BDC

ENGINE REPAIR MANUAL

ADE 236 SERIES

ATLANTIS DIESEL ENGINES (PTY) LTD

3/95

Part No. 8053 0202

Published by the Service Department of Atlantis Diesel Engines (Pty) Ltd.
 CONTENTS

Section

FOREWORD

TECHNICAL DATA................................................................'.......................................................... .................................08

OPERATING AND MAINTENANCE SCHEDULE.......................................... 09

FAULT FINDING...................................................... .......................................10

CYLINDER BLOCK AND LINERS................... ...... 11

CYLINDER HEAD............................................................................... 12

PISTONS AND CONNECTING RODS ....... 13

CRANKSHAFT AND MAIN BEARINGS................................................ 14

CAMSHAFT, TIMING CASE AND DRIVE-TIMING........................................ ,.........................................15

liUBRlCATING SYSTEM, SUMP AND B A L A N C lS ^ ^ ...-........................................... 16

FUEL SYSTEM............................. £ ................................................. 17

ANCILLARY EQUIPMENT* fLYWHEEL AND FLYWHEEL HOUSING, TURBOCHARGER,

ALTERNATOR AND STARTER MOTOR, EXHAUSTER, COMPRESSOR %...... .......18

COOLING SYSTEM..^................................. ...................... 1 ::..L... 19

LUBRICATING OILS........................................ ® ........................................................... J........................ 10

APPROVED SERVICE TOOLS m

TShis Publication is produced by S i Service department of-Atlantis Diesel Engines (Pty) Ltd. and every endeavour is made
to ensure that the information contained^® ® manual m c o r r e c t - d a t e of publication, however^ iiue to continuous
development, the manufacturers reserve S piight to make ^Iteration withoulfwtice.

Reproduction or translmio|f|to part V lM ls subject to the written sstidiorization of Atlantic Diesel Engines (Pty) Ltd.
 FOREW O RD

This manual is designed to be of assistance to all personnel concerned with the Ippatenance and overlap |if the ADE
Diesel Engine. It presents a complete and detailed description of the engine, together with precise instructions on the
servicing and overhaul procedures, as well as a schedule covering manufacturing data and dimensiet&whieJi should be
closely followed when overhauling any part of the engine, to the manufacturer's standards. D |^ |o n i f IheS manual into
sections is intended to simplify |j|e task of locating specific infl|gii§hion. -

ADE 236/C/T/TI series engines have an anti clockwise rotation when viewed from teat- Throughout this manual
whenever left or right hand side of the engine rs referred fty&Hp the side of H e engine when %ewed|rom the flywheel,
end.

Effective maintenance can only be carried out if the personnel concerned conversant with the various components
of the en^ne before agjptesance operations tgp commenced. This manual tttprld therefore be carefully studied, and it
should at all times be kept in the workshop.

CeMift operations described herein require the use o f special tools. These tools#® obtainable from Grundy SA (Pty| Wd.
Full details are given in section 21.

A school of instruction is maintained at ADE Atlantiiwhere employed #® ftutorsi|^(d operators of ADE powered
applications are given instructions on diesel engine maintenance, with particular regard to He special characteristics of
ADE engines.

ENGINE PARTS

Whenever parts are ordered for ADE enginesltls essential thatfi® information is given, always quote the engine numbteft:
type of application and, where possibte, the part number and description

Running-in procedure

It is not necessary to gradually run-in a new engine and any prolonged Bjlfclaad tunning during the early life i f the
engine can, in fact, prove harmful to the bedding-ift of plpcgfiii|pand liners.
 s m T io m m - i
Technical Data

General
Engine Bore.......................................................................................................................98,4 | $SS|W
Stroke „
■- .... lr ,-V-n.- -r- -- f
No. of Cylinders..................... ................................................................................................ .ftffAr
Cubic Capacity .......................................................................................................... jSggB h fc
Compression Ratio, N Engines.................................................................................................... ......... ,.410.!
Compression Ratio C, T & TI Engines.................................................................................
Firing onto’. ..... ,.................. 1,3,4,2 M
Cycle | ................................................................................................................................. . Four stroke
Combustion System........................................................................... ..................... ............... Direct Injection
Lubricating Oil Pressure 236/N/C.......................................... ...... .......... ........................... .... 207/414 kPa at max. engine speed and nomal
working temperature
.Lubricating Oil Pressure 2 3 6 T ........................................................................... ............................... .....320/586 kPa at max. engine speed and nomal,
working temperature :
Turbo boost pressure under full load 2 3 6 T ..... ■■■.. ^....... t y>a
.

Turbo boