft. Fuel enters the supply pump at (A). After the fuel is pressurized by the plunger (B) to approxi- ‘mately 140-170 kPa (1.4-1.7 bar) (20-25 ps itis discharged through the outlet fiting (C). The hand primer (0) provides, manual pump operation c-Fuel outer DoHand Primer NOTE: The diaphragm fuel supply pump used on the 4050 Tractor increases the fuel pressure at idle speed 10 approximately 20-30 kPa (0.2-0.3 bar) (3.5-4.5 psi). The pump is operated by an eccentric lobe on the engine camshaft. This pump is not serviceable, it damaged, replace with a new one. Litho in USA. 2230-10-09 TW-1259 (Dec-89)Diesel Fuel System ‘A—camenatt E_Punger Spring Roller Tappet Suction Chamber (CPressure Spindle (GPreseure Valve Plunger HePressure Chamber ‘As the pump camshaft (A) rotates toward the “high ‘cam intermediate stroke position, the roller tappet (B) ‘and pressure spindle (C) cause the plunger (D) to move against and compress the plunger spring (E). Plunger movement forces the fuel out of the suction chamber (F), through the pressure valve (@), and into the pressure chamber (H). The amount of fuel dis- ccharged from the suction chamber is equal to the ‘amount of fuel delivered for each stroke of the plunger. Towards the end of the intermediate stroke, the ‘spring-loaded pressure valve closes again. ‘As the camshaft rotates toward the “low cam" or ‘suction and discharge position (N), plunger spring pressure causes the plunger, pressure spindle, and roller tappet to follow the camshaft. Movement of the plunger pushes the fuel from the pressure chamber, and delivers it to the fuel fiters Litho in USA. 2380-10-10 M—intermesiate Stroke Fue net Position iFiter ‘N-Suction and Discharge (Fuel outlet ‘Stroke Position and injection pump. At the same time, plunger suction pressures permitting fuel to enter the suction chamber through the suction valve (), With the suction chamber charged with fuel, the pumping cycle begins again. Fuel is allowed to work its way around the pressure spindle to lubricate the spindle as it moves back and forth in housing. To prevent the fuel from entering the pump crankcase, a rubber O-ring is positioned in the Spindle bore of housing at the roller tappet end. Unscrewing the knurled knob and pulling upward causes the suction valve to open and fuel to flow into the suction chamber. When the hand plunger s pushed downward, the suction valve closes, and fuel is forced ut of the pressure valve. Each stroke of the hand primer delivers approxi. mately 6 cm? (0.936 in.) of fuel. ‘TM-1259 (Sep-82)Diesel Fuel System *. To gain access to the valves, remove hand primer and lug from top of supply pump. | 2, Remove vas (and springs. | 9. Inspect valves and valve seats for foreign material, wear Or pitting. Valve springs must not be cracked or broken. 4. Reassemble parts, open tank shut-off valve, and check operation. if the pump operations still not normal, the pump will have to be repaired or replaced. Refer to John Deere Technical Manual TM-1215 Robert Bosch Fuel Injection Equipment or TM-1176 Nippondenso Fue! injection Equipment. HOW THE FUEL FILTER WORKS Fuel enters the fier at (A) and flows through a first stage filtering media (E) and a second stage fitering media (0) before flowing through outlet (B) to the injection pump. The filtering media is housed in the metal sediment bow! (G) and epoxied to the bow! as one assembly. Since water and other contaminants may settle to the bottom of the sediment bow, a drain plug (F) is provided to permit their removal. ‘An air vent (©) enables ai in the fuel system to be expelled tothe outside through the fiters when bleed plugis removed. ‘A—Fuel inet BFuel Outlet Coal Vent ‘DSecond stage Fiter E-Firet Stage Fiter Frain Plug (@—Sediment Bow! Litho in USA. 2230-10-11 TM-1259 (Sep-82)Diesel Fuel System BLEED THE FUEL SYSTEM BA CAUTION: Escaping dese uel under pressure can penetrate the skin causing serious injury. Relieve pressure before disconnecting fuel in- Jection or any other lines. Tighten all connec- tions before applying pressure. Keep hands and body away from pin holes nad nozzles which ‘eject fluids under high pressure. use a plece of ‘cardboard or paper to search for leaks. Do not use you hand. If any fluid is Injected into the skin, it must be surgically removed within a few hours by a doctor familiar with this type injury or gangrene may result. Whenever the fuel system has been opened up