0983-0506 I8 201602

X3.
3 Engine
English 2-2016 983-0506 ( Issue 8)

Service Manual Publication 0983-0506
Model: X 3.3 Issue 8 - 2 - 2016
Copyright @ 2016 Cummins Inc. . 2

Model: X 3.3 Issue 8 - 2 - 2016
FOREWORD
This manual is designed to be of assistance to all Personnel concerned with the maintenance
and overhaul of the X 3.3 Series Engine.
It presents a complete and detailed Description of the Engine, together with precise instruction
on servicing and overhaul procedure and dimensions which should be closely followed when
overhauling anypart of the Engineto the Manufacturers standards.
Effective maintenance can only be carried out if the personnel concerned are fully conversant with
the various components of the Engine.
Safe operation and top performance can be obtained only when equipment is operated and
maintained property.
This manual is for guidance and assistance with recommendations for correct and safe procedures.
Cummins Power Generation Limited cannot accept any liability whatsoever for problems arising
as a result offollowing recommendations inthis manual.
The information contained withinthe manual is based on infonnationavailable at thetime of going to

print. In line with Cummins Power Generation Limited policy of continuous development and
improvement, information may change at any time without notice.
Consult your Authorised Distributor for further infonnation or assistance if required. It is essential that
the utmost care is taken with the application, installation and operation of any diesel engine due
to their potentially dangerous nature.
Shouldyou require further assistance
contact: Cummin India Limited

Power Generation Business Unit
35A/1/2,
Erandwane
Pune,411038
India
Tel: +91 2030248600

Fax: +91 2066028090
E-mail: cpgiservicesupport@cummi ns.com
Web Site: www.cumminspower.com
3 Copyright @ 2016 Cummins Inc. .

Model: X 3.3 Issue 8 - 2 - 2016
Copyright @ 2016 Cummins Inc. . 4

Model: X 3.3 Issue 8 - 2 - 2016
General Precautions
• Fuel lines must be secured, free of leaks
• Keep ABC fire extinguishers handy. and Separated or shielded from electrical wiring
• Make sure all fasteners are secure and • Use approved non-conductive flexible fuel hose
torqued property. for fuel connections at the generator set
• Keep the generator set and its compartment
dean. Excess oil and rags can catch fire. Engine Exhaust is Deadly!
• Let the engine cool down before removing the The exhaust system must be leak-free and convey all
coolant pressure cap or opening the coolant exhaust to the out-of-doors, away from buildings
drain. and building air vents, doors and windows. Look and
• Hot coolant under pressure can spray out listen for exhaust leaks daily and do not operate the
and cause severe burns. generator set until all leaks have been fixed.
• Before working on the generator set, • Do not use engine exhaust or cooling air to
disconnect the negative (-) battery cable at heat a room or compartment.
the battery to prevent starting. • Make sure there is ample fresh air ' when
• Use caution when making adjustments while operating the generator set.
the generator set is running hot, moving or
Electrically live parts can cause severe Moving Parts Can Cause Severe Personal.
personal injury or death - Injury or Death
• Used engine oil has been identified by some • Do not wear loose clothing or jewelry near
state and federal agencies as causing moving pats such as PTO shafts, fans, belts and
cancer or reproductive toxicity. Do not ingest, pulleys.
inhale, or contact used oil or its vapors. • Keep hands away from moving parts.
• Do not work on the generator set when • Keep guards in place over fans, belts, pulleys
mentally or physically fatigued or after etc.
consuming alcohol or drugs.
• Carefully follow all applicable local, state and Battery Gas is Explosive
federal codes. • Wear safety glasses and do not smoke while
servicing batteries.
Generator Voltage is Deadly • When disconnecting or reconnecting battery
• Generator output connections must be made cables, always disconnect the negative of the
by a qualified electrician in accordance with battery cable first and reconnect it last to
applicable codes. reduce arcing
• The generator set must not be connected to the • Do Not Operate In Flammable and
public utility or any other source of electrical Explosive Environments
power. Connection could lead to electrocution • Flammable vapor can cause a diesel engine
of utility workers, damage to equipment and to over speed and become difficult to stop,
tire. An approved switching device must be resulting in possible fire, explosion, severe
used to prevent interconnections. personal injury and death.
• Use caution when working on live electrical • Do not operate a diesel-powered generator set
equipment. Remove jewelry, make sure where a flammable vapor environment can be
clothing and shoes are dry and stand on a created by fuel spill, leak, etc, unless the
dry wooden platform on the ground or floor. generator set is equipped with an automatic
FUEL IS FLAMMABLE AND EXPLOSIVE safety device to block the air intake and stop the
• Do not fill the fuel tank while the engine is engine.
running unless the tank is outside the engine • The owners and operators of the generator
compartment. set are solely responsible for operating the
• Keep flames, cigarettes, sparks, pilot lights, generator set safely. Contact your authorized
electrical arc-producing equipment and Cummins dealer or distributor for more
switches and all other sources of ignition well information.
away from areas where fuel fumes are present
and areas sharing ventilation.
Note: Keep This Manual near the Generator Set for Easy Reference
5 Copyright @ 2016 Cummins Inc

Model: X 3.3 Issue 8 - 2 - 2016
TABLE OF CONTENTS
Section Description Page
A Product Features 7
12
Technical Specifications
Engine Dimensions 14
16
Engine Views
18
Threads/ Recommended Torque
B 19
Technical Data
20
Manufacturing Data and Dimensions
C Operating and Maintenance 31
32
D Fault Finding Chart
34
E Cylinder Head
F Pistons and Connecting Rods 38
41
G Cylinder Block and Liners
H Crankshaft and Main Bearings 42
46
I Timing Case and Drive
J Timing 50
52
K Lubricating System
L Cooling System 57
60
M Fuel System
63
N Fly Wheel and Fly Wheel Housing
O Approved Lubricating Oils 64
65
P FIP Spill Timing
Q Fly Wheel Housing and Fly Wheel with Spill Timing And TDC Marks 66
68
R Service Tools
Copyright @ 2016 Cummins Inc. 6

Model: X 3.3 Issue 8 - 2 - 2016
This Page is left intentionally blank
7 Copyright @ 2016 Cummins Inc

Model: X 3.3 Issue 8 - 2 - 2016
SECTION A
A. PRODUCT FEATURES:
CYLINDER HEAD ASSEMBLY
1- Air Intake Manifold,

2- Exhaust Manifold,
3- Thermostat Housing
2 D The cross flow design aluminum intake,

and cast iron exhaust manifolds are on
opposite sides of the cylinder head.
D This is designed to maintain balanced heat
distribution within the cylinder head.
3 D The configuration of the manifolds also
1 ensures minimum heat transfer to the
intake manifold.
D The intake manifold is connected through
hose to air cleaner.
D The intake manifold is mounted on the right
side of the engine; the exhaust manifold is
mounted on the left side of the engine.

Model: X 3.3 Issue 8 - 2 - 2016
APTC : Alfin Piston with Torroidal Cavity. D Pistons are constructed of an aluminum alloy with
Ferrous insert for wear resistance
D Torroidal Combustion Chamber Piston Crown : The

combustion chamber being recessed in to the piston
crown.
D Suction air is whirled in the combustion chamber for

proper missing with fuel resulting in complete
combustion and reduced fuel consumption
D Each piston has two compression rings and one oil

control ring, to reduce the friction and increase
positive sealing and extended service life
D All rings are located above the piston pin.
CUT Section of Piston
9 Copyright @ 2016 Cummins Inc.

Model: X 3.3 Issue 8 - 2 - 2016
CONNECTING ROD: D Connecting rods are “Parallel” shaped at the small end.
D Split Cap to Rod Interface – Max Structural Strength and Ease

of Service.
D The connecting rods are heavy beam construction and are

assembled to the crankshaft by means of insert type bearings.
D They are retained in position by the connecting rod big end cap
and secured by two bolts per rod.
D The small end of the connecting rod is fitted with a replaceable

bushing through which the free floating piston pin is fitted.
D The steel pin being held in place within the piston by two snap
rings (circlip).
D Note: While assembling connecting rods to engine

numbered assembling connecting rods to engine
numbered side should come towards Fuel Injection Pump
side.
CYLINDER BLOCK ASSEMBLY D The Engine is equipped with a high durability

Tunnel type Engine Block
D Rugged Inline , Monoblock casting.
D Special alloy cast iron for Better Strength.
D Main Brg Supports Between each Cylinder for
Maximum Strength and Rigidity , Low Weight
D deep cylinder skirts & water jackets for cooling
the cylinders.
D Cylinders are inline and vertical.
D The oil pan, which is attached to the bottom of
the cylinder block, is the reservoir for the
engine oil lubrication system.
D The cylinder block is fitted with renewable thin
wall cast iron dry type cylinder liners. The
cylinder liners are replaceable types.
D Note : Pre finished Cylinder liners are
supplied for field replacement

Model: X 3.3 Issue 8 - 2 - 2016
CRANKSHAFT:
D The crankshaft material is Chromium
molybdenum alloy steel forging. It is
dynamically and statically balanced.
D The crankpins and main journals are
induction hardened.
D The crankshaft runs in five pre finished
replaceable shell bearings lined with
aluminum tin/ copper lead.
D It is supported in the cylinder block by 5
bearings.
D Thrust washers incorporated in the last
main bearing cap towards the flywheel
to control end thrust.
D Rear crankshaft oil sealing is effected by
one-piece (Lip type) oil seals that are
designed for long and durable service
life

Model: X 3.3 Issue 8 - 2 - 2016
CAMSHAFT ASSEMBLY
D Induction hardened for long life

D The camshaft is carried high up on the
off side of the cylinder block, the
construction of which eliminates push
rods.
D The camshaft gear is in mesh with and
driven by idler gear which is driven by the
crankshaft timing gear.
D The camshaft thrust is located by a pin in
the recess provided at the front end of
the cylinder block camshaft tunnel.
D The camshaft end float is taken up by a
steel spring riveted to the timing case
front cover
Fuel System Components :
D Direct Injection , Inline Fuel Pump

D Make :BOSCH
D P-type Injector

Model: X 3.3 Issue 8 - 2 - 2016
TECHNICAL SPECIFICATIONS
SECTION A
1 Engine Model X3.3 G1 X3.3 G2
2 for Genset Models C33D5 ,C38D5 C30D6 , C35 D6
3 Engine Type In line
4 Bore,in (mm) x Stroke,in (mm) 3.61 (91.7) x 5 (127)
5 No of cylinders 4
6 Displacement cu.in ( Liters ) 205 (3.3)
7 Compression ratio 18.5:2
8 Firing order 1–3 –4–2
9 Cycles of operations Four Stroke
10 Aspiration Natural
11 Combustion system Direct Injection
Counter Clockwise Viewed from Flywheel

12 Direction of Rotation
End
13 Fuel Pump BOSCH In-line
14 Fuel NO. 2 ASTM 2-D
15 Governing Mechanical
16 Cooling Water Cooled
17 Coolant Capacity ltrs/Gal (Engine Only) 5.8/1.5
18 Gross HP (SBY) 46 53
19 Speed in rpm 1500 1800
Thermostat Start to open/Fully open

20 75 to 89 / (167 to192)
(oC/ oF)
Maximum Coolant Temperature (oC/ oF)
21 103 /217
with 7 psi cap
22 Maximum Exhaust Gas Temp. (oC/ oF) 650/1202
23 Sump Aluminum
24 Lube Oil Sump Capacity ( Liters/Gal) 6.5/1.7

Model: X 3.3 Issue 8 - 2 - 2016
25 Maximum Lube Oil Temperature 121° C
26 Flywheel Housing Cast Iron SAE 3
27 Flywheel Suitable for 11.5 inches clutch
28 Starter 12 V (Lucas Make),SM 114
29 Alternator with 'W' terminal Lucas Make A 115
30 Fuel filter / Lube Oil Filter Fleetguard Make
31 Fan Type Pusher
32 Fan Diameter in mm/ Inches 431/17
33 Fan- Number of blades 6
34 Fan- Material Metallic
35 Intake Manifold Aluminum (Side opening)
36 Exhaust Manifold Cast Iron with side opening
37 Lubricating System Forced Lubrication
38 Lubricating Oil 15W 40 CH-4
39 Battery 12 V, 88 AH

Model: X 3.3 Issue 8 - 2 - 2016
ENGINE DIMENSIONS

Model: X 3.3 Issue 8 - 2 - 2016

Model: X 3.3 Issue 8 - 2 - 2016
SECTION A
ENGINE VIEWS

Model: X 3.3 Issue 8 - 2 - 2016
Engine View

Model: X 3.3 Issue 8 - 2 - 2016
THREADS / RECOMMENDED TORQUE
ALL THREADS USED ON X3.3 ENGINE ARE I.S.O METRIC SERIES EXCEPT THE COMPONENTS INDICATED BELOW
CYL. HEAD STUDS/SET SCREW

1 7/16"- 20 UNF
2 CONNECTING ROD BOLT & NUT 7/16" - 20 UNF
3 TIMING CASE BRIDGE PIECE (Applicable for earlier type) M8 x 1.25
4 THERMOSTART FIXING HOLE ON INLET MANIFOLD 1/8" - 27 NPT
WATER TEMPERATURE SENDER FIXING HOLE IN

5
WATER OUTLET BODY (BOTH SIDES) 1/2"-14 NPT
6 LUBE OILD ADAPTER TAPPING (TWO PLACES) 1/8" NPT
7 BLOCK TO FIP TAPPING 1/4" X 18" NPSI
Recommended Torque Tensions
The following torque figures will apply with the components lightly oiled before assembly :
lbf.ft kgf.m Nm. Thread size

