Wheel Hand Wheel Recom. WSL 1. WSR 1. Heavy Duty Kit. Ask for a copy of the catalog today! Ask for your Fleet Survey today! Refer to the Formula Blue Catalog for complete application listing. L ———— C Motor Assembly Grease - 10 oz. M Thrust Starting Fluid - 11 oz.
Maker GE Clear GE White Strength, 6ml Anti-Seize - 8 oz. Bottle Blue, Med. Strength, 24ml Anti-Seize - 16 oz. Multi-Purpose Hand Wipes - 90 Ct. If If flywheel bore is 7.
If flywheel bore is 8. If flywheel bore is 9. Note: use 9 spring disc for Mack only. Not Rebuilt! ATV Range Valve. PB20 1". Center Bearings 2. Torque 1. PrimaPower Batteries offer you the first line of defense — batteries with the power and muscle for each unique application: short haul, long haul, agriculture, fleets, construction, and industrial equipment. Our multiple series provide a range of choices from to cold cranking amps CCA and from to minutes reserve capacity RC.
Each choice is available with either stud or post terminals. The series offers the extra vibration protection provided by flooded epoxy anchor bonding. We have the right battery for YOUR application! Inner cable conductors are paper wrapped to facilitate stripping and breaking out lines. Top Post Terminals. EL EL 12 G Mini spools are not available in pink, purple or gray. Length Color. Parallel welding cable with amp parrot jaw clamps. Master Disconnect Switch. Switches volt — 2 stud. WP Cummins 8.
Length Length. See Safety Section for strobes and Emergency Lighting. Super Duty chassis equipped with the 4R automatic transmission. TH-6 6 Ft. TH 10 Ft. MT Series automatics. Steel tanks are great for continuous duty applications and are cost effective. Aluminum reservoirs are good for dissipating heat, weight reduction, and have a clean appearance. Dual Use Pump Also available In. It is designed with sleeve-type bushings and an aluminum housing to provide high performance in a compact, lightweight package.
The F Series is available in a number of configurations for special low flow applications or for general duty. The H Series is built with a cast iron housing and long life sleeve type bearings. Standard pumps can be used as either a pump or hydraulic motor with side an rear ports machined into the housings.
Clutch pumps are popular for applications requiring live engine power or for chassis without PTO accessibility. It automatically re-engages equipment when engine is reduced to a safe speed. This allows full operator control within predetermined limits. Easily adaptable to any gasoline or diesel engine. No mechanical connections are required. The system does Each provides hydraulic power at not shut off the pump at high RPM and the flip of a switch. This allows for minimum of moving fluid through the system cycle times, increasing the number of when not in use.
Tank Pressure: psi Spool Force: 50 lbs - Box Wayne, Michigan U. Tills publication is written for world-wide use. In territories where legal requirements govern smoke emission, noise, safety factors etc.
Perkins Engines Division P. Box , Dandenong, Victoria , Australia. Telephone: Q Telex: AA Cables: 'Perkoil'. Motores Perkins S. Telephone: TeleK: Cables: 'Perkoil' Sao Paulo. Moteurs Perkins S.
Cables: 'Perkoil' Paris. Perkins Motoren G. Telex Telephone Peterborough Cables : 'Perkoil' Peterborough. Motori Perkins S. Telephone Cables 'Perkoil' Camerlata. Perkins Engines Pty, ltd. Box Johannesburg, South Afnca. Telephone Johannesburg Cables: 'Perkoil' Perkins Engines, Inc.
Bolivar , Buenos Aires. Telex : Box , Mount Road. Madras 2, India. Telex: Cables: 'Simpsons' Toyo Kogyo Co. Telephone: Hiroshima Tela : Cables 'Toyoko' Hiroshima. Hyundai Motor Co. Telex: s. Tiber No. Telex: Perkoil Mex Cables: 'Perkoilmex'. Motor Iberica S. Telephone: , Cables: "Perki-e" Madrid. Cables: 'lndmotor' Belgrade. In addition to the above, there are Perkins Distributors in the majority of countries throughout the world. For further details, apply to Perkins Engines Ltd. Mention of certain accepted practices therefore, have been omitted in order to avoid repetition.
Where the removal, dismantling, assembly or refitting of a part is straightforward it is omitted from the text. Similarly, references to renewing joints, cleaning joint faces, cleaning before inspection and re-assembly and removal of bum and scale have largely been omitted, it being under- stood that these procedures will be carried out where applicable.
