MAJOR FEATURES

4-stroke direct injection Diesel, turbo intercooler

6 cylinder in line
Total displacement cc: 7790 (F2B)
10300 (F3A)
12880 cc (F3B)
Upper and Lower Crankcase
Timing gear on flywheel side
Overhead cam, 4 valves per cylinder
Poly-V belts with automatic tensioners
Oil sump with elastic suspension

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 Front side

G
B

C F

D E

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 Left side

A B C D

E F G
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 Rear side and right side

A B C D

E F G H I
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Longitudinal section

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Cross section

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 Sealant

Upper crankcase Lower crankcase

• structural rigidity
• long life
• reduced vibration
• structural strength for high power settings

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Removable liner

Brass seal

O-Rings

• wet liners
• special internal finish (low oil consumption)
• no re-bore
• brass ring for upper seal and protrusion adjustment
• O-rings in special material for contact with water and oil
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 • steel shaft
• induction tempered pins Timing gear
Front pin
• 2 possible undersizes for (rear)
grinding: -0.254, - 0.508

Firing order
1-4-2-6-3-5
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• bearing shells
• built-in axial shoulders
• thickness class selection on first assembly
• simplified selection in service

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Extractor A Part shrunk into cowl
B Seal lip
C Part shrunk onto shaft
D Axial seal zone

Inserter

• box sealing rings

• axial instead of radial seal
• immunity to shaft readial oscillation
• special tools for removal and refitting

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3 sectors with 18 holes each,
each one corresponding to
a pair of cylinders.

The markings ABC (1 notch)

correspond to the TDC of the
3 pairs of cylinders (viewed through
the spyhole at the bottom).

The marking D (2 notches)

is used for timing the
timing shaft phonic wheel (viewed
through the spyhole at the bottom).

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1. Flywheel sensor seat

2. Spyhole

The position of the flywheel

for the various adjustment and
timing operations can be seen
through the spyhole

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In steel, with oblique division,
big-end separated mechanically

1. Letter indicating weight class

2. Number indicating half-shell seat selection
class

3. Con-rod – big end coupling numbers

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Combustion chamber
optimised to reduce
oil contamination

Aluminium alloy
ring cooling chamber

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Helical gear rear timing
drive.
No timing markings.

A Timing shaft gear

B Upper intermediate gear
C Lower intermediate gear
D Crankshaft timing gear
E Oil pump drive gear

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The correct position of the adjustable con-rod (1) is
set by means of a special gauge and ensures the
necessary working play between the intermediate gear
(2) and the camshaft gear on the cylinder head.

VALVE TIMING GEAR

1 Adjustable rod
2 Intermediate gear
3 Anchor screw
4 Oil pump

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• Single head (cast iron) for all
cylinders

• Overhead camshaft mounted

on bushes

• 4 valves per cylinder

• Central injector

• Low pressure fuel passage inside

head

• Incorporated intake manifold

• Valve guides and seats, injector

sheaths and camshaft bushes all
replaceable

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Rocker shaft complete with rockers and spacers

1 intake - 2 injector pump - 3 exhaust

• 3 rockers per cylinder

• bushes for contact with rocker shaft
• rollers for contact with control cams
• adjusters on all rockers

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Intake valve control

Exhaust valve control

Injector-pump control

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Always replace the O-rings
shown in diagram

H2O

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1. Injector retaining bracket

2. Torque wrench

3. Torque screwdriver
for terminals

4. Injector wiring

• importance of correct electrical connector torque

• each removal requires valve play and injector pre-load adjustment

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 ENGINE BELTS

1. Water pump and alternator Poly-V

drive belt

2. Automatic belt tensioner

3. Lever for moving tensioner

4. AC compressor Poly-V belt

5. Automatic tensioner

6. Lever for moving tensioner

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 ENGINE BELT DETAIL

1. Trapezoidal fan belt – manual adjustment

2. AC compressor poly-V belt – automatic tension
3. H2O and alternator poly-V belt – automatic tension
CX OPM 4-53
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FAN DRIVE BELT DETAIL

CX - CR FX

1. spring
2. reference plate
3. adjuster
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