Cylinder head nut and setscrews 80 11.10 110 7/16 “- 20 UNF
Connecting rod nuts (Cadmium 45 6.20 60 7/16 “- 20 UNF
Plated)
Connecting rod nuts (Phosphated) 60 8.3 80 7/16 “- 20 UNF
Main bearing setscrews 115 15.90 155 M14 × 2
Idler gear hub nut 21 2.90 28 M10 × 1.25
Camshaft gear retaining setscrews 21 2.90 28 M8 × 1.25
F.I.P. adaptor to F.I. Pump 55 7.60 75 M12
F.I.P. gear to adaptor setscrews 21 2.90 28 M8 × 1.25
Flywheel setscrews 80 11.10 110 M12 × 1.25
Crankshaft pulley retaining setscrew 110 15.18 150 M22 × 2.5
Injector securing nuts 12 1.65 15 M8 × 1
High pressure fuel pipe nuts 15 2.07 20 -
Low pressure fuel pipe banjo bolts 6.5 - 9

Model: X 3.3 Issue 8 - 2 - 2016
Section B
TECHNICAL DATA
SECTION B
Engine Data
Type X3.3 G/G1 Four Cylinder, Four Stroke, Direct Injection
Bore (Nominal dia) 91.44mm (3.6 inch)
Stroke 127 mm (5 inch)
3
Cubic Capacity 3.33 litres (203 inch )
Compression Ratio 18.5 :1
Firing Order 1,3,4,2
Tappet Clearance 0,30 mm (0.012 inch) Cold / 0,25mm (0.010 inch) Hot
2 2
Lubricating Oil pressure 2,1/4,2 kgf/cm (30/60 lbf/inch )
Injector Setting Pressure 250 ± 8 bar
BOSCH Inline with mechanical governor and with Fine Adjustment

Fuel Injection Pump
device (pressure feed lubrication)
Inlet valve opens 13° BTDC

10°ATDC
Exhaust valve closes
Total Inlet open period 236°
Total exhaust open period 236°
De-Rating for Altitude
Where engines are called upon to operate in rarefied atmospheres occasioned by altitude, such engines should be de-rated. Consult your
Authorized Distributor for further installation information.
Approximate Engine Weight
Basic weight (with alternator but without starter motor, flywheel housing) ... 236 Kg Typical installed weight (with starter motor, flywheel
and flywheel housing) ... 297 Kg
The following data, clearances and tolerances are given as a guide for personnel engaged upon major overhauls and the figures
are those used in the factory production purposes.

Model: X 3.3 Issue 8 - 2 - 2016
TECHNICAL DATA- MANUFACTURING DATA AND DIMENSIONS.
The following data, clearances and tolerances are given as a guide for personnel engaged upon major overhauls and the
figures are those used in the factory production purposes.
Cylinder Block
Height of Cylinder Block between Top and Bottom Faces 349,01/349,08 mm (13.7405/13.7435 inch)
Parent Bore Dia. for Cylinder Liner 93,66/93,69 mm (3.6875/3.6885 inch)
Depth of Recess for Liner Flange (Cast Iron Liners) 3,76/3,86 mm (0.148/0.152 inch)
Dia. Recess of Liner Flange (Cast Iron Liners) 97,03/97,16 mm (3.820/3.825 inch)
Main Bearing Parent Bore Dia. 74,08/74,10 mm (2.9165/2.9175 inch)
Camshaft Bore Dia. - No. 1 47,60/47,68 mm (1.874/1.877 inch)
Camshaft Bore Dia. -No. 2 47,35/47,42 mm (1.864/1.867 inch)
Cylinder Block
Height of Cylinder Block between Top and Bottom Faces 349,01/349,08 mm (13.7405/13.7435 inch)
Parent Bore Dia. for Cylinder Liner 93,66/93,69 mm (3.6875/3.6885 inch)
Depth of Recess for Liner Flange (Cast Iron Liners) 3,76/3,86 mm (0.148/0.152 inch)
Dia. Recess of Liner Flange (Cast Iron Liners) 97,03/97,16 mm (3.820/3.825 inch)
Main Bearing Parent Bore Dia. 74,08/74,10 mm (2.9165/2.9175 inch)
Camshaft Bore Dia. -No. 2 47,35/47,42 mm (1.864/1.867 inch)
Piston
Alfin piston with Re-entrant bowl on piston crown should be

Type towards fuel pump side while assembling piston in engine. An
arrow (or) “F“ mark is stamped on piston top surface for
identification.
Piston Height in relation to Cylinder Block Top Face 0,10 mm (0.004 inch) ABOVE to 0,03 m (0,001 inch) BELOW
Bore Dia. for Gudgeon Pin 31,7525/31,7462 mm (1.24985/1.25010 inch)
Top and 2nd ring Groove Width 2,43/2,46 mm (0.0957/0.0967 inch)
3rd Ring Groove Width 4,80/4,85 mm (0.189/0.191 inch)

Model: X 3.3 Issue 8 - 2 - 2016
Ring Gaps
The ring gaps quoted below are for a bore diameter of 91,48 mm (3.6015 in). When checking ring gaps in worn bore, 0,08
mm (0.003 in) should be added to these ring gaps for every 0,03 mm (0.001 in) increase in bore diameter.
Piston Rings
Top Compression Cast Iron
2nd Compression Cast Iron
3rd Oil Control Cast Iron
Piston Ring Width
Top Ring Width 3 mm Nominal

Second Ring Width 1.99 mm / 1.97 mm
Third Ring Width 3.990 mm / 3.970 mm
Ring Clearance in Piston Groove
NOTE : Conformable oil control ring fitment procedure
Top Ring Key Stone

2nd and 3rd Ring clearance in groove 0.080 mm / 0.040 mm
Ring Gap - Top 0.3 - 0.55 mm
Ring Gap - 2nd 0.8 - 1.0 mm
Ring Gap - 3rd 0.3 - 0.55 mm
a. Fit the helical coil spring on to the 4th groove in the piston.
b. Insert the latch into the coil spring aligning both the ends.
c. Fit the outer C.I. ring over the coil spring. Ensure coil spring gets seated properly inside the ring groove
d. Also ensure the coil spring latch is on the opposite side of the ring open end gap.

Model: X 3.3 Issue 8 - 2 - 2016
Gudgeon Pins
Type Fully Floating
Outside Dia. of Gudgeon Pin 31,744 /31.750 mm (1.24975/1.25000 inch)
Fit in Piston Boss Transition
Clearance Fit in Small End Bush 0,01/0,04 mm (0.0005/0.00175 inch)
Small End Bushings

Type Steel Backed, Lead Bronze Lined
Outside Dia. 35,01/35,05 mm (1.3785/1.3800 inch)
Length 26,62/26,87 mm (1.048/1.058 inch)
Inside Dia after Reaming 31,76/31,79 mm (1.2505/1.2515 inch)
Connecting Rods
Type “H“ Section
Big End Parent Bore Dia 60,83/60,85 mm (2.3950/2.3955 inch)
Small End Parent Bore Dia 34,92/34,96 mm (1.3747/1.3762 inch)
Big End Width 39,38/39,43 mm (1.5502/1.5525 inch)
Big End Side Clearance on Crankpin 0,24/0,50 mm (0.0095/0.0198 inch)
Length Between Bore Centers 223,81/223,86 mm (8.8115/8.8135 inch)
Note: The numbered side on connecting rod and cap should be on the fuel injection pump side.
Connecting Rod Alignment
Large and small end bores must be square and parallel to each other within the limits of ±0,25 mm (0.010 inch), measured 127
mm (5 inch) each side of the axis of the rod on test mandrel as shown in Fig. B. 1. With the small end bushing fitted, the limit
of ±0,25 mm (0.010 inch) is reduced to ±0,06 mm (0.0025 inch)
Note: Connecting rod nuts should be replaced whenever the big ends are disturbed
Fig B.1

Model: X 3.3 Issue 8 - 2 - 2016
Connecting Rod Bearings
Type Pre-finished, Steel Backed, Aluminum Tin/Copper lead
Inside Dia. (Std. Size) 57,19/57,21 mm (2.2515/2.2525 inch)
Bearing Running Clearance 0,06/0,10 mm (0.0025/0.0040 inch)
Recommended Sizes in Service Standard, 0.010"u/s, 0.020"u/s 0.030"u/s
Connecting Rod Bearings
Chromium molybdenum alloy steel forging.

Material
Dynamically and statically balanced.
Crankpins and main journals are induction hardened.
Main Journal Dia. (Std.) 69,81/69,83 mm (2.7485/2.7493 inch)
Main Journal Length No.1 36,01/36,16 mm (1.420/1.424 inch)
Main Journal Length - Nos. 2 and 4 30,85/31,06 mm (1.2147/1.2227 inch)
Main Journal Length No. 3 46,73/46,93 mm (1.8397/1.8477 inch)
Main Journal Length - Rear 46,80/46,88 mm (1.8427/1.8457 inch)
Main Journal Fillet Radii - 1, 2 & 4 3,17/3,56 mm (0.125/0.140 inch)
Main Journal Fillet Radius - 3 & 5 3,97/4,22 mm (0.1562/0.1662 inch)
Crankpin Dia. (Std.) 57,11/57,13 mm (2.2484/2.2492 inch)
Crankpin Length 39,67/39,88 mm (1.562/1.570 inch)
Crankpin Fillet Radii 4,76/5,16 mm (0.1875/0.2031 inch)
Surface Finish - All Pins and Journals 0,4 microns (16 micro inches) Maximum
Crankshaft End Float 0,05/0,36 mm (0.002/0.014 inch)
Crankshaft Rear end Seal Lip type

0,25 mm (0.010 inch), 0,51 mm (0.020 inch),
Regrind Undersizes - Main and Crankpins
0,76 mm (0.030 inch)

Model: X 3.3 Issue 8 - 2 - 2016
Crankshaft Thrust Washers

Type Steel Backed, Aluminium Tin Faced
Position in engine Cylinder Block, Rear Main Bearing Housing
Thrust Washer Thickness - Standard 3,07/3,12 mm (0.121/0.123 inch)
Thrust Washer Thickness - Oversize 3,26/3,31 mm (0.1285/0.1305 inch)
Main Bearings
Type - Prefinished Steel Backed, Aluminum Tin Lined/Copper lead
Inside Dia. 69,90/69,94 mm (2.752/2.7535 inch)
Main Bearing Running Clearance 0,07/0,13 mm (0.0027/0.005 inch)
Recommended Sizes in Service Standard, 0.010" u/s, 0.020" u/s, 0.030"u/s
Camshaft
No. I Journal Dia 47,47/47,50 mm (1.869/1.870 inch)
No. I Journal Running Clearance 0,10/0,20 mm (0.004/0.008 inch)
No. 2 Journal Dia 47,22/47,24 mm (1.859/1.860 inch)
No. 2 Journal Running Clearance 0,10/0,20 mm (0.004/0.008 inch)
No. 3 Journal Dia 46,71/46,74 mm (1.839/1.840 inch)
No. 3 Journal Running Clearance 0,10/0,20 mm (0.004/0.008 inch)
Cam Lift 7,90/7,98 mm (0.311/0.314 inch)
Oil ways for Rocker Shaft Lubrication No 2 Cam Journal

Model: X 3.3 Issue 8 - 2 - 2016
Cylinder Head
Depth/Thickness 75,82/76,58 mm (2.985/3.015 inch)
Leak Test Pressure 2,11 kgf/cm2 (30 lbf/inch2)
Valve Seat Angle 36°
Tappet Bore in Cylinder Head 15,86/15,895 mm (0.6245/0.6258 inch)
Valve Guide Bore in Cylinder Head

12,69/12,71 mm (0.4995/0.5005 inch)
Permissible Cylinder
Head Bow - Transverse 0,076 mm (0.003 inch) maximum
Head Bow - Longitudinal 0,152 mm (0.006 inch) maximum
0,030 mm (0.012 inch) Maximum Provided injector

Skimming Allowance on Head Face protrusion does not exceed 4,60 mm (0.181 inch) after
skimming
Valve Layout I, E, E, I, I, E, E, I
Valve Guides
Inside Dia. 7,99/8,02 mm (0.3148/0.3158 inch)
Overall Length 56,36 mm (2.2188 inch)
Guide Protrusion above Spring Seating Face 9.19/9.55 mm (0.362/0.376 inch)
Interference fit of guide in head 0.04/0.08 mm (0.0016/0.0031 inch)
Note: Valve stem seal (with metal insert) is fitted in both inlet and exhaust valves.
Inlet Valves
Valve Stem Dia. 7,90/7,92 mm (0.311/0.312 inch)
Clearance Fit of Valve in Guide 0,05/0,10 mm (0.002/0.004 inch)
Valve Face Angle 35°

Valve Head Depth Below Cylinder 1,37/1,63 mm (0.054/0.064 inch) Not to exceed 1,83 mm
Head Face for Inlet (0.072 inch) after regrinding

Model: X 3.3 Issue 8 - 2 - 2016
Exhaust Valves
Valve Stem Dia. 7,90/7,92 mm (0.311/0.312 inch)
Clearance Fit of Valve in Guide 0,05/0,10 mm (0.002/0.004 inch)
Valve Face Angle 35°
Valve Head Depth Below Cylinder Head Face 1,60/1,92 mm (0.063/0.0755 inch) Not to
for Exhaust exceed 2,11 mm (0.083 inch) after regrinding
Valve Springs (Inner)

Free Length 34,67/35,69 mm (1.365/1.405 inch)
Fitted Length 30,16 mm (1.1875 inch)
Load at Fitted Length 3.63 kg ± 0.45 kg (8 lb ±1 lb)
Valve Springs (Outer)