It follows that any open ports of high precision components, e. The difference between the minimum and maximum dimensions which are given in the Manufacturing Data and Dimensions for the relevant component parts quoted in each of the sections in this manual is known as "the manufac turing tolerance".
This tolerance is necessary as an aid to manufacture and its numerical value is an expression of the accuracy of the desired quality of workmanship. If when carrying out a major overhaul it is found that a bush and corresponding shaft have worn and that the majority of wear has taken place in the bush it may be necessary to renew the bush only, however, good workshop practice will ensure that consideration will be given as to the advisability of returning worn parts to service with an expecta- tion of life that will involve labour costs at an early date.
Throughout this manual, whenever the "left" or "right" hand side of the engine is referred to, it is that side as viewed from the rear or fly- wheel end of the engine. This number should he quoted in full when seeking infor- mation or ordering parts. The engine number consists of both letters and figures, an example of wh1ch would be I 54 U A typical number for this system would be GA UD. Locati on of Engi ne Number This manual is produced by the Service Publications Department of Perkins Engines Limited and every endeavour is made to ensure that the information contained herein is correct at the date of publication, but due to continuous development the manufac- turers reserve the right to alter this specification without notice.
Automotive Industrial Agricultural lb kg Installed approximate weight of engines including all components, and flywheel, flywheel housing or backplate, fan, starter motor, air cleaner, but without clutch. The following table is given as a general guide, which may be applied on a percentage basis, where specific figures for a particular engine rating are not available.
I metre Cylinder Head Bow Transverse 0. Top Piston Ring Lift Longitudinal 0. Ql 5 in 0,38 mm O. Ql 5 in 0,38 mm 0. Main Bearing Setscrews Connecting Rod Nuts non phosphated Connecting Rod Nuts phosphated Flywheel Setscrews Crankshaft Pulley Retaining Setscrews Power Take-off Pulley Setscrews Camshaft Gear Setscrew Dynamo Pulley Nut Alternator Pulley Nut Atorniser Securing Nut If the weather or engine is warm, turn switch to posi- tion "R" and ensure the engine stop control is in the run position.
As soon as the engine starts release the starter switch to the "run" position. Always be sure that the starter pinion and flywheel have stopped rotating before re-engaging the starter motor, otherwise the ring or pinion may be damaged.
To Stop the engine A spring loaded stop control is located near the normal engine controls and functions by cutting off the fuel at the fuel injection pump. To operate, pull the knob and hold in this position until the engine ceases to rotate. Ensure that the control returns to the "run" position, otherwise difficulty may be experienced in restarting the engine.
When the engine stops rotilting; the switch can then be turned to the "off" position to switch off the electrical auxiliaries. Cold Starting Switch on, ensuring the engine stop control is in the "run" position. Turn on the fuel supply tap of the cold starting aid reservoir where fitted. Turn the starter switch to the "heat" position and hold it there for fifteen to twenty seconds.
With the accelerator in the fully open position, turn the starter switch to the "heat start" position, there- by engaging the starter motor. If the engine does not start after twenty seconds, return the switch to the "heat" position for ten seconds and then re-engage the starter motor by switching to the "heat start" position. As soon. Check level of lubricating oil in sump make sure the vehicle or machine is standing level.
Check lubricating oil pressure where gauge is fitted. In extreme dust conditions, empty dust bowl on dry type air cleaner. Under adverse agricultural conditions, clean chaff screens, radiators and centrifugal pre-filters.
Drain and renew lubricating oil - Lubricating oil must meet the approved specification. See oil specification in the appendix. Renew element in lubricating oil filter. Empty dry air cleaner dust bowl. Clean water trap. Check engine for oil and water leakage. Where fitted, lubricate dynamo rear bush. Tractor and Industrial applications, renew the final fuel filter element; Check and adjust tappets. Check hoses and clips. Service atomisers. The Kilometre conversions of miles are not accurate.
They are periods in Kilometres which should be used in place of miles in relevant countries. Operators of 4. Whilst we have given specific periods for preventive maintenance, you should have due regard for the local regulations concerning your vehicle or machine and ensure that the engine is operating within those regulations.
Running-in Procedure New or replacement engines should not be operated at full power output for the first miles km or 20 hours. Neither should they be run without any load upon them. To assist in the initial bedding in of the moving parts such as piston rings, bearings, seals etc. Do not "run in" an engine by applying a small load for an extended period, nor by running the engine at idling speeds with no load.