for service (lines disconnected or fters removed), it will be necessary to bleed the fuel system, 1. Loosen bleed plug (AY. 2, On 6466T and A Engines unscrew hand primer knurled knob (A) on fuel supply pump. Loosen knob unt it can be pulled up by hand. 3, Operate the hand primer until fuel comes out ofthe bleed plug. 4, Tighten bleed plug securely, continue operating hand primer until a slight pressure is felt. The pressure indicates that the fuel has filled the gallery in the injection pump. | 5. Gently push hand primer down and tighten securely. t Litho in USA. 230-10-12 T1259 (Sep-82)Diesel Fuel System i 6, On 64660 Engines operate hand primer (arrow) until fuel ‘comes out of the bleed hole plug. Tighten bleed plug securely, continue operating hand primer until a slight pressure is felt. Push hand primer back (toward engine) as far as it will go. NOTE: If the engine will not start, it may be necessary to Joosen the fuel pipes atthe injection nozzles to bleed air from system. Put the hand throttle in slow idle position. Push the engine fuel shut-off control knob all the way in. Turn the engine with the starter unt! fue! without air, flows from the loose fuel pipe connections. Tighten the connections. FUEL INJECTION PUMP. ‘The fue! injoction pumps used on the 6466T and A Engines ‘are a multipie-plunger, incline type pump equipped with a mechanical fly weight governor and aneroid control. An engine-driven gear on the pump camshatt drives the pump at one-half engine speed. NOTE: The 4250 and 4850 Tractors will use either a Robert Bosch or Nippondenso fuel injection pump. The 4060 Tractor will only use a Roosa Master distributor ‘ype injection pump. Litho in USA. 2380-10-13 ‘TN-1259 (Dec-83)Diese! Fuel System HOW THE DISTRIBUTOR TYPE INJECTION PUMP WORKS P—iniet Pressure ‘A—Transtor pump inlet F—Passoae K-charging Ring Bsereen GoAdvance Cieult ntet Paseages ‘Q—Transter Pump Pressure c—Pump HeCharging Cireuit MRollers ‘D—Regulator Assombly NoVent Passage Rotor Retainers Metering Valve ‘O—Vent Wire Fuel is delivered to the transfer pump inlet(A) where regulator assembly (D) to the suction side. This positive it passes through the inlet screen (8), and enters the displacement pump causes the fuel flow to increase vane-type pump (C). Since the transfer pump displace- with speed, and, because of the regulating piston, the ‘ment greatly exceeds the injection requirements, a pump pressure also increases with speed. large percentage of fuel is by-passed through the TW-1250 (Sep-62) Litho in USA. 230-10-14Diesel Fue! System | DISTRIBUTOR TYPE PUMP (Continued) Fuel under transfer pump pressure flows past the rotor retainers (2) ito an annulus on the rotor. It then flows, through a connecting passage (F) in the head to the advance () and charging circuit (H). The fuel flows around the annulus () through a connecting passage to the metering valve (J). The radial position of the metering valve (controlled by the governor) regulates. the flow of fuel into the charging ring (K) which Incorporates the charging ports. ‘As the rotor revolves, the two inlet passages (L) register with the charging ports in the hydraulic head, allowing fuel to flow into the pursing cylinders. With further rotation, the inlet passages move out of registy, and the discharge port of the rotor registers with one Of the head outlets, While the discharge portis opened, the rollers (M) contact the cam lobes, forcing the plungers together. Fuel trapped between the plungers Js then dolivered to the injection nozzle. With the exception of the drive shaft bearing, lubrica tion of the working parts of the pump is achieved by utilzing by-passed fuel trom the transfer pump before itis retumed to the fuel tank. The drive shatt bearing is lubricated by engine ol from the timing gear housing, {As fuel leaves the transfer pump, itis dected through a passageway leading to an annulus in the hydraulic head. Connected to this passageway is a vent passage (N) located behind the metering valve bore. This vent passage contains a vent wire (O) to prevent excessive return fuel low and high pressure loss. A short passage connects the vent passage with the governor linkage compartment. Should alr enter the transfer pump, it immediately passes to the vent passage. Ar and a small quantity of fuel then flow from the housing to the. fuel tank by way of the return pipe. Litho in USA. 1230-10-15, TM-1259 (Sep-82)