Free Length 45,29/45,80 mm (1.783/1.803 inch)
Fitted Length 38,10 mm (1.500 inch)
Load at Fitted Length 10,34 kg ± 0,90 kg (22.75 lb ± 2 lb)
Tappets
Outside Dia. of Shank 15,80/15,84 mm (0.6222/0.6237 inch)
Clearance Fit in Cylinder Head 0,02/0,09 mm (0.00075/0.00350 inch)
Rocker Shaft
Rocker Levers
Bore Dia. Bush 15,86/15,89 mm (0.6245/0.6258 inch)
Clearance Fit on Rocker Shaft 0,02/0,09 mm (0.0007/0.0035 inch)

Model: X 3.3 Issue 8 - 2 - 2016
Timing Gears
Crank Shaft Gear 26 Teeth
Lower Idler Gear 48 Teeth
Upper Idler Gear 43 Teeth
Camshaft Gear 52 Teeth
Fuel Pump Gear 52 Teeth
Timing Gear Backlash

All Gears 0,08 mm (0.003 inch) Minimum
Upper and Lower Idler Gears and Hub (Gear without bush)
Idler Gear Hub Diameter 50,70/50,72 mm (1.996/1.997 inch)
Diameter of Gear Bore 50,79/50,82 mm (1.9998/2.0007 inch)
Clearance between Gear and Hub 0,07/0,12 mm (0.0028/0.0047 inch)
End Float of Gear 0,03/0,18 mm (0.001/0.007 inch)
Lower Idler Gear, Hub and Bush (Gear with bush)

Idler Gear Hub Diameter 50,70/50,72 mm (1.996/1.997 inch)
Gear Bush Bore Diameter 50,79/50,82 mm (1.9998/2.0007 inch)
Clearance between Hub and Bush 0,07/0,12 mm (0.0028/0.0047 inch)
Hub width 30,24/30,31 mm (1.1905/1.1935 inch)
Width of Gear with Bushings 30,14/30,16 mm (1.1865/1.1875 inch)
Idler Gear end Float 0,03/0,18 mm (0.001/0.007 inch)
Note : The bore and faces of bushings should be finished to the specified dimensions by machining after
pressing the bushings in the gear bore

Model: X 3.3 Issue 8 - 2 - 2016
Fuel Injection Pump Gear

Diameter of Bores 44,45/44,47 mm (1.750/1.751 inch)
Pump Spigot diameter 44,40/44,42 mm (1.748/1.7488 inch)
Clearance fit of gear on Spigot 0,03/0,08 mm (0.0012/0.003 inch)
Lubricating Oil Pump

Type Rotor
No. of teeth on drive gear 19
Number of teeth on idler gear 15
Backlash between idler and drive gears 0,25/0,33 mm (0.010/0.013 inch)
Backlash between idler and crankshaft gears 0,25/0,33 mm (0.010/0.013 inch)
Oil Pump Clearances

Between inner rotor to outer rotor 0,01/0,06 mm (0.0005/0.0025 inch)
Inner rotor end clearance 0,04/0,08 mm (0.0015/0.0030 inch)
Outer rotor end clearance 0,01/0,06 mm (0.0005/0.0025 inch)
Outer rotor to pump body 0,28/0,33 mm (0.011/0.013 inch)
Relief Valve, Lub. Oil Pump

Type Spring loaded plunger
Pressure Setting 3,52/4,57 kgf/cm2 (50/65 lbf/inch2)
Lubricating Oil System

2,1/4,2 kgf/cm2 (30/60 lbf/inch2) At max. engine speed and
Lubricating oil pressure
normal working temperature.
Sump Capacity 6.5 Lts. at maximum (Alu. Sump)
Note: Lub. oil level should be maintained in accordance with the marks on the dipstick. For
recommended lubricants refer section “ O “.

Model: X 3.3 Issue 8 - 2 - 2016
Lubricating Oil Filter

Type Full Flow
Element Disposable (Spin –ON type Type)
By-Pass Valve Setting 0,91/1,2 kgf/cm2 (13/17 lbf/inch2)
Cooling System
Cylinder Head Water Pump Circulation
Cylinder Block Thermo Siphon

5.8 Liters/1.5 Gallons
Capacity, Engine only
Thermostat
Type Wax
Opening Temperature 73°C - 77°C
Fully Open Temperature 89°C ± 2°C
Note : If thermostat is defective, it should be replaced with a new unit.
Water Pump
Type Centrifugal
Pulley Bore Dia. 15,85/15,87 mm (0.6239/0.6247 inch)
Shaft Dia. 15,91/15,92 mm (0.6262/0.6267 inch)
Interference Fit of Pulley on Shaft 0,04/0,07 mm (0.0015/0.0028 inch)
Impeller Bore Dia. 15,88/15,89 mm (0.6250/0.6257 inch)
Shaft Dia. 15,91/15,92 mm (0.6262/0.6267 inch)
Interference Fit of Impeller on shaft 0,01/0,04 mm (0.0005/0.0017 inch)
Clearance between Impeller Blades and Body 0,25/0,51 mm (0.010/0.020 inch)

Distance between impeller rear face 109,5 mm (4.3125 inch)
and Fan Mounting Face ±0,38 mm (+0.015 inch)

Model: X 3.3 Issue 8 - 2 - 2016
Fuel System
Fuel Oil Specification Fuel oil should conform to ASTM D 975 No 2 Diesel Fuel
Fuel Filter Type Fleetguard Fuel Water Separator. Singe Element ,Spin On type
Fuel Overflow Valve Type BOSCH spring loaded valve
Overflow Valve Location Fuel Injection Pump fuel Gallery (or) Fuel Filter
Plunger type, Flange mounted on F.I. Pump and driven by F.I.P.
Fuel Feed Pump
Camshaft
Fuel Injection Pump

Make BOSCH with Fine Adjustment device
Type Inline
Mounting Flange mounted
Pump Rotation Anticlockwise (from drive end)
Drive Gear
Governor Mechanical RSV

Injection Timing (Spill Timing) 16° ± 1° BTDC
Alternator Make LUCAS-TVS

Type A115
System Voltage 12
Max. Output current 36 amps
Polarity _ ve earth
Rotation Clockwise
Sl. no. Engine List No. Engine Rating Emission Norms Spill Timing
Type
1 X3.3 3199 48bhp@1500rpm EU STAGE 111A 1CJ'+CY - 2'
2 X3.3 3202 56bhp@1800rpm EPAT2 (1NT) 12' ± 1°
3 X3.3 3212 48bhp@1800rpm EPAT4 (1NT) 11°± 1°
Starter Motor Make LUCAS - TVS

Type 2SM114
System Voltage 12V
Rotation Clockwise
No. of Teeth on Pinion 10
Starter Cable Resistance 0.0017 ohm max.

Model: X 3.3 Issue 8 - 2 - 2016
SECTION C

Model: X 3.3 Issue 8 - 2 - 2016
SECTION D
FAULT FINDING CHART
Numbers (Keys to Fault finding chart are given on Page 30)
FAULT POSSIBLE CAUSE
Low cranking speed 1, 2, 3, 4
Will not start 5, 6, 7, 8, 9, 10, 12, 13, 14, 15, 16, 17, 18, 20, 28, 30, 29
Difficult starting 5, 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 17, 18, 19, 20, 22, 27, 28, 29, 30
Lack of power 8, 9, 10. 11, 12, 13, 14, 16, 17,18, 19, 20, 21, 22, 23, 24, 25, 28, 29, 30
Misfiring 8, 9, 10, 12, 13, 14, 15, 16, 17, 23, 24, 26, 27, 30
Excessive fuel Consumption 11, 13, 14, 15, 16, 17, 18, 20, 21, 22, 23, 25, 26, 27, 28, 29, 30
Black exhaust 11, 13, 14, 15, 16, 17, 18, 20, 22, 23, 25, 26, 27, 28, 29, 30,
Blue/white exhaust 4, 15, 16, 17, 18, 23, 25, 28, 29, 30, 38, 49
Low oil pressure 4, 31, 32, 33, 34, 35 36, 37, 51
Knocking 4, 9, 14, 15, 16, 17, 20, 24, 26, 27, 28, 29, 31, 38, 39, 52,
Erratic running 4, 7, 8, 9, 10, 11, 12, 13, 14, 15, 18, 19, 21, 24, 26, 27, 29, 38, 52
Vibration 13, 14, 18, 21, 23, 24, 27, 29, 38, 41, 42
High oil pressure 4, 33, 35
Overheating 11, 13, 14, 15, 16, 17, 22, 23, 38, 40, 43, 44, 45, 46, 47, 50
Excessive crankcase pressure 23, 28, 29, 30, 38, 48,
Poor compression 11, 17, 23, 26, 27, 28, 29, 30, 39, 52,
Starts and stops 10, 11, 12

Model: X 3.3 Issue 8 - 2 - 2016
Key to Fault Finding Chart

1 Faulty Starting Battery 28 Worn cylinder bores.
2 Poor electrical connections. 29 Broken, worn or sticking piston ring(s)
3 Faulty starter motor. 30 Worn or damaged valve stems guides or seats.
4 Incorrect grade of lubricating oil 31 Worn or damaged bearings.
5 Low cranking speed. 32 Low oil level
6 Low fuel level 33 Faulty gauge or sender
7 Faulty stop control operation 34 Faulty oil pump
8 Restricted fuel line 35 Faulty oil pressure relief valve
9 Faulty fuel lift pump. 36 Restricted or broken oil pickup
10 Restricted fuel filter. 37 Restricted oil filter.
11 Restricted air intake 38 Faulty piston assembly
12 Air in fuel system. 39 Incorrect piston height.
13 Faulty fuel injection pump. 40 Damaged fan.
14 Faulty injector(s) or incorrect type. 41 Faulty engine mounts
15 Faulty cold starting equipment. (If Provided). 42 Incorrect generator/flywheel/engine alignment
16 Incorrect fuel injection timing. 43 Faulty thermostat.
17 Incorrect valve timing. 44 Restriction in water jacket,
18 Low cylinder compression. 45 Loose fan belts.
19 Restricted fuel tank vent. 46 Restricted radiator.
20 Incorrect type or grade of fuel. 47 Faulty water pump.
21 Restricted or binding throttle linkage. 48 Restricted breather pipe.
22 Exhaust restriction. 49 Damaged valve stem oil seal (if fitted)
23 Cylinder head gasket leaking. 50 Low coolant level
24 Overheating 51 Restricted sump strainer.
25 Cold running. 52 Faulty valve spring.
26 Incorrect valve lash 53 Restricted oil cooler (if fitted)
27 Sticking valves.

Model: X 3.3 Issue 8 - 2 - 2016
SECTION E
Cylinder Head
The number of hours run has no bearing on when To Remove the Valves
to overhaul the cylinder head because carbon,
beyond a superficial coating does not form and Depress the spring cap, and spring by means of a
accumulate in the combustion chambers and on valve spring compressor and remove the two half
the pistons as is the case with a petrol engine conical collets. Remove the spring caps, springs
and washers thus liberating the valves which can
Ease of starting and performance are the be taken out. The valves and valve seats should be
determining factors. Therefore the cylinder head reconditioned in the orthodox way, using grinding
should only be removed when it is absolutely compound or by means of specialized equipment.
necessary.
The valve seat angle is 36° and the valve face
To Remove the Cylinder Head angle 35°.
1. Drain water from radiator and cylinder block. Do not forget that the efficiency of a diesel engine
depends largely on the maintenance of good
2. Detach water connections from thermostat compression. Contact between valve and settings
housing on front of Cylinder Head. must therefore be the best possible.
3. Remove air cleaner. Care should be taken to avoid unnecessary
4. Detach cold starting equipment connections grinding away of the seat as the maximum
(if fitted). clearance between the valve head and the cylinder
head bottom face should not exceed 1.83 mm
5. Remove the oil pipe from the camshaft oil (0.072 inch) for inlet and the exhaust valve head
reducer to the cylinder head. depth should not exceed 2.11 mm (0.083 inch).
6. Disconnect the exhaust pipe from the engine This can easily be checked by means of a suitable
exhaust manifold. gauge and feelers.
7. Remove the injection pipes from the fuel: The valve seats are recessed into the cylinder head
pump to injectors. Warning :- Cover the and a groove is cut where the proper valve seat
fuel pump delivery ports with suitable ends in the mitered recess in the head. When
protective caps. valves have been reconditioned several times, it is
possible that the valve may become masked by
8. Remove injector leak-off pipes. sinking too low in the cylinder head and in these
circumstances the groove referred to should be re-
9. Remove the injectors. The inside injector cut accordingly.
securing nut is lengthened for ease of
access. (Only one stud with nut is used to The valves are numbered and the cylinder head is
retain the injector in position on cylinder marked with corresponding numbers in the engine
head) P- Type injector used. assemblies.
10. Remove the cylinder head cover. Where, the valves and seats are not numbered and
a valve is to be used again, it should be suitably
11. Disconnect the oil pipe to rocker shaft. marked to ensure it is replaced in its original
12. Remove the rocker shaft assembly. position.
13. Remove the cylinder head nuts/setscrews. Rocker Levers and Bushings
14. Remove the cylinder head. Do not insert Wash the rocker shaft assembly thoroughly in
screwdriver or any other sharp instrument paraffin.
between the cylinder head ad block. Place Examine the rocker bushings for wear. The rockers
the cylinder head on a flat surface, should be an easy fit on the shaft without excessive
preferably wood, to avoid damage. side play.
Copyright @ 2016 Cummins Inc.