With the engine thoroughly warmed through, the check- over comprises the following:- 1. Drain the lubricating oil sump and refill to the correct level with clean new engine oil Do not overfill. Renew lubricating oil filter element canister. Tighten the cylinder head setscrews in the correct sequence see fig. Reset the valve tip clearances to 0. Check oil feed to rockers. Check the tension of the fan belt see page K. Check the tightness of all external nuts, set- screws, mountings, etc.
Start the engine and check for any fuel, coolant or lubricating oil leaks. Adjust idling speed if necessary. It is recommended, therefore, that the following procedure be adopted and applied immediately the unit is withdrawn from service.
Thoroughly clean all external parts of the engine. Run the engine until well warmed through. Stop the engine and drain the lubricating oil sump. Discard the paper element in the full flow lubri- cating oil filter, clean the filter bowl and fit a new element. Fill the filter bowl where pos- sible with a new oil of an approved grade.
A list of approved lubricating oils appears in the appendix. Clean out the engine breather pipe. Fill the lubricating oil sump to the correct level with clean new lubricating oil of an approved grade, as referred to in 3 above. Carry out attention to the fuel pump as des- cribed in the appropriate Fuel Pump section. Drain water by opening all the drain taps both on the cylinder block and the radiator.
To ensure complete draining, it is preferable to remove the drain taps entirely and check that the holes are not blocked by scale. After a reasonable drainage period, refit the taps in the open position. Remove the atomisers and spray into the cylinder bores i pint 70 cm 3 of lubricating oil, divided between all cylinders. Replace the atomisers using new joint washers and slowly rotate the crankshaft one complete revolution.
Remove the air cleaner and any air intake pipe which may be fitted between the air cleaner and air intake. Carefully seal the air intake orifice with waterproofed adhesive tape or some other suitable medium. Remove the exhaust pipe, and seal the manifold orifice with adhesive tape as in I 0 above. Remove cylinder head cover. Remove the fan belt and retain this for refitting when the engine is to be returned to service.
Batteries a Remove the battery or batteries from the engine and top up the cells with distilled water, making sure that the top edges of the separators or separator guards are just cov:ered. On no account should the battery be left where there is a risk of freezing. Starters and Generators Clean the terminals and lightly smear them with petroleum. Fuel Injection Pump I. Drain all fuel oil from the fuel tanks and filters. Put into the fuel tank at least a gallon of one of the oils listed under "Recommended Oils for Inhibiting the Fuel System".
If, because of the construction of the fuel tank, this quantity of oil is inadequate, break the fuel feed line before the first filter and connect a small capacity auxiliary tank. Prime the system as detailed on page L.
Start the engine and run it until the oil has circulated through the. Stop the engine. Seal the air vent in the tank or filler cap with waterproofed adhesive tape to reduce the risk of water condensation during the lay-up period. The proprietary brands of oils listed are recom- mended for the purpose by the respective oil com- panies. They may not be available in all parts of the world, but suitable oils may be obtained by reference to the appropriate companies. The specification should include the following:- Viscosity: The viscosity should not be greater than 22 centistokes at the lowest ambient temperature likely to be experienced on restarting.
Pour Point: Must be at least l5F 9C lower than the lowest ambient temperature likely to be experienced on restarting and should preferably be lower than the lowest temperature likely to be met during the lay-up period. The oils selected are not necessarily suitable for calibrating or testing pumps.
Caution When oil is being drained from the system it must not be allowed to fall on electrical equipment. Shell Calibration Fluid "C" U.
Shell Calibration Fluid "B" Overseas Shell Fusus "A" During Lay-up 25F -4C 0F -l8C " 0F -l8C F C -l5F C 25F -l4C Note: In choosing a suitable oil the lowest tempera- ture likely to be met by the engine during the lay-up period should be estimated, and the oil should be such that the temperature given in the table is as low as, or lower than this estimate.
Df fuel. Carry out attention to the fuel pump a! Ensure that the cylinder block and rlJdiator drain taps are correctly fitted in the closed position and fill the system with clean coolant.
Check visually for leaks and remedy where necessary. Rotate the water pump by hand to ensure freedom of the water pump seals. Refit the fan belt and adjust to the correct tension.
Remove the cylinder head cover, lubricate the rocker assembly with engine oil and replace the cover. Remove the adhesive tape from the air intake orifice and refit the air cleaner. Ensure that the gauze is clean and if it is the oil bath type, fill with clean engine oil to the correct level.
Refit any air intake pipe between the air clean- er and the air intake whiCh may have been removed during laying-up procedure. Remove the adhesive tape from the exhaust manifold orifice and refit the exhaust pipe using new joints. Connect the battery or batteries into circuit, fully charged and topped up as necessary with distilled water.