35
Model: X 3.3 Issue 8 - 2 - 2016
Cylinder Head
If the rocker bushings are worn, it will be necessary the bore. This end should be inserted into the
to replace with a new bush and reamed to replace cylinder head top face and pulled into the parent
with a new bush and reamed to correct size. bore until the opposite end (chamfered at 45°)
protrudes 0.362/0.376 in (9.195/9.550 mm) above
When dismantling rocker shaft assembly the top face. Valve stem seal (with metal insert) is
make careful note of the order of the assembly fitted over valve guide.
of the various parts, supports, distance pieces,
springs and rockers, so that re-assembly may be Tappets
facilitated and that left and right- hand
rockers are correctly placed and come The tappets slide in holes bored in the cylinder
opposite their respective tappets and valves. head. The wear, under normal conditions, is
(See Fig. E1) negligible.
Valve Guides The running clearance between the top of the

Examine the valve guides for wear, if tappet and the rocker should be 0.30 mm (0.012
necessary replace with new guides. inch) when the engine is cold.
Clean the new guides, removing any burrs.
When pressing in a valve guide, care must be When adjusting this clearance, tighten tappet
taken to ensure it is fitted the right way round. locknut effectively, so that it does not slacken in
Both ends are chamfered, one at 45°, the other service.
at 20°.
The end that is chamfered at 20° is also recessed in

Model: X 3.3 Issue 8 - 2 - 2016
Fig E2 –Cylinder Head Tightening Sequence
Note: Cylinder head nut / Screws Tightening Torques … 80 lbf.ft. / 10.8 Kgf.m.
The cylinder head gasket should be fitted Dry and the ‘Top Front’ mark should face the
cylinder head.
CYLINDER HEAD REMOVEL – SEQUENCE

Model: X 3.3 Issue 8 - 2 - 2016
General
All studs on the cylinder head and top face of Replace Injectors.
the cylinder block should be examined for
looseness, damaged threads, etc. The cylinder Replace the rocker shaft assembly, but before
head nuts/setscrews should be examined to tightening the securing nuts, the rocker shaft
ensure the threads are not damaged. should be set so as to ensure correct lubrication
of the assembly. NOTE
All joint faces should be examined for pitting :The correct position for the shaft is when
and defacement. the slot in the end of the shaft is set 30° after
the horizontal position.
Washout and thoroughly clean the water
passages in the head subsequently drying out When the rocker shaft is correctly positioned,
and finally cleaning with compressed air. tighten the securing nuts and set the valve
clearance to 0.30 mm (0.012 inch)
If the water jacket of the cylinder head shows
signs of excessive scale a proprietary brand Connect up pipes and make connections as
of de-scaling solutions should be used. listed under “To remove the cylinder head “
Provision is made in the cylinder head water outlet
If possible, the cylinder head should be water for the housing of a thermostat which must be fitted.
tested for leaks with warm water at a water
pressure of 2.11 Kgf/cm2 (30 lbf/in2) Adjusting Tappet Clearance
IMPORTANT Valve clearances for both inlet and exhaust

should be set to 0.30 mm (0.012 inches) cold.
The relative valve head depth, however, must
afterwards be checked and if necessary This can be done in the following sequence:
corrected to conform with the limits quoted on
section B. • With the valves of No. 4 cylinder rocking,
set both valves of No. 1 cylinder.
Re-assembly and Replacing
• With the valves of No. 2 cylinder rocking,
Replacing valves, washer, spring and cotters set both valves of No. 3 cylinder.
taking care that the numbers on the valves
correspond to the numbers stamped adjacent • With the valves of No. 1 cylinder rocking,
to the valve seats. (If Stamped)
set both valves of No. 4 cylinder.
Before replacing the cylinder head it is • With the valves of No. 3 cylinder rocking,
extremely important to ensure that the faces of set both valves of No. 2 cylinder.
the cylinder block and cylinder head are
perfectly clean.
A new cylinder head gasket should be used.

The gasket is marked to indicate how it
should be fitted (Marked Top Front _) _ Ref.
Fig. E 3 above.
When the under face of the cylinder head is

perfectly clean, the head may be lowered into
position on its studs and the nuts/setscrews
tightened in the order shown in Fig. E2 above.
The cylinder head nuts/setscrews should be
tightened to the recommended torque (See Section
B)
There are two different lengths of Setscrews fitted

and these must be fitted in their correct positions.

Model: X 3.3 Issue 8 - 2 - 2016
SECTION F
PISTONS AND CONNECTING RODS
The pistons are of special light aluminum alloy, 6. Release and remove the nuts from the connecting rod
ALFIN piston with Re-entrant bowl. Fig. F 1. They are bolts and remove the cap, bottom half of the big end
secured to the connecting rods by means of fully floating bearings and the connecting rod bolts.
gudgeon pins which work in thin wall steel backed lead
bronze lined bushings fitted in the small ends of 7. Turn the crankshaft until the piston is at the top of its
the stroke; push the piston and its connecting rod up the
connecting rods. Circlip’s are provided in the pistons to bore sufficiently to enable removal of the top half of
secure the gudgeon pins in position. Three piston rings the big end bearing. Continue to push the piston and
are fitted to each piston. All the three rings are fitted above connecting rod up and out of its bore.
the gudgeon pin.
8. Reassemble the bearings and cap to the
The connecting rod big ends are split at right angle to connecting rod.
the axis of the rods, the caps being secured by two bolts
and nuts. To Remove Gudgeon Pins
Remove the Circlip’s from the pistons, using a pair of

Always ensure that big end bearings are of the thin
long nosed pliers.
wall type consisting of a thin steel shell lined with
aluminum tin. The gudgeon pins can now be removed and the
connecting rods separated from the pistons. If the pins
To ensure correct replacement, the pistons are are tight in the pistons, warm the latter in liquid to
marked 1 to 4, number 1 being at the front of the engine. a temperature 100° to 120° F (38- 49°C) which will
The number can be found stamped on each piston crown. free the pins.
The connecting rods and caps are also marked. On To Fit New Small End Bushings
one side they are stamped with a number corresponding
to their position in the engine. The small end bushings are a press fit in the
connecting rods. Press out the old bushings using
To Remove a Connecting Rod and Piston Assembly a suitable press. Remove any sharp edges around
the connecting rod small end parent bores.
1. Remove the cylinder head assembly. Press in the new bushings using a suitable dolly, at
2. Remove the sump. the same time ensuring that the oil hole in the bush
3. Turn the crankshaft until the piston to be removed coincide with the hole in the top of the connecting rods.
is at the bottom of its stroke. Ream out the new bushings in suit to suit their
4. If necessary, remove the oil pump suction and respective gudgeon pins and check for parallelism
delivery pipes. and twist. Ref. Sec B.
5. Carefully remove any carbon that may have formed
at the top of the cylinder bore.

Model: X 3.3 Issue 8 - 2 - 2016
Pistons and Connecting rods
To Assemble Piston and Connecting Rods:

If the original pistons are to be used again they
should be re assembled to their respective • Fit the outer C.I. ring over the coil spring.
connecting rods. i.e., the piston stamped No. 1 Ensure coil spring gets seated properly
should be fitted to the connecting rod stamped No. 1. inside the ring groove.
Pistons should be fitted with the offset cavity in the • Also ensure the coil spring latch is on the
crown towards the side of the connecting rod that opposite side of the ring open end gap.
is marked with the identification number. While fitting
new pistons, the Offset Cavity in the Crown should To Replace Pistons and Connecting Rods.
be fitted towards the side of the Fuel Injection Pump.
See Fig. F1 above. Connecting rods and caps are plainly marked to
indicate their original position in the engine. The
Offer the connecting rod to the pistons and insert the numbers are stamped on that side of the connecting
gudgeon pin. To do this it is advisable to warm the rod and cap which is machined to take the locating
pistons in liquid to a temperature of 100° to 120° F. lips of the big end bearings.
(38° to 49°C) .The gudgeon pin can then easily be
pushed into position. Before fitting pistons, the cylinder bores should be
given a liberal coating of clean lubricating oil.
Fit the Circlip's to the piston. It is difficult to advise as to
when new circlip should be fitted, but in the event of When fitting pistons and connecting rods to the
an engine being in service for a lengthy period, it is cylinder block and crankshaft, ensure that the side of
advisable that new Circlip's be used, during re- the connecting rod which is stamped with the number
assembly. goes to the fuel pump side of the engine.
Fitting New Rings Ensure that the words “F” or arrow marked on the
piston crown is towards the front of the engine. Insert
The piston and rings should be thoroughly washed to the pistons and connecting rods into the cylinder
remove any oil and grease. Check piston rings for bores from the top, ensuring the piston and rod
correct gap (See Section B) stamped No.1 are fitted into No.1 bore and No.2 into
No.2 bore and so on commencing from the front of the
In worn cylinder bores, the gaps should be checked engine.
at the unworn top of the bore, after any carbon has
been removed. To minimize the possibility of breaking piston rings it
is advisable to use a piston guide/ring compressor.
Fit the rings to the piston in the following position Take
(reading from the top of the piston) : Ref. Fig. F 2 below. care not to damage the rings. Should the piston
accidentally drop partly into the cylinder bore and is
1. Ring compression (Cast Iron) held suspended by a piston ring, it must be taken out
2. Plain compression (Cast Iron) again and the ring examined to see if it is cracked or
3. Conformable oil control ring (Cast Iron) broken.
When fitting new rings to original pistons clean out Turn the crankshaft until the appropriate crankpin is
the piston ring grooves using the old ring from the at bottom centre, pull the connecting rod to the
appropriate groove for the purpose. crankpin and insert the half bearing.
The pistons should be carefully examined for Fit the cap and cap half bearing, ensuring that the
bruising of the ring grooves and to ensure that the markings on connecting rod and cap coincide.
rings move truly in their grooves. In addition the
piston skirt should be examined and if there is any The nuts used on the big end bolts should not be
scoring, the piston must not be used again. used a second time but should be replaced by new
whenever they are removed.
To Fit Conformable Oil Ring
• Fit the helical coil spring on to the 3rd groove of

the piston.
• Insert the latch into the coil spring aligning both

the ends.

Model: X 3.3 Issue 8 - 2 - 2016
Pistons and Connecting Rods
Tighten the connecting rod nuts using a torque To determine the amount to be machined it may be
wrench set to the tension given on Sec B. necessary to fit the piston assembly and connecting
rod less rings to the cylinder block and crankshaft
as previously described.
Rotate crankshaft by hand and note that all parts
move freely. When assembled, turn the crankshaft to bring the
piston to T.D.C. and check the distance between
Check the piston height in relation to the top face of the piston crown and the top face of the cylinder
the cylinder as described below. block.
Fitting New Pistons Carry out this operation with each new piston crown
in turn. When the necessary amount has been
An important point to note is that when the crankpin removed from the piston crown earlier type,
is at top dead centre the crown of the piston must be assemble to the cylinder block and crankshaft as
between 0,102 mm (0.004 inch) ABOVE and described under the previous heading.
0,025 mm (0.001 inch) BELOW the top face of the
cylinder block. The distance between the cylinder block face and
piston crown should now be checked to ensure the
With new pistons, (in earlier type) a machining limit has been maintained when the piston is at
allowance was provided on the crown of the T.D.C. See Fig. F. 3
piston and the
necessary amount must be removed in a lathe to Now pre-topped pistons are being used with letter “L
give the clearance quoted above. Fig. F4 Alfin “ (or) “H” marked on piston crown for identification.
Piston with Re- “L” - Low grade (length) / “H” - High grade (Length).
entrant Bowl Both these specs i.e L and H are used in the X3.3
Engine.

Model: X 3.3 Issue 8 - 2 - 2016
SECTION G
CYLINDER BLOCK AND LINERS
NOTE: The cylinder block is fitted with To Fit New Liners

renewable thin wall cast iron dry cylinder
liners. The cast iron cylinder liners are
1. Lubricate the outside diameter of the liners
interference fit and require boring and honing
with clean oil which should be applied by
to size after fitting.
means of a pressure can. The use of a
brush is not recommended.
Cylinder liners fitted to engines cannot be re-
bored. When they are worn to an extent 2. Press or draw in the new liners using a
whereby engine performance is affected, they suitable shouldered metal disc ensuring that
should be renewed. the flanges at the top of the liners do not foul
the counter-bore at the top of the parent bore
To Remove Liners thus causing distortion at the top of the internal
diameter of the liner.
1. Remove cylinder head as detailed in
When fully home, the top face of the liner flange
Section E. should be between 0.05 mm (0.002 inches)
above 0.10 mm (0.004 inches) below the top
face of the cylinder block. For service liners,
2. Remove the piston and connecting rod the acceptable limit is 3.6015 / 3.6025 in (91,
assemblies, crankshaft and all 48/91, 50 mm). Each new liner should be
component parts of the cylinder block as checked in three positions - top, centre and
bottom; the readings being taken transversely
detailed in the appropriate sections of this
and parallel to the centre line of the cylinder
manual. block at each position.
3. Remove cylinder head studs from the
cylinder block. Having fitted the new liners, the remainder of the
4. Press or draw the liners out through the re- assembly operations is reversal of the
top of the cylinder block ensuring no removal procedure.
The liners are of cast iron and unbored. These
damage is done to the parent bores (cast are interference fit in the cylinder block and
iron liners are interference fit and should require boring and honing in situ to a diameter
be removed with a heavy duty press). of 91,48/ 91,50 mm (3.6015/3.6025 inches).
For best results the bores should be diamond
Preparation for Fitting New Liners honed at an inclusive angle of 30° to 35°
followed by plateau honing at an inclusive angle
Great care must be taken in handling, transport of 15° to 35° to a finish of 0,8/1,2 microns (32/48
and storage of new liners. micro inches) centre line average.
After removal of the old liners, the parent bore
must thoroughly cleaned both in the top recess
of the liner flange and in the parent bore itself.
A check must be made to ensure that the whole
areas of contact with the liners in the cylinder block
are free from burrs, corrosion or damage.
Remove any burrs present. Ensure that the new
liner is thoroughly clean before fitting. If cleaning
fluid is used to wash the liner, it is important that
the liner be thoroughly dried and well oiled before
fitting.
Throughout the whole operation, extreme
cleanliness is essential as the entry of the
smallest particle of grit or other foreign matter is
sufficient to cause local distortion of the liner bore.
Fig. G 1 Cylinder liner / Hatch pattern

Model: X 3.3 Issue 8 - 2 - 2016
SECTION H
CRANKSHAFT AND MAIN BEARINGS
The crankshaft run in five pre-finished replaceable The thrust washers fit in recesses provided on
shell bearings lined with aluminum tin/copper lead. either side of the rear main bearing housing and cap.
The main bearings are located in position by 1. To renew the thrust washers, remove the
tabs fitting into slots machined in the bearing rear main bearing cap. Before doing this it will
housings. be necessary to release the lip seal and housing.
The seal at the rear end of the crankshaft is a 2. Remove the two bottom half thrust washers
lip seal fitted in a one-piece housing. from
the main bearing cap.
Fitting New Main Bearings and Thrust Washers
3. The two top half thrust washers can be removed
by sliding them round from one side with a piece
Under normal circumstances, by the time the
of wood or similar material and rotating them
main bearings and thrust washers require
until they can be removed.
renewing, the crankshaft will need to be
removed for regrinding. However, if for any 4. To fit new thrust washers, lightly coat the
reason one or more of the bearings or thrust two upper halves with lubricating oil and slide in
washers have to be removed or renewed for the recesses provided on either side of the rear
inspection, this can be carried out without main bearing housing. The steel side of the
removing the crankshaft from the engine. thrust washers should be towards the bearing
housing.
1. To remove a main bearing, take off the cap of
the bearing in question. For the rear main bearing 5. Renew the main bearing cap O - rings. Lightly
cap, see (1) in next column. coat outboards of the grooves machined in the
cap butt faces with jointing compound and ensure
2. Do not remove more than one bearing cap at that the grooves are free of jointing compound.
a time.
6. Place the two lower halves of the thrust
3. Slacken the remaining bearing cap setscrews washers on either side of the rear main bearing
one or two turns. cap and replace the cap.
4. Remove the lower half of the bearing from 7. The bearing cap securing setscrews should
the bearing cap. be pulled down with a torque wrench set to
the tension given on sec. B. Check crankshaft
5. With a suitable piece of wood push out the top end float.
half of the bearing by rotating it on the
crankshaft, applying the tool to the side opposite 8. Refit the lip seal and housing.
the bearing lip. The locating lips are on the
camshaft side of the engine. To Remove Crankshaft
6. Inspect the bearing shells and if they 1. Remove sump and lubricating oil pump (See.
require renewing, insert a new half bearing in Sec. K)
the top, inserting the plain end first. Fit new half
2. Remove crankshaft pulley.
bearing to cap.
3. Take off timing case front cover along with
7. Replace cap and tighten setscrews lightly water pump and remove idler gear.
before proceeding to the next bearing.
4. Remove starter motor, flywheel & flywheel
8. Having replaced the bearing and caps, pull housing. When removing the flywheel, fit two
down the setscrews with a torque wrench set guide studs in the crankshaft flange for Support.
to the tension given on Sec. B.
5. Remove connecting rod caps and big-end
bearings.
6. Remove the bolts securing the lip seal Housing

and remove the housing along with the seal.

Model: X 3.3 Issue 8 - 2 - 2016
Regrinding the Crankshaft:

Before proceeding to regrind the crankshaft
7. Remove the setscrews and remove main bearing caps and the following points should be checked to
half bearings. ensure it is suitable for further machining.
8. Lift out crankshaft. (a) The crank shaft should be crack-detected
before regrinding. It must, of course, be
Should it be necessary to replace the crankshaft gear, remembered to demagnetize the crankshaft
it should be ascertained that the scribed timing mark is to after crack-detecting, in order to remove any
the front when the gear is fitted. The distance piece polarization which may be present.
between the gear and the crankshaft be fitted with the
chamfer to the inside. (b) The main journal and crankpin diameters
should be checked to ascertain the next
If the main bearings are to be used again they should be appropriate under size to which the crankshaft
suitably marked so that they may be replaced in the can be reground, i.e., 0.25 mm (0.010 inch),
same position from which they were removed. 0.50 mm (0.020 inch), or 0.76 mm (0.030 inch).
See Fig. H1 below.
If the crankshaft requires to be reground below
0.76 mm (0.030 inches) it is recommended
that a new crankshaft is fitted.

Model: X 3.3 Issue 8 - 2 - 2016
CRANKSHAFT AND MAIN BEARINGS
During regrinding, all the limits must be adhered to, engine manufacturer be used as they are of
and the main journals and crankpins must be free special heat treated high-grade steel
from grinding marks. 9. When replacing the main bearing caps, ensure
that they are fitted in their respective positions,
Note: It is important that the RADII on the main also that they are fitted the correct way round. The
journals and crankpins are maintained. If these caps are numbered, No. 1commencing at the front of
are neglected, a fatigue fracture is liable to occur. the engine. Each cap is also marked with a serial
number and when fitted, this number should read in
After regrinding, the sharp corners on the oil holes line with the serial number stamped on the
should be removed and the crankshaft crack- cylinder block bottom face.
detected again and demagnetized.
For final tightening of the setscrews, a torque wrench
Replacing Crankshaft should be used, set to the tension given on Sec. B.
1. Ensure that all oil-ways are clear. When refitting the crankshaft pulley, ensure that
2. Check main bearing setscrews for stretch or the pulley setscrew is tightened to the correct
damage to threads. Affected setscrews must be torque as given on Sec. B.
scrapped. In no case should setscrews other than
those supplied by the engine manufacturer be used Re-assemble engine as required and to the
as they are of special heat treated high-grade steel. instructions given for the various operations.
3. Clean bearing housing and place top half
bearings in position. Lip Type Crankshaft Rear End Oil Seal
4. Place crankshaft in position.
5. Lightly smear the two upper thrust washers A circular, spring loaded, lip seal is fitted, which
with lubricating oil and slide in to the recesses locates on the periphery of the flange of the
provided on either side of the rear main bearing crankshaft. On production, this seal is fitted with
housing, with the steel side of the washers towards its rear face flush with the rear face of the single
the housing. piece housing.
6. Fit lower halves of main bearings to bearing caps
and place in position ensuring that the thrust This type of seal gets easily damaged and
washers on No. 5 main bearing cap are fitted hence extreme care should be taken when
correctly. handling and fitting it to its housing or to the
7. Renew the rear main bearing cap “O” rings. crankshaft. Any visual damage across the lip of
8. Lightly coat the rear main bearing cap butt a new seal will cause leakage and prevent
faces with Jointing Compound, only coat bedding in of the new seal.
outboard of the grooves machined in the cap
butt faces and ensure that the grooves are free The seal is designed to function correctly with
from jointing compound. In no case should the direction of rotation of the engine and for
setscrews other than those supplied by the identification purposes; the seal is marked with an
arrow.

Model: X 3.3 Issue 8 - 2 - 2016
Crankshaft and Main Bearings
To Fit Lip Seal in its Housing The seal and housing should be fitted, using
suitable seal guide as follows:-
In service, when a new seal is fitted to a worn
crankshaft, it should be pressed further into Clean the faces of the cylinder block and oil
the housing. In the first instance it can be seal housing, and the outside diameter of the
pressed in 3.2 mm (1/8 inch) for old type seals or crankshaft flange.
position “B” for new type seals or, if this position
has been used, to 6.4 mm (1/4 inch) for old type Check that the seal and the outside diameter of
seals or position “C” for new seals. the crankshaft flange are not damaged. Where a
new seal has been fitted, check that it is in the
If all three positions have been used, it may be correct position as previously detailed.
permissible to machine the worn sealing area
of the crankshaft flange but not the spigot Ensure that the two dowels are fitted in the
area on which the flywheel locates. (See Fig. H3) cylinder block. Coat the joint with jointing
compound and position the joint over the dowels in
When a new seal is fitted to a new or re- the cylinder block.
conditioned crankshaft in service, it should be
fitted in the production position. Using clean engine lubricating oil, lubricate the
crankshaft flange, the seal and the seal guide.
When pressing in the latest type seal, ensure that
the adapter has a suitable recess to clear the The lubrication of the seal is necessary to
protruding dust lip. prevent damage that may be caused by initial dry
running.
Before fitting the seal in the housing, carefully
examine the seal for damage, especially on Position the seal and housing on the seal
the lip and outside diameter. guide, locate the guide on the crankshaft flange
and gently press the seal and its housing into
Using clean engine lubricating oil, lubricate the position on the flange, locating the housing on its
outside diameter of the seal and the inside dowels (Ref. Fig. H. 4).
diameter of the housing.
Withdraw the guide and secure the housing
Press the seal into the housing to the required with setscrews and washers.
position, taking care that the seal is entered
and pressed in squarely, otherwise damage to
the outside diameter of the seal may occur, or if
it is not square in the housing when fitted to the
engine, it may leak.

Model: X 3.3 Issue 8 - 2 - 2016
SECTION I
TIMING CASE AND DRIVE
The camshaft is carried high up on the off-side of the cylinder

block, the construction of which eliminates push rods. To Replace the Timing Case Cover
It is driven from the front of the crankshaft by means 1. Clean the jointing faces of the timing
of helical gears. case and its cover using a new joint, refit
the cover and water pump taking care not
The timing gears are enclosed by a die-cast timing to damage the front crankshaft oil seal as
case cover. the cover is placed over the crankshaft front
end.
To Remove the Timing Case Cover
2. For purposes of centralizing the cover
1. Slacken the alternator mounting bolts and remove the fan around the crankshaft, insert the pulley on
belt to the crank shaft and fix the position of the
cover to the timing case by screwing in the
2. Slacken off the hose clips on the hoses fitted to the water setscrews. Remove the pulley and tighten
pump. all the setscrews to the timing case.
3. Remove the setscrew crank pulley and washer, the 3. Refit the engine breather pipe.
setscrew is of a normal right hand thread into the crankshaft. 4. Replace the crankshaft pulley, washer
and dognut or setscrew.
4. Remove the crankshaft pulley.
5. Refit the hoses to the water pump and
5. Remove the engine breather pipe. tighten the clips.
6. Remove the alternator 6. Replace the alternator linkage and fan
belt and tighten the alternator retaining
7. Remove the alternator adjustable linkage. bolts.
8. Remove the timing case cover setscrews. Two long bolts Timing Gears
pass through timing case to secure the cover to the rear of the
timing case. The camshaft and fuel pump are gear
driven by a hardened steel gear on the
9. Remove the timing case cover taking care not to damage crankshaft through two idler gears mounted on
the crankshaft front oil sea hubs, bolted to the front of the cylinder block.
Certain industrial applications are fitted with
To Renew the Crankshaft Front Oil Seal heavy duty idler gears. The fuel pump, camshaft
and idler gears are machined from high duty cast
iron.
1. Carefully extract the oil seal from the timing case cover
using a suitable press. The backlash between the crankshaft
gear and oil pump idler gear should be 0.25 mm
2. Locate a new seal in the timing case cover with the lip of the to 0.325 mm (0.010 to 0.013 inch) See Fig. J1
seal towards the inside of the cover.
3. Seals should be coated with jointing compound before

being pressed into the timing case cover bore.
4. Press the new seal in position using a suitable dolly to

ensure the seal is square in the bore of the cover.
Fig J1 Checking Oil Pump Idler Gear Backlash

Model: X 3.3 Issue 8 - 2 - 2016
To Remove the Idler Gears and Hubs

1. Remove the banjo bolt securing the oil pipe to
the lower idler gear hub. 7. Replace the oil pipe and banjo bolt to the lower
idler gear retaining plate. The upper end of the oil
2. Release the banjo bolt and remove the oil pipe by pipe must locate in a hole in the back of the timing
withdrawing it from the back of the timing case. case immediately above its lower idler gear.
3. Knock back the tab washers and remove the three 8. Secure the rocker assembly adjust the tappets
securing nuts. and fit the rocker cover.
4. Remove the locking washer and idler gear To Remove the Camshaft Gear
retaining plate.
1. Release and remove the three securing setscrews
5. Remove the lower idler gear. and washers.
2. The camshaft gear may now be removed from the

6. Remove the upper idler gear in the similar manner. camshaft.
7. The idler gear hubs may now be removed from the To Replace Camshaft Gear
studs located in the front of the cylinder block (See
Fig. J 2) 1. Remove upper idler gear and release the rocker
assembly to facilitate turning of camshaft. On the
8. Where necessary, replace idler gear bushings spigot of the camshaft will be seen the letter “D”
if fitted. These should be finished bored to stamped adjacent to a fixing hole and on the
50,79/50,82 mm (1.9998/2.0007 inch) and faced to camshaft gear another letter _”D”_ will also be seen
30,137/30,163 mm(1.1865/1.1875 inch) overall stamped adjacent to a fixing hole. Offer the
width. camshaft gear to the camshaft, ensure the holes
with the letter “D “stamped adjacent to them are in
To Replace the Idler Gears and Hubs. line.
2. Replace and secure the three washers and