Starters and Dynamos Wipe the grease from the terminals and check that all connections are sound. If the starter is fitted with a Bendix type of drive, which proves sluggish in engagement when operated, the starter motor should be removed and the drive cleaned thoroughly in a suitable cleaning fluid.
Lubricate with a little light engine oil before replacement. Check the level and condition of the lubricating oil in the sump. Change the oil if necessary.
Start the engine in the normal manner checking for oil pressure and dynamo charge immedi- ately. Whilst the engine is attaining normal running temperature it is advisable to check that it is running normally and that it is free from water, fuel and lubricating oil leaks. General Information AS D.
Distributor Pump 1. Remove the adhesive tape from the fuel tank vent or filler cap. Drain the fuel tank to remove any remaining oil and condensed water, and refill the tank with fuel oil. Fit a new filter element and vent the filter until oil flows free from air bubbles see page L.
Air vent and prime the pump see page L. NOTE: If the foregoing instructions are observed, the laying-up and returning to service should be carried out efficiently and without adverse affect on the engine.
Perkins Engines Ltd. Should it be your policy to protect engines from frost damage by adding anti-freeze to the cooling system, it is advisable that the manufacturers of the relevant mixture be contacted to ascertain whether their products are suitable for use in Perkins Engines, also to ensure that their products will have no harmful effect on the cooling system generally.
It is our ex- perience that the best results are obtained from anti-freeze which conforms to British Standard or has been tested in accordance with BS. The coolant solution containing 25 per cent anti- freeze manufactured to BS. When draining a cooiing system, ensure that the vehicle or machine is on level ground. When the engine is drained the water pump is also drained, but rotation of the pump may be prevented by:- a Locking of the impeller by ice due to the pump drain hole being blocked by sediment.
Operators are therefore advised to-take these precau- tions when operating in temperatures below freezing point: 1. Before starting the engine, tum the water pump by hand, this will indicate if freezing has taken place. If freezing has taken place, this should free any ice formation. If it is impossible to tum the pump by hand, the engine should be filled with warm water.
To avoid this trouble. After an anti-freeze solution has been used, the cooling system should be thoroughly flushed in accordance with the anti-freeze manufacturer's instructions before refilling with normal coolant. If the foregoing action is taken, no harmful effects should be experienced, but Perkins Engines Ltd. Will not start 5, 6, 7, 8, 9.
Difficult starting 5, 7. Misfiring 8, 9, Excessive fuel consumption 11, 13, 14, 16, 18, 19, 20, 22, Black exhaust 11, 13, 14, Low oil pressure 4, Knocking 9, 14, Erratic running 7, 8,9, 10, 11, 12, Vibration High oil pressure 4, 38, Overheating 11, 13, 14, 16, Excessive crankcase pressure 25, 31, 33, 34, 45, Poor compression 11, 19, 25, Starts, and stops 10, 11, Battery capacity low.
Worn cylinder bores. Bad electrical connections. Pitted valves and seats. Faulty starter motor. Incorrect grade of lubricating oil. Worn valve stems and guides. Low cranking speed. Overfull air cleaner or use of incorrect grade of oil. Fuel tank empty. Worn or damaged bearings. Faulty stop control operation. Insufficient oil in sump. Blocked fuel feed pipe. Inaccurate gauge. Faulty fuel lift pump.
Oil pump worn. Choked fuel filter. Pressure relief valve sticking open. Restriction in air cleaner. Air in fuel system. Broken relief valve spring. Faulty fuel injection pump. Faulty suction pipe. Faulty atomisers or incorrect type. Choked oil filter. Faulty cold starting equipment. Incorrect piston height. Broken fuel injection pump drive. Damaged fan. Incorrect fuel pump timing. Faulty engine mounting Housing. Incorrect valve timing. Incorrectly aligned flywheel housing, or flywheel.
Poor compression. Faulty thermostat. Blocked fuel tank vent. Restriction in water jacket. Incorrect type or grade of fuel. Loose fan belt. Sticking throttle or-restricted movement. Choked radiator. Exhaust pipe restriction. Faulty water pump. Cylinder head gasket leaking. Choked breather pipe. Damaged valve stem oil deflectors if fitted. Cold running. Coolant level too low.
Incorrect tappet adjustment. Blocked sump strainer. Sticking valves. Broken valve spring. The overhead valves are push rod operated through the rocker gear mounted on the top of the cylinder head, covered by a pressed steel cover which is provided with a breather pipe fitted to the right hand side of the engine.
Each inlet valve has a synthetic rubber oil deflecting seal, both inlet and exhaust valves are provided with two springs retained by a hardened cap and split conical cotters. All valves operate in cast iron guides pressed into the head.
The upper part of the combustion chamber is hemispherical in shape, being formed by an inserted machined plug containing a throat connecting the chamber to the cylinder. Coolant is delivered to the cylinder head through jets to the valve bridge and fishtail area in the combustion chamber inserts.
The cylinder head is secured to the cylinder block by twenty setscrews, seven of which also secure the rocker shaft to the cylinder head. I Bracket through Shaft to Rocker Levers 8. Lubricating oil filler tube. Engine breather pipe. Fuel pipe from lift pump to fuel filter bracketed to rear covet plate of cylinder head. See Fig. Fuel filter. Remove the two self-locking nuts from studs locating Bl in Nos.
Loosen all the cylinder head setscrews in the reverse order to that shown on Fig. Remove the seven setscrews securing the rocker assembly. The rocker assembly can now be removed. Valves To remove the valve collets use a valve spring com- pressor and a suitable adaptor. The valves are numbered to ensure refitment to their original positions.
If servicing is necessary, check that the valve depths relative to the cylinder head face will be contained within the limits quoted on Page B. Valve seat and valve angle is 45 for both inlet and exhaust valves. As narrow a seat as possible should be maintained. When refitting the valve assembly into the cylinder head, take care that the rubber oil deflector on the inlet valve only is fitted onto the valve stem, open end facing downwards, under the valve spring cap, see Fig.
Valve Guides When renewing valve guides, remove the worn guides by using a suitable dolly and press. For the replace- ment of new guides use a special tool with adaptor to pull in, but care must be taken that when the pulling in of the guide is commenced, the operation must be continued until the guide is fully home.
If the pulling of the guide into its location is halted before the operation is completed, difficulty is likely to be experienced in restarting. Use of the special stop will ensure correct guide protrusion as quoted on Page B 1, see Fig. It is advisable to fit new springs when an overhaul is undertaken.
Rocker Shaft Assembly When dismantling, take note of the order of the support brackets for re-assembly, see Fig. The oil feed to the rockers is at the forward end of the cylinder head, and a drilling in the base of No. Also note that the rocker shaft locating scallop is towards the front of the shaft.
Rocker Levers If rocker lever bushes are found to be in need of replacement, rocker levers complete with bushes ready to fit are available. Rocker level bushes are also available separately. With early engines, the oil hole in the bush should align with the oil hole in the rocker lever, but with later engines, after fitting the bush, it should be drilled with a 2 mm drill in line with the oil hole in the rocker lever.
With the latter operation, ensure that all machining swarf is removed before assembling the rocker shaft. Combustion Chamber Inserts To remove the inserts use a short length of bar through the atomiser bore and tap out. To replace, locate the inserts by means of the expan- sion washers, see Fig. When fitted, the height of the insert in relation to the cylinder head face should be checked against the figures quoted on Page 8.
If examina- tion reveals a dimension in excess of the limits quoted, a replacement cylinder head is recommended, as no allowance for skimming is provided.
Cylinder Head Gasket Fit a new gasket when replacing the cylinder head. This is fitted DRY, and is located by two dowels in the cylinder block top face. Refitment of Cylinder Head Before refitting the cylinder head, ensure that the oilway in the block top face and cylinder head is clean. The rocker assembly is fitted before securing the head, and is located by two studs in the cylinder head through Nos. I and 7 rocker support brackets and secured by two nuts. The rocker shaft is correctly positioned by the scallop which locates on the front securing stud.
Take care that the oilway in the base of No. I support bracket is clean and aligns with the corresponding oilway in the head.
After fitting the cylinder head, replace the seven longest setscrews through the support brackets into the head and secure finger tight.
Replace the remaining thirteen setscrews and tighten them all progressively in the sequence shown in Fig. This final torque tightening stage should be repeated. Retighten the two rocker assembly securing nuts. Valve Oearances The valve tip clearance should be set with the engine cold at 0. I cylinder, set the clearance on No. Atomisers Refit the atomisers squarely into their locations using a new sealing washer, and ensure that the securing nuts are tightened evenly to a torque of I lbfft I , ,7 kgf m.
Running Check Before fitting the top cover, start the engine and run at a fast idle. Check for satisfactory oil pressure where a gauge is fitted. Check that lubricant is reaching the rocker assembly. Check for fuel, oil and coolant leaks.