1. The studs on which the hubs locate, are so setscrews.
positioned that the hubs will fit in one position only
and the boss at the rear of the hub locates in 3. Turn the camshaft until the tappets of No. 4
(be machined face of the cylinder block. Fit the cylinder are rocking i.e. both tappets have equal
lower and upper idler gear hubs which are lifts and this is the approximate position for
interchangeable. aligning timing marks.
2. Remove the rocker cover and release the rocker 4. Fit idler gear, aligning all timing marks and secure
assembly. the rocker assembly and reset tappet clearance.
3. Turn the crankshaft to T. D. C. No. 1 and No. 4

cylinders, i.e. with the key-way at the front of the
crankshaft uppermost.
4. Replace the two idler gears ensuring that all timing

marks align.
5. Replace the idler gear retaining plates, which will

only fit in one position on the
studs. The lower retaining plate has a threaded
hole to take the oil pipe banjo bolt.
6. Fit new locking washers and replace the securing
Fig. J 2 Idler Gear Hub Location

Model: X 3.3 Issue 8 - 2 - 2016
To Remove the Fuel Pump Gear

pump driving gears is located to the slot in the fuel
1. Remove the idler gear. pump shaft, secure the gear to the pump by the
three setscrews and locking plate, taking care
2. Release and remove fuel pump gear not to cant the gear to the pump.
securing setscrews.
3. Tighten the three securing nuts of the FI
3. Remove fuel pump gear, taking care not Pump Flange.
to damage the dowel.
4. Replace the inspection cover to the timing
case front cover. Connect the oil feed pipe to FIP.
To Remove the Fuel Injection Pump
5. Replace the throttle and stop control.
The fuel pump is secured to the back of the timing
case on the left-hand side of the engine and the fuel 6. Refit all the fuel pipes to the pump.
pump driving gear is securely attached to the shaft
of the pump by three set screws. The location of the To Replace the Fuel Pump Gear
gear to the pump shaft is determined by a dowel.
1. If necessary fit dowel into fuel pump gear.
On the timing case front cover is a small inspection
cover and removal of this cover gives access to the 2. Replace gear, locating dowel between gear
setscrews securing the driving gear to the pump. and fuel pump.
3. Replace and secure washers and setscrews.
1. Turn the engine to T . D . C . No.1 c y l i n d e r
on compression.
4. Refit idler gear, aligning all timing marks.
2. Remove the fuel pipes to the pump and blank off To Remove the Camshaft
all ports against the ingress of dirt.
1. Remove the rocker shaft assembly as
3. Remove the throttle and stop controls from previously described.
the governor housing of the pump. Disconnect
oil feed pipe from the pressure oil gallery 2. Remove t h e timing case cover
connecting to FIP. as previously detailed.
4. Remove the cover from the timing case front 3. Turn the crankshaft until all the timing marks
cover. are aligned.
5. Carefully remove the three setscrews and 4. Lift the tappets and remove the camshaft and
washers securing the gear to the fuel pump, gear from its location in the cylinder block taking
great care care not
must be exercised in removing these setscrews to damage the journals, cams or tappets.
for should one be dropped into the timing case,
considerable time and labor would be involved in To Replace the Camshaft
recovering it. 1. Lift the tappets, and carefully fit the camshaft
and gear continuously turning the camshaft. Take
care not to damage the journals, cams or tappets.
6. Release and remove the three nuts, plain Make sure the timing marks on the idler gear
and spring washers securing the flange of the and camshaft are aligned correctly.
fuel injection pump to the back of the timing case.
2. Replace timing case cover.
7. Remove the fuel injection pump.
3. Refit the rocker shaft and reset the tappets.
To Replace the Fuel Injection Pump.
4. Replace cylinder head cover.
1. Check that the slot in the fuel pump shaft is
in approximate position to the dowel in the gear Camshaft Thrust
and
The camshaft thrust washer is located by a pin in
offer the pump to the three studs on the back of the the recess provided at the front end of cylinder
timing case and retain with the three plain and block camshaft tunnel.
spring washers and nuts, but do not tighten the
nuts. Further the camshaft end float is taken up by a
2. After ensuring that the dowel in the fuel steel spring riveted to the timing case front Cover
.

Model: X 3.3 Issue 8 - 2 - 2016
To Remove the Timing Case

11. Remove the setscrews and washers securing
1. Remove the timing case cover as previously the timing case to the block and with a light tap
detailed. remove the timing case from the cylinder block.
2. Release and remove the rocker shaft assembly.
3. Remove the sump as explained under “Lubricating To replace the Timing Case
System “ (Section L).
1. Fit a new gasket to the cylinder block front face and
4. Remove timing case bottom cover. replace the timing case.
5. Release the banjo bolt from lower idler hub and 2. Replace timing case bottom cover ensuring it is
remove the oil pipe by withdrawing it from its correctly aligned with the front face of the timing
locating hole in the back of the timing case. case.
6. Unscrew the idler gear retaining nuts and remove 3. Secure the fuel injection pump to the back of the
the locking washer, idler gears, and spigots. timing case matching the scribed marks.
7. Lift the tappets and remove the camshaft, 4. Turn the engine crankshaft until No. 1 piston is at
complete with its gear, taking care not to damage top dead centre (key on the front of the crankshaft
the cams or bearing journals. vertically upwards)
8. Release the three setscrews and remove the 5. Fit the fuel pump gear to the fuel pump, locating the
driving gear from the fuel pump. dowel between gear and pump.
9. Remove all cables and pipes from the fuel injection 6. Lift the tappets and replace camshaft and its gear,
pump. When removing the high pressure pipes turning the camshaft as it is being entered into the
from the pump, release the pipes at the injector end camshaft tunnel.
and remove the pipes.
7. Replace the idler gears on their hubs with the
10. Unscrew and release the three nuts, spring timing marks on the crankshaft gear, fuel pump
washers and plain washers securing the fuel gear, camshaft gear and idlers in line.
pump flange to the timing case and remove the
fuel injection pump. Ensure that all inlet and outlet 8. Replace the sump as described in the “Lubricating
connections of the fuel injection systems are System”
effectively sealed against the ingress of dust and dirt
by the use of suitable caps and plugs. 9. Replace the timing case cover.
10. Refit all fuel pipes and controls.

Model: X 3.3 Issue 8 - 2 - 2016
SECTION J
TIMING
Timing Gears assembly Fig. K 1. Timing Gears
The crankshaft timing gear is key located and press fitted on to the front of the crankshaft, to a high degree
of accuracy during manufacturing. This enables precise timing being maintained during the life of the
engine.
The crankshaft gear drives the idler gear, which is attached to the front of cylinder block. The idler gear
then drives the camshaft and the injection pump.
The timing or the resetting of the timing can be simply and quickly carried out if the following instructions
are borne in
mind. It is well to remember that the removal of the cylinder head does not in any way affect the timing
of the engine.
Inlet Valve Opens … 13º B.T.D.C
Inlet Valve Closes … 43º A.B.D.C
Exhaust Valve Opens … 46º B.B.D.C
Exhaust Valve closes … 10o A.T.D.C
Valve Overlap period … 26º
Total Inlet open period … 236o
Total Exhaust open period… 236o
Tappet Clearance … 0,30 mm (0.012”) Inlet

& Exhaust
Injector Pressure … 240 bar (APREB)

Model: X 3.3 Issue 8 - 2 - 2016
Timing Marks
When the engine is timed at the factory, certain “D” stamped adjacent to one of the fixing holes is
marks are stamped on the gears, so that if for any in alignment with the letter _D _ stamped on the
reason the timing has to be broken, then the camshaft hub. Fit the fuel pump gear. This is
engine can easily be reset to its original timing. dowelled and will only go in one position (Ref.
Annexure for timer fitting and removal
The method of marking is as follows :- procedure).
With the engine timing correctly set, the engine is Check that the fuel pump is correctly fitted to
turned until No. 1 piston is at T. D. C. on its the engine with the scribed line on the mounting
compression stroke. In this position, scribed flange in line with the scribed line on the rear
lines or centre punch marks are marked on the face of the timing case. With the crankshaft
idler gears to correspond with lines or centre gear fitted, replace the idler gear ensuring the
punch marks on the camshaft, fuel pump and timing marks coincide (See Fig. K. 1).
crankshaft gears respectively (See Fig. K1).
After testing the engine, final adjustments may
be necessary to find the perfect injection point.
FUEL INJECTION PUMP TIMING MARKS Adjustment may be made by releasing the fuel
On the fuel pump mounting flange is a scribed pump securing setscrews and turning the pump
line which, when the fuel pump is fitted should in the direction required. Turn the engine until
coincide with a scribed line on the rear face of the valves of No.4 cylinder are rocking
the timing case providing these scribed lines i.e. both valves have equal lift. In this position se
are in alignment and the fuel pump gear the clearance between rocker lever and No. I
correctly fitted, then the fuel pump timing cylinder inlet valve to - 0,80 mm (0.031 inches) .
should be correct.
Now turn the engine in the normal direction of
To Reset Engine Timing rotation until the tappet of No. 1 inlet valve just
tightens.
Remove injector’s At this point, No. 1 piston should be at T.D.C.
This can be checked by examining the T.D.C
Bring No. 1 piston to T. D. C., No. 1 piston being mark on the engine flywheel. The tolerance for
on its compression stroke. The T. D. C. that has valve timing is plus or minus 2½° .
been obtained can be checked by examining the It should be noted that no adjustment is provided
flywheel where the T. D. C mark should be for valve timing. Provided the gear is correctly
central within the inspection aperture, or the fitted to the camshaft (see previous remarks) then
front of the crankshaft scribed mark on pulley the timing can only be out by one or more teeth.
should be at the top of its periphery if provided.
When the timing is found to be correct, adjust
Fit the camshaft gear ensuring the letter the valve clearance to 0, 30 mm (0.012 inch) Cold.

Model: X 3.3 Issue 8 - 2 - 2016
SECTION K
LUBRICATING SYSTEM
OIL PUMP ASSY
Type …Rotor
Lubricating Oil Pressure …2.1 ~ 4.2 kgf/cm2 (30 ~ 60 lbf / in2) at
max. engine speed and normal working temperature.
RELIEF VALVE
Type … Spring loaded plunger
Pressure Setting … 3.52 ~ 4.57 kgf/cm2 (50 ~ 60 lbf/in2)
OIL FILTER
Type … Full Flow –SPIN ON TYPE
By pass valve setting …0,91~1,2 kgf /cm²
Note : Lubricating oil Data in Section O.
The importance of correct and clean lubrication cannot be stressed too highly and all references to engine oil
should be taken to mean lubricating oil which falls within the specifications given in the Section Q. Care should
be taken that the oil chosen is that specified for the climatic conditions under which the engine is operated.
The sump should be filled with a suitable lubricant to the correct level but do not attempt to overfill above the full mark.
Before filling or checking the dipstick, ensure the application is on level ground.

Model: X 3.3 Issue 8 - 2 - 2016
Oil Circulation
The system of lubrication (Fig. L.1) comprises through which oil is fed to the bearing surfaces of
pressure feed to main and big end bearings, the hub gear.
camshaft bearings, rocker shaft and timing drive.
Secured to the gear retaining plate is a pipe, the
The pump draws oil through the strainer from the
sump and delivers it by a pipe inside the crankcase other end of which is located in a blind hole in the
through a drilling in the side of the cylinder to the timing case to prevent the pipe from turning. A
lubrication oil filter. small hole in the pipe allows oil to spray on to the
teeth of the lower idler gear.
Oil passes through the filter and then through an
internal drilling in the cylinder block to the pressure rail Upper Hub
which is an internal passage within the crankcase
Holes drilled in the crankcase webs feed oil from the A transverse drilling across the front of the
pressure rail to the main bearings and holes in cylinder block from the main oil gallery feeds oil
the crankshaft webs carry oil to the big end bearings. under pressure to an external pipe located on
Surplus oil returns to the sump. the camshaft side of the engine. This pipe in
turn is Coupled to another transverse drilling,
An oil seal prevents oil leaking along the crankshaft at which connects with the oil passage in the rear
the rear end and oil thrown from this seal returns to face of the upper hub, from which the bearing
the sump. surface of the hub is lubricated.
The small end bushings are lubricated by splash Fuel Injection Pump
and lubricating oil mist.
A drilling from the main oil gallery lubricates FIP
Running across the front of the cylinder block is an by means of a pipe connected to FIP from the oil
internal passage which connects with the pressure gallery.
rail.
The oil comes out from this passage on the camshaft Oil Pressure
side of the engine and is delivered along an external
pipe to the lower drilling in the centre camshaft See that oil pressure is registered on the display
bearing journal. panel..
As the cam shaft revolves, oil is picked up and carried The actual pressure may vary with individual engines
round in the narrow slot machined on the centre but the oil pressure at maximum engine speed
camshaft journal until it escapes through the upper and normal working temperature should be 2.1 to
drilling in the camshaft tunnel. The oil then flows 4.2 kgf / cm2 (30 to 60 lbf / in2)
through a pipe to the cylinder head whence
another pipe conveys it to the hollow rocker shaft There will be a pressure drop whilst idling and a
which feeds oil to the rocker lever bushings, etc. slight decrease in normal working pressure when
the engine is hot.
It will be appreciated that owing to the small capacity
of the slot on the camshaft journal, only a reduced If the oil pressure as registered on the display
quantity of oil can pass to the rocker shaft during panel is below normal, check the following in the
each revolution of the camshaft. order given below:
The overflow of oil from the rocker shaft flows from If the oil pressure when verified is below normal,
the cylinder head into the camshaft tunnel and from check the following in the order given below:
the front of the tunnel on to the timing gears and then
returns to the sump. 1. Dipstick. Ensure the sump oil level is up to the
“full “ mark.
Lubrication of the timing gear idler hubs is by a 2. Oil pressure sensor: Check functioning of
force sensor.
feed. 3. Lubricating oil filter. May be choked.
Renew element.
Lower Hub 4. Sump strainer may be choked. Remove, clean
and replace.
A drilling from the front face of the cylinder block 5. Lubricating oil pump. Ensure that suction
into the main bearing oil gallery, is aligned with a and delivery pipe is tight.
drilling which passes through the axle of the hub, 6. Oil pressure relief valve. Foreign matter may
connecting with a transverse hole in the hub, be preventing valve from closing.