When the engine is cold, re:t the valve tip clearances to 0. The gudgeon pins which are fully floating are located axially in the pistons by circlips.
The gudgeon pins are off-set, so ensure that the pistons and connecting rods are correctly assembled by means of the numbers on the piston crowns and connecting rod big ends as described later in this section. The connecting rods are manufactured from molybdenum alloy steel stampings with an "H" section shank. The big end bearing boreS are fitted with re- placeable thin wall aluminium-tin steel backed shell bearings, and the small end bores are fitted with steel backed bronze lined bushes.
If gaps are measured in a larger diameter bore. Connecting Rod alignment Large and small end Connecting Rod bores must be square and parallel with each other within the limits of 0. With the small end bush fitted, the limit of 0.
N mm i'jc:i Steel Backed, Bronze lined 1. The pistons and connecting rods are removed from the cylinder block through the top of the cylinder bores, see Fig.
Big End Bearings If examination reveals that there is no necessity to renew big end bearings, they should be suitably marked to ensure ret'itment to their original positions. Gudge,m Pins To facilitate the removal of the gudgeon pins from the pistons, immerse the pistons in a warm liquid IF C , when the pins, after removal of the circlips, can be easily withdrawn.
Pistons and Rings If new pistons are to be fitted, three grades are avail- able dependant upon the condition of the liners. The piston is minimum topped and will not exceed the top limit of piston height.
Where engines have to conform to the smoke density regulation B. AU14Ia:I, then standard production pistons must be used and topped to maintain produc- tion limits. AU 14la:l regu- lation and one with minimum topping which will not exceed the top limit of piston height.
In a worn cylinder bore, the piston ring gap should be measured in the unworn, clean portion of the cylin- der and checked against the dimensions quoted on Page C. Press in the new bushes, making sure that the oil holes in the bush and rod small end align when fitted. Ream out the new bush to dimension quoted on Page C. See Page C. Heat the pistons in liquid to JF C for il sertwn of the gudgeon pin. The piston ring layout is given on Page C.
Use piston ring squce1. Where rings are marked "TOP", ensure that they are fitted with the marked face to the crown of the piston. Each connecting rod is stamped with the number of the cylinder to which it belongs counting hom the forward end of the engine, 1,2,3,4,.
When the pistons are in the bores, these numbers are on the camshaft side of the engine, see Fig. On the opposite side of the connecting rod will be found an assembly number. These assembly numbers are repeated on the connecting rod cap and when assembling the caps to rods, these numbers must appear on the same side, see Fig.
It will be noticed that each connecting rod assembly has its own assembly number. The letter etched beneath the assembly number A to F is the connecting rod weight code. When refitting the connecting rod bearings, ensure that the locating tabs of the bearings are correctly located in the machined recesses of the rod and cap, see Fig.
Lubricate the bearing surfaces and fit the connecting rod to the crankpin. Examine the securing bolts for serviceability and renew if necessary. Renew the nuts and tighten evenly to a torque of 45 lbf ft 6,2 kgf m for non-phosphated nuts or 60 lbf ft 8,3 kgf m for phosphated nuts. Piston height in relation to cylinder block top face, see Page C. I can be checked with the piston at T. Flanged cast iron "dry" type cylinder liners are fitted. The crank case joint face does not extend below the crankshaft axis.
Ventilation of the crankcase is by a breather pipe situated on the cylinder head top cover, which is fitted to the right hand side of the engine.
Where this is necessary, the cylinder liner recess depth and piston height should be lowered by the same amount, and the cylinder block face outside the gasket area marked accordingly. Cylinder Liners If the worn inside diameter of the cylinder liner does not exceed 0. If examination reveals a worn condition of 3. The limits for the flange recession, and liner collar protrusion may be checked on Page D.
To Renew Cylinder Liners New production liners can be fitted to the engine. Remove all components from the cylinder block. The liners should be pressed out from the bottom. Lubri cate the outside diameter of the new liner with clean oil. Press in the new liners until they are fully home. The collar of the liner should protrude above the top face of the cylinder block by 0. Bore and finiSh the liners to a dimension of 3. End float is controlled by steel backed, aluminium tin replaceable thrust washers located on both sides of the centre main bearing.
An oil thrower flange is provided at the rear end. A timing gear is fitted to the forward end of the crankshaft, located by a key.
I Main Journal Width Nos. With the cap removed, the two top halves of the washers are. The maximum permissible worn end-float is 0. The fitting of oversize thrust washers can be used to bring the end flo:tt to within the produc- tion limits quoted on Page E. Removal of Crankshaft Remove the timing case, see Page F. Release the two rear main oil seal housing clamping setscrews before removing all main bearing caps, and mark the main bearings to their respective caps or journals if they are to be replaced.