Model: X 3.3 Issue 8 - 2 - 2016
LUBRICATING OIL FILTERS
The importance of using clean lubricating oil in the To Replace the Element
first place, and providing means to ensure that it is
always clean in use, is hardly second to the 1. Unscrew and discard old oil canister.
importance of cleanliness in respect of the fuel.
2. Clean the filter head and the threaded
It is imperative, therefore, that lubricating oil filters are adaptor.
not neglected. Moreover, if the periodical attentions
herein recommended are carried out and the correct 3. Using clean engine lubricating oil, liberally
grade of clean oil used, a very long life can be obtained oil the top seal of the replacement canister.
from the engine.
4. Fill the new canister with clean
To ensure cleanliness, filters are incorporated. lubricating oil, allowing time for the oil to
filter,through the element. Screw the
1. Sump Strainer. replacement canister on to the filter head
until the seal just touches the head.
2. Main (full flow) Filter.
5. Run the engine and check for leaks.
The sump strainer consists of a perforated container Check the oil level after running and top up as
which is fitted over the suction pipe of the oil pump. Necessary.
This strainer requires no special attention, but it Oil Pressure Relief Valve: The oil relief
should be cleaned every time the sump is removed. valve which is located in the oil pump body
prevents the pressure becoming
excessive as might otherwise happen when
Main (Full Flow) Filter
the oil is cold.
This filter is SPIN –ON , disposable type Elements
should be renewed not cleaned, at the appropriate time, The relief valve comprises a spring loaded
as given in Section C. plunger.
When the pre-determined pressure

setting is exceeded, the valve opens and
some of the oil is released to return to the
sump. That continues until the oil warms up
and flows at the desired pressure. The
valve then closes.
55
Model: X 3.3 Issue 8 - 2 - 2016
When to Renew the Oil To Remove Oil Pump
The oil in the sump must be drained in Remove sump (see previous heading).
accordance with preventive maintenance, Sec. C,
and replaced by clean new oil of a specification Remove three setsweres at the bottom of
suitable for the climate (Ref. Sec. Q). the timing case front cover and the two
nuts at the bottom of the timing case
To Remove Sump when the timing case bottom half can be
• Remove drain plug and drain off oil. removed.
• Remove dipstick. Disconnect the delivery pipe from the oil

pump to cylinder block.
• Remove all setscrews securing sump to
crankcase and lower sump. Remove circlip and move idler gear forward
To Replace Sump Unscrew the three setscrews securing the

oil pump to the front main bearing cap and
Remove all traces of old joints and cork stripes remove oil pump. See Fig. L2 above.
from timing case bottom cover and rear main bearing
cap. To Dismantle Oil Pump
Lightly smear crankcase faces with a thin coating Remove suction and delivery pipes.
of jointing compound and place joints in position Remove idler gear.
ensuring all holes lined up.
Using a screw driver, unscrew the three
When placing joints in position, it is important that screws and remove the pump end plate.
the mitred ends go right up into the recesses of the
timing case bottom cover and rear main bearing cap. The outer rotor can then be removed.
Lightly coat cork joints with jointing compound and The oil relief valve is located in the
place in the grooves provided in the timing case body of the lubricating oil pump. It is an
bottom cover and rear main bearing cap. Place sump adjustable valve but unless special test
in position and screw setscrews tightly home. equipment is available, no attempt should
be made to dismantle it. The breaking
Where applicable, replace setscrews securing rear pressure is set and adjusted before the
of sump to flywheel housing. Tighten setscrews engine leaves the works.
securing sump to crankcase.
Replace dipstick sump drain plug and fill oil.
56
Model: X 3.3 Issue 8 - 2 - 2016
Inspection
To Re-assemble the Oil Pump
The clearances for new pumps are given in
• Replace outer rotor, inner rotor and shaft in oil
Section B.
pump body.
1. Thoroughly clean all parts and inspect
• Replace end cover and secure with three
the rotors for cracks or scores.
screws.
2. Install the outer rotor in the pump body
making sure the chamfered edge of the
rotor enters the pump body first. Check • Prime Lub-Oil Pump with oil before fitting.
the clearance between the maximum
diameter of the inner rotor and the To Refit Oil Pump
minimum diameter of the outer rotor at all
points (Fig. L3). • Fit oil pump to front main bearing cap and
secure with three setscrews.
3. Check the clearance between the
outer rotor and the pump body (Fig. L4). • Secure idler gear with circlip. Replace
suction and delivery pipes
4. Check the clearance between the top
of the rotors and the end of the pump • Replace timing case bottom half and secure
body with feeler gauges and straight with two nuts and washers to timing case.
edge (Fig. L5).
• Replace the setscrews at the bottom of the
Note : Should an oil pump be worn to timing case front cover.
such an extent is adversely affects
the working oil pressure then a • Replace sump in accordance with
replacement pump should be previous instructions.
obtained. The component parts of
the oil pump are not supplied • Before starting, the engine should be turned
individually therefore if any parts over whilst operating the stop control, until
require replacing a replacement oil pressure is registered.
assembly should be fitted.
57
Model: X 3.3 Issue 8 - 2 - 2016
SECTION L
COOLING SYSTEM
1.
1. Radiator Cap
Radiator Cap
6 7 8
1 2. Radiator
3. Fan
2 4. Water pump
3 5. Inlet Hose
4 6. Outlet Hose
7.
7. Thermostat
Thermostat
5 8. Cylinder Head
9.
9. Cylinder
Cylinder Block
Block
• System Type … Thermosyphon – Pump assisted

• WATER PUMP Type …Centrifugal
• Coolant Capacity – Engine Only…5.8 liters (approx)
• THERMOSTAT
o Type … Wax
o Opening temperature …750 ± 20 C
o Fully Open …890 ± 2OC

Model: X 3.3 Issue 8 - 2 - 2016
Water Pump -Low Position

The cooling water is circulated by a centrifugal type Fan Belt Adjustment
pump which is mounted on the front of the timing case
cover. It is driven by V belt from the engine crankshaft Belt tension should be adjusted so that,
and provision is made for fitting a fan on the front end of without undue pressure, the belt can be
the water pump pulley. depressed approximately 10 mm (3/8 inch)
with the thumb applying pressure at a point
The pump does not require greasing as the bearings are midway between the water pump and
treated with special quality grease before assembly. crankshaft pulley.
Adjustment of the belt tension is achieved by altering

the position of the dynamo/alternator. Release
the
dynamo/alternator adjusting link and support
bracket bolts. Move the dynamo/alternator to
give the correct tension and then tighten the bolts
and re-check the tension.
Important:
When a new belt has been fitted it is advisable to
check the belt tension after a few hours running to
ensure that no initial stretching has occurred.
To Remove Water Pump

Fig. M 3 Checking Impeller clearances (LP) • Remove fan.
• Slacken alternator securing setscrews and
remove fan belt.
• Remove water pump inlet outlet, outlet and
bypass hose connections.
• Unscrew nuts or setscrews securing the water
pump and remove.
Fig. M 4 Water Pump cut section (LP)

Model: X 3.3 Issue 8 - 2 - 2016
To Dismantle Water Pump • Remove the unitized seal from the shaft.
The shaft and bearings are manufactured
• Remove the water pump pulley using a as one component and cannot be
suitable tool. The tapped holes in the dismantled.
pulley can be utilized for this purpose. (Ref.
Fig. M 2). • To Re-Assemble Water Pump
• With the shorter end foremost, press the
• Press the water pump shaft complete with shaft and bearing assembly into the rear of
bearings and impeller from out of the rear of the water pump body until the bearing
the pump body. Press the shaft and bearing housing end is flush with the front of the
assembly out of the impeller.
water pump body. Fit the unitised seal.
• Supporting the shaft at the front end,

press the impeller with blades inwards on Thermostat
to the rear of the shaft until a dimension of
0.010 in (0, 25 mm) to 0.020 in (0, 51 mm) A thermostat is fitted in the cylinder head water
is obtained between the blades of the outlet to assist in providing a shorter warming up
impeller and the pump body. (Ref. Fig. M 3) period for the engine. The thermostat can be
removed after the water outlet connection and
• Turn the pulley to ensure free rotation. joint have been removed. Where thermostatic
control is not required the thermostat is replaced by
• Supporting the shaft at the impeller end, a sleeve to seal off the bypass port.
press on the water pump pulley until the
front end of the fan mounting face is 109.5 To check the thermostat, suspend it in water and
mm (4.3125 inch) from the rear face of the heat gradually. With a thermometer, check that
pump body. (Ref. fig. M 4) the thermostat operates at the temperatures given
in Section B. If it is faulty, it should be renewed - no
• Recheck the clearance between the attempt should be made to adjust a faulty
impeller blades and pump body, and spin Thermostat.
the assembly to ensure freedom of
movement.
To Re-fit Water Pump to Engine

• Fit new water pump joint, using jointing
compound and tighten the four securing
nuts with spring washers.
• Connect up water pump inlet, outlet and
bypass hose connections.
• Replace fan belt and adjust tension.
• Replace fan.

Model: X 3.3 Issue 8 - 2 - 2016
SECTION M
FUEL SYSTEM
The principal components of the equipment for working parts may damage it and diminish its
delivering the fuel oil to the engine are as follows: accuracy of operation. Hence the importance of
1. Filters ensuring that the fuel is thoroughly filtered before it
2. Fuel Lift Pump reaches the pump.
3. Fuel Injection Pump. When requesting information regarding the fuel
4. Injectors. pump, the type and number should be quoted.
This can be obtained from a plate fitted to the
So accurate is the manufacture of the fuel pump gallery above the inspection plate.
Injection equipment that the importance of
cleanliness when handling fuel cannot be Fuel Pipes
overstressed.
No two of the pressure pipes from the fuel pump
Adequate filters are provided in the system, but to the injector’s are alike. Keep this in mind when
much can be done by the operator to ensure that replacing.
the equipment is maintained in first class condition. Examine the nipples which will be found on each
end of these pipes.
All fuel used must conform to No. 2 Diesel Fuel
(ASTM 975 )and must be clean, free from water, If the union nuts at any time have been
suspended dirt and other foreign matter. Filtering over tightened, the nipples may have been
of fuel before it enters the tank will help, and damaged. If so, leakage will result and the
regular filter changing will ensure that only complete fuel pipe will have to be replaced.
perfectly clean fuel reaches the fuel injection
pump. In this connection, bear in mind that the
working pressure which these joints must
sustain is several thousand pounds per square
In a pressure fed system, the lift pump lifts the inch. Only a perfect joint is satisfactory.
fuel from the tank via the pre-filter (if fitted) and
then passes it through the Fuel filter (provided Offer up the pipe to the fuel pump and injector
with Water Separator) to the fuel injection pump, unions to check that the pipe fits square at both
which delivers it in measured quantities and at ends. Do not fit one end and then bend the pipe to
appropriate intervals, to the injector’s. square it with the other union.
The Fuel Lift Pump (Pressure Fed System Only) When fitting the pipe, tighten the unions alternately
a little at a time, first one end and then the other.
The lift pump is of the plunger type and is driven by If the pipe is square to the unions at each end
a cam of the camshaft of the fuel pump, on the side as described above, no force will be needed to
of which it is fitted. make a good joint. No force should be used.
A hand primer is fitted for use if the supply of fuel Use only a standard open ended spanner.
from the tank has at any time failed, and for
bleeding. If the union is tightened excessively, the nipple
may be damaged. The same danger exists if the
pipe is not square to and central with the union.
The fuel pump is an instrument of precision.
Its working parts are made to extremely fine When changing an injector, always remove the pipe
limits and mishandling in any shape or form, or entirely. Never undo only one end leaving the other
the entry f the smallest particle of dirt into its tight. Never bend the pipe.