Overhaul of Standard Size Crankshaft The minimum permissible worn diameter of the main journals is 2. Maximum permissible ovality for crank pins and main journals is 0. The crankshaft can be reground to- 0. If examination reveals the necessity to renew the oil seals the following procedure should be adopted. With a half housing in a vice, and the seal recess uppermost, settle approximately I in 25 mm of the seal, at each end, into the groove ensuring that each end of the seal projects 0.
Press the remainder of th. Using a suitable round bar, roll and press the seal into position. Fit the seal to the other half housing in a similar manner. To refit the assembly, proceed as follows:- Thoroughiy clean the joint and butt faces, removing all traces of the old joint.
Lightly coat the cylinder block and bearing cap side of the joint with jointing compound, and place the joint in position, ensuring that the securing. Lightly coat the butt faces of the half housings with jointing compound. Lubricate the exposed diameter of the rope seal with graphite grease. Oil the crankshaft rear end around the oil retum groove. Place the half housings in position on the engine and locate all setscrews in the cYlinder block and bearing cap face, finger tight only.
Tighten the clamping bolts to a torque of only lbf ft 0,,83 kgf m. Tighten the setscrews in the cylinder block and bear- ing cap to a torque of 12 lbf ft I ,66 kgf m. Finally tighten the clamping bolts to. Main Bearing Caps Each main bearing cap is identified in relation to the cylinder block by the block serial number which is stamped on the rear of the bottom face on the cam- shaft.
An arrow is cast on to each cap indicating the for- ward end of the engine to ensure correct fi! A corresponding ''A" is stamped on the block. To refit, ensure that the locating dowels are correctly positioned see Fig. S, and the cap is placed firmly over the crankshaft main journal. Tighten the secur- ing setscrews to a torque of lbf ft II, I-ll ,7 kgf m.
Crankshaft Pulley When fitting the crankshaft pulley, ensure that the timing marks on the end of the crankshaft and pul! See Flg. Tighten the pulley retaining set- screw to Jbf ft 17,0 kgf m.
Magnetic crack detection D. Current-- amps limits of taper and out of round for pins andjournals:- Taper 0. Number 3. Flywheel Flange Diameter T. Number 1. Mounting in 0,08mm 0. All gears are enclosed by an aluminium timing case and cover. A timing pin device is provided on the timing case front cover, situated behind the crank- shaft pulley which can locate into the back of the pulley to facilitate the obtaining of T.
I piston. All the bearings are pressure lubricated by internal oilway drillings. I Journal Diameter, No. I Journal No.
Oin 25,4mm 2. I Journal Oil-impregnated Sintered Iron 1. If an attempt is to be made to remove the case with- out lowering the sump, then it is advisable to remove the idler gear hub.
See Page F. Prior to removal of timing case, it is necessary to remove the crankshaft pulley, front cover and all titning gears except the crankshaft gear. On hydraulically governed engines, it will be neces- sary to remove the fuel pump drive hub using the following procedure:- Remove fuel pump. Remove drive hub locating circlip through the rear of adaptor housing. With the gear removed, the hub can now be withdrawn.
Remove exhauster unit if fitted. The timing case is located by a transitional fit on the idler gear hub. Hub removal may facilitate the removal of the timing case. To Refit the Timing Case With the sump fitted, remove. Pit a new cork joint allowing a clean area between the butt ends of the cork and the case where the sump joint tongue can locate. Offer the timing case to sump and cylinder block, loosely locating by the setscrews, case to block and case to sump ensuring the cork and sump joints are correctly located.
By adjustment of the timing case securing setscrews, the idler gear hub may now be fitted to the cylinder block and case. With the sump removed, "the timing case may be fitted over its locating idler gear hub, but on tighten- ing the case to block setscrews ensure the bottom face of the timing case and crankcase are aligned, see Fig.
When fitting the sump joints and front and rear cork seals, ensure the tongues of the sump joints are located under the butt end of the cork. On hydraulically governed engines, refit the fuel pump drive hub following the reverse procedure in the previous sub-section.
Refit timing case cover using the crankshaft pulley for conect location of oil seal and cover. To Renew the Front Oil Seal Front cover removed Press out the old seal from the timing case cover using a suitable dolly and press, supporting the cover in the area of the seal bore. Press in the new seal from the front of the timing case cover to a dimension of 0.