Model: X 3.3 Issue 8 - 2 - 2016
Fuel System It is no use taking injectors out for attention

Injectors
unless an injector testing pump is available or
spare injector’s are at hand for substitution. The
nearer the ideals of good fitting with adequate
Each injector consists of a steel body, held to the
cooling and absolutely clean fuel are realized, the
cylinder head by means of a flange and two studs or a
less attention the injector’s will need and so
bracket with one stud and nut.
the longer their efficient life. In this connection,
since there is no other item upon which the
The joint between the injector and cylinder head is made
performance of the engine depends so much, it
by a special copper washer between the lower face of the
pays the used handsomely to see that the
injector cap nut and the recess in the cylinder head.
engine never runs with any of its injector’s out
of order.
When preparing to fit the injector in its place in the cylinder
head, care should be taken that only special type of copper
washer is used to make this joint. The recess in the Troubles in Service
cylinder head, the faces of the copper washer and the
corresponding face on the injector holder cap nut The first symptoms of injector trouble usually
should be perfectly clean if a leak proof joint is to result. fall under one or more of the following
headings:
It is advisable to fit a new joint washer when the
injector is replaced, after having been removed for any 1. Misfiring.
reason. 2. Knocking in one (or more) cylinders.
3. Engine overheating.
Ensure that the old washer has been removed from the 4. Loss of power.
cylinder head or injector. 5. Smoky exhaust (black).
6. Increased fuel consumption.
Only washers specially made for the purpose should be
used and none other. On no account should ordinary Often the particular injector or injector’s
sparking plug type washers be used. causing
trouble may be determined by releasing the
The injector can now be fitted in place, together with the pipe union nut on each injector in turn, with
dust shield, care being taken to see that it is an easy fit in the engine running at a fast “Tick-over:. This
the cylinder head and on the holding down studs, so that will prevent fuel being pumped through the
it can be placed down on the copper joint without force injector to the engine cylinder, thereby altering
of any kind. The nuts on the flange should then be the engine revolutions. If after slackening a
tightened down evenly in order to prevent the injector pipe union nut the engine revolutions remain
nozzle being canted and so “nipped “ in the cylinder head. constant, this denotes a faulty injector.
This is very important since any unevenness in tightening
down may cause distortion of the injector nozzle After stopping the engine the nuts from the
resulting in its failure and will most certainly result in flange of the doubtful injector should be
blow by. removed and the complete unit withdrawn
from the cylinder head and turned round,
Maintenance injector nozzle outwards, unwiped on its pipe,
and the unions re-tightened.
Injectors should be taken out for examination at regular
intervals. How long this interval should be is difficult After slackening the unions of the other
to advise, because of the different conditions under injector pipes (to avoid the possibility of the
which engines operate. engine starting), the engine should be turned
until the injector sprays into the air, when it
When combustion conditions in the engine are good and will be seen at once if the spray is in order. If
the fuel tank and filtering system are maintained in first the spray is unduly “wet” or “streaky” or
class order, it is often sufficient if the injector’s are tested obviously complete unit should be replaced,
at lengthy intervals. For detailed times refer to the faulty unit being securely wrapped in
_Maintenance _ Section C. clean paper or rag for attention on the
maintenance bench.
Great care should be taken to prevent the

hand from getting into contact with the
spray, as the working pressure will
cause the oil to penetrate the skin with
ease.

Model: X 3.3 Issue 8 - 2 - 2016
Injector Pressures or by loss of power or speed drop or f black

smoke from the exhaust.]
No attempt should be made to service or reset,
the pressure of an injector unless the proper
equipment is available. Heavy Duty(Option) Air cleaner /
Maintenance
When renewing injector’s, reference should
be made to the appropriate Parts List to ensure The Heavy Duty Air Cleaner (HD A/c) r is
fitment of the correct type. provided with paper elements. The elements
are not to be removed and cleaned but should
be replaced whenever the element is found
AIR CLEANERS
heavily choked which would be identified by
restriction indicator or by loss of power or
The time period for cleaning the air cleaner
speed drop or emission of black smoke from
depends on operating conditions. Therefore under
the exhaust.]
extremely dusty conditions, the time limit
recommended for cleaning should be decreased
It should be ensured that the hose
connections, and their clips between the air
The correct maintenance of the air cleaner
cleaner and the air inlet manifold of the
will greatly assist in extending the life of the engine.
engine are secured and are airtight.
The Normal Duty Air cleaner elements are not to be
Care should be taken to see that no
removed or cleaned or tapped but should be
unfiltered air enters the system through these
replaced whenever the element is found choked
connections.
which would be identified by restriction indicator
Fig. N 1 Typical Fuel Pipe Layout

Model: X 3.3 Issue 8 - 2 - 2016
SECTION N
FLY WHEEL AND FLY WHEEL HOUSING
Alignment of the Flywheel Housing and Flywheel This facing should be within the limits given in the
table (total indicator reading) of being truly at right
It is most important that the flywheel housing be angles to the crankshaft axis.
correctly aligned with the crankshaft. Misalignment may
give rise to difficulty in changing necessary for a complete All adjustments to bring the flywheel housing
overhaul, the greatest care must be taken on within the limits must be on the flywheel housing
replacement to ensure Accuracy of alignment. The and under NO CONDITIONS must the rear of
appropriate procedure is as follows:- the cylinder block be interfered with.
When the housing properly aligned to the above
• See that the face of both rear of the cylinder limits, tighten the securing nuts evenly.
block and flywheel housing are perfectly clean
and free from burrs. Ream the dowel holes and fit the correct length
and size dowels.
• Set the housing on to the studs and tighten, but
not over tight so as to allow adjustment. Fitting Flywheel and Checking Alignment
Alignment of the Flywheel Housing Bore With the flywheel and crankshaft flange perfectly
clean and free from burrs and with two suitable
• Secure the base of a _clock _ gauge to the guide studs fitted in the crankshaft flange, position
flange of the crankshaft. the flywheel on the crankshaft.
Insert the setscrews complete with locking plates
• Set the needle of the gauge to the inside of the into the flywheel holes and tighten evenly.
bored hole in the flywheel housing.
Secure the base of the _clock _ gauge to the
• Turn the crankshaft and check that this is flywheel housing. With the flywheel at top centre,
truly central. The housing is adjusted until it is set the needle of the gauge on the periphery at
central. T.D.C.
• For convenience in turning the engine it is Turn the crankshaft and check the clock, the
advisable to release (but not remove) the nuts flywheel should run truly within 0.30 mm / 0.012
holding the injector’s in place. inch) [total indicator reading].
• The flywheel housing bore should be truly With the base of the _clock _ gauge still bolted
to the flywheel housing, adjust the clock so as to
central with the crankshaft within the limits given set the needle against the vertical machined face
in the table (total indicator _reading). of the flywheel.
Alignment of the Flywheel Housing Face Again turn the crankshaft and check the clock.
The flywheel should be truly at right angles to the
With the face of the _clock gauge _ still bolted to the crankshaft axis within the limit of 0,025 mm (0.001
crankshaft flange, adjust the _clock _ so as to set inch) per inch (25 mm) of flywheel radius from
the needle against the vertical machined face of the the crankshaft axis to the clock gauge plunger
flywheel housing, and again turning the crankshaft, (total indicator reading).
check that this face is perpendicular to the crankshaft
When the flywheel has been checked for correct
axis. When carrying out this check, the crankshaft alignment, lock setscrews with locking plates.
should be pressed forward to take up end float. Finally grease the spigot ball race if fitted.
Limits for Flywheel / Housing Alignment

Housing Dia.
Over 362 mm (14¼ inch) to 511 mm (20 inch) : 0.20 mm (0.008 inch)
0.20 mm (0.008 inch)
0.20 mm (0.008 inch)

Model: X 3.3 Issue 8 - 2 - 2016
SECTION O
Approved Lubricating Oils
Lubricating oils should meet the requirements of the API CH-4/SJ, CES 20071,CES
20076 . We recommend use of SAE 15W40 API CH-4 engine oil .
The said oil offers much superior all round engine protection, reduced oil consumption,
improved filter life, reduced downtime, and superior control on soot thickening ----
leading ultimately to longer engine life.
Typical Characteristics
SAE Grade 15W-40

Kinematic Viscosity, cSt @ 40oC 114.9
Kinematic Viscosity, cSt @ 100oC 15.3
Viscosity Index 139
TBN, mg KOH/g (ASTM D 2896) 10.3
Pour Point, oC, max. -30
Sulphated Ash, % wt. 1.35

Page 58 of 62
Model: X 3.3 Issue 8 - 2 - 2016
Section P
FIP Spill Timing.
Loosen the screw of clamp and remove
Loosen the No.1 delivery valve holder and remove.
Remove the delivery valve.
Refit the delivery valve holder and fit the swan neck
pipe.
Connect fuel line to FIP as shown.
Open the fuel cock and ensure fuel flows.
Move the FIP towards engine until the fuel flow stops
and starts dribbling. (One drop per 6~10 sec.) Close the
fuel cock.
In this position tighten the three screws securing the FIP

flange to the timing case.
Remove the fuel connection, swan neck pipe. Fit

delivery valve and tighten the holder.
Fit all other connections removed earlier- in reverse

order

Model: X 3.3 Issue 8 - 2 - 2016
SECTION Q
FLY WHEEL HOUSING AND FLY WHEEL WITH SPILL TIMING AND TDC MARKS
The Spill Timing Mark and TDC Mark shown on the periphery of the flywheel. These marks
are to be matched with pointer on flywheel housing for respective positions.

Model:X3.3 Engine Issue 8 - 2 - 2016
Service Tools
Tools Description Part number
Valve Spring Compressor

with adaptor A056S555
Piston ring compressor A056S625
Basic Puller A056S742
Valve Seat Cutter A056S621
Piston height and valve depth A056S442

gauge
Pump spill pipe A056S746
Oil filter Remover A056S629

Model: X3.3 Issue 5 - 10 - 2015
Tools Description Part number
NA
NA
NA
NA
NA
NA

Cummins Power Generation Cummins Power Generation Cummins Power Generation 10
rd
1400 73 Avenue NE Columbus Avenue Manston Toh Guan Road #07-01 TT
Minneapolis Park International Tradepark
MN 55432 Manston Singapore 608838
USA Ramsgate
Kent CT12 5BF
United Kingdom
Tel: +1 (763) 574-5000 Tel: +44 (0) 1843 255000 Fax: +44 Tel: (65) 6417 2388
Fax: +1 (763) 574-5298 (0) 1843 255902 Fax: (65) 6417 2399
e-mail: pgamail@cummins.com e-mail: cpgk.uk@cummins.com e-mail: cpg.apmktg@cummins.com
Web: www.cumminspower.com Web: www.cumminspower.com Web: www.cumminspower.com
Cummins Power Generation India Cummins Power Generation

Cummins India Office Campus Rua Jati, 310 – Cumbica
Tower A, 6th Floor Guarulhos –SP
Survey No.21, Balewadi Brazil
Pune 411045, India CEP: 07180-900
Tel.: +91 20 67067000, 30197000 Tel.: (55 11) 2186 4195
Fax: +91 20 67067011/16 Fax: (55 11) 2186 4729
e-mail: cpgindia@cummins.com e-mail:
Web: www.cumminspower.com falecom@cumminspower.com.br
Web: www.cumminspower.com
“Our energy working for you.” Cummins India Limited

Power Generation Business Unit
© 2016 Cummins Power Generation Inc. All rights reserved. Cummins India Office Campus Tower-A, 6th
Floor, S. No. 21, Balewadi, Pune – 411
Cummins Power Generation and Cummins are registered trademarks of Cummins Inc. 045 (India)
PowerCommand, AmpSentry, InPower and are trademarks of Cummins Power Generation. Other
company product or service names may be trademarks or service marks of others. Specifications
are subject to change without notice.
Phone: +91 20 6706 7000 Email:
PGBU/CIL/01/CPG/Engine Warranty Statement/April 2015 cpgindia@cummins.com
www.cumminsindia.com

0983-0506 I8 201602

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X3.

English 2-2016 983-0506 ( Issue 8)

Copyright @ 2016 Cummins Inc. . 2

The information contained withinthe manual is based on infonnationavailable at thetime of going to

Shouldyou require further assistance

contact: Cummin India Limited

Tel: +91 2030248600

3 Copyright @ 2016 Cummins Inc. .

Copyright @ 2016 Cummins Inc. . 4

5 Copyright @ 2016 Cummins Inc

Section Description Page

C Operating and Maintenance 31

F Pistons and Connecting Rods 38

H Crankshaft and Main Bearings 42

O Approved Lubricating Oils 64

Copyright @ 2016 Cummins Inc. 6

This Page is left intentionally blank

7 Copyright @ 2016 Cummins Inc

CYLINDER HEAD ASSEMBLY

1- Air Intake Manifold,

2 D The cross flow design aluminum intake,

Copyright @ 2016 Cummins Inc. 8

D Torroidal Combustion Chamber Piston Crown : The

D Suction air is whirled in the combustion chamber for

D Each piston has two compression rings and one oil

D All rings are located above the piston pin.

CUT Section of Piston

9 Copyright @ 2016 Cummins Inc.

D Split Cap to Rod Interface – Max Structural Strength and Ease

D The connecting rods are heavy beam construction and are

D The small end of the connecting rod is fitted with a replaceable

D Note: While assembling connecting rods to engine

CYLINDER BLOCK ASSEMBLY D The Engine is equipped with a high durability

Copyright @ 2016 Cummins Inc. 10

D The crankshaft material is Chromium

molybdenum alloy steel forging. It is

dynamically and statically balanced.

D The crankpins and main journals are

D The crankshaft runs in five pre finished

replaceable shell bearings lined with

aluminum tin/ copper lead.

D It is supported in the cylinder block by 5

D Thrust washers incorporated in the last

main bearing cap towards the flywheel

to control end thrust.

D Rear crankshaft oil sealing is effected by

one-piece (Lip type) oil seals that are

designed for long and durable service

11 Copyright @ 2016 Cummins Inc.

D Induction hardened for long life

Fuel System Components :

D Direct Injection , Inline Fuel Pump

Copyright @ 2016 Cummins Inc. 12

2 for Genset Models C33D5 ,C38D5 C30D6 , C35 D6

3 Engine Type In line

4 Bore,in (mm) x Stroke,in (mm) 3.61 (91.7) x 5 (127)

6 Displacement cu.in ( Liters ) 205 (3.3)

7 Compression ratio 18.5:2

8 Firing order 1–3 –4–2

9 Cycles of operations Four Stroke

11 Combustion system Direct Injection

Counter Clockwise Viewed from Flywheel

13 Fuel Pump BOSCH In-line