Withdraw gear, complete with bush from the hub. The idler gear hub, which is a transitional fit in the timing case, may be tapped out of its location. When refitting the hub, ensure that the oil drillings in both the cylinder block and hub are clear. Replace the gear on the hub with the timing marks correctly aligned.
Fit the retaining plate, Fig. I and tighten two new self locking nuts to a torque of lbf ft 2,,9 kgf m Fig. Check the end float of the gear on the h. The maximum wear limit is 0. NOTE: If the cylinder head assembly has not been disturbed, then the rocker assembly should be removed to allow the camshaft to be turned to facili- tate the aligning of the timing marks. To Remove the Camshaft Gear Remove the setscrew, tabwasher and retaining washer. Draw the camshaft gear off its keyed location on the camshaft, see Fig.
To Refit the Camshaft Gear Remove the idler gear to facilitate timing. Fit the camshaft gear over the key of the camshaft and enter into keyway. Tighten the set- screw to a torque of lbf ft 6,,9 kgf m and Jock with the tabwasher.
NOTE: To enable the camshaft to be turned to facilitate the aligning of the timing marks, remove the rocker assembly if the cylinder head has not been disturbed.
To Remove the Fuel Pump Gear Remove the three setscrews securing the gear to the fuel pump drive hub, and ease the gear from its location. Refit the fuel pump gear so that the timing marks on the gear and hub are in alignment as shown in Fig. Check backlash which should be 0. Turn crankshaft until Nos. I and 4 pistons are at T. Remove fuel pump gear and idler gear. Replace idler gear ensuring that timing marks on crankshaft gear, idler gear and camshaft gear coincide.
Turn nankshaft in opposite direction to normal direction for about quarter of a revolution. Then tum m normal direction until No. Remove fuel pump inspection plate mechanically governed pumps or plate embodying fuel return connection hydraulically governed pumps enabling the fuel pump rotor to be seen. Then turn fuel pump driving hub until the scribed line on the rotor marked "A" or "C" for hydraulic- ally governed and mechanically governed pumps respectively coincides with the squared end of the fuel pump timing circlip.
Ensuring timing gears and fuel pump shaft do not move, fit fuel injection pump gear and secure with three setscrews. Turn crankshaft back slightly and then forward again to No. I piston on static timing point to check that fuel pump timing is correct. Bring crankshaft up to T. I and 4 pistons, No. I piston being on its compression stroke and mark new fuel pump gear with a scribed line to coincide with the scribed line on the fuel pump driving hub: also stamp two dots on the new gear to coincide with the single dot on the idler gear.
When replacing a fuel p1mp gear on hydraulicaliy governed engines, it will be necessary to adjust the timing gear backlash to within the limits prescribed on Page F. For method of adjustment, see Page F. Remove the drive hub locating circlip through the rear of the adaptor housing, see Fig. With the gear removed, withdraw the hub. Remove the idler gear to facilitate timing. Refit the fuel pump gear as described in the previous sub-section. To Remove the Fuel Pump Adaptor Housing The fuel pump adaptor housing is secured to the cylinder block and rear face of the timing case.
The fastening arrangement is by three setscrews within the timing case and two setscrews to the cylinder block. F 10 To gain access to the three adaptor securing setscrews on the inside of the timing case, remove the fuel pump gear and drive hub; see the previous sub- sections.
If fitted, remove the exhauster unit, and oil feed pipe from adaptor housing to exhauster. Remove the idler gear. Remove the two remaining setscrews fastening the adaptor housing to cylinder block, and remove housing. The bushes are an interference fit in the adaptor housing and can be replaced by using a suitable "dolly" and press. II shows view of front face of the adapter housing showin. To Refit the Fuel Pump Adaptor Housing Replace the housing into its position at the rear of the timing case, using a new "0" ring oil seal, ensur ing that it is properly located, see Fig.
Refit the hub, fuel pump gear with timing marks aligned, and circlip. Remove the hub locating circlip and withdraw the gear and hub. Tighten housing securing setscrews within the timing case. Replace the gear and hub and circlip, and check backlash again. To Remove the Fuel Pump Gear The gear is dowelled to the fuel pump hub and secured by three setscrews and spring washers. Before removal of the fuel pump gear, remove the idler gear. To Refit the Fuel Pump Gear The tightening torque for the fuel pump drive gear securing setscrews is lbf ft 2,,9 kgf m.
Refit the idler gear, making sure that the timing marks align. Crankshaft Gear The crankshaft gear is a transitional fit, and is keyed onto the crankshaft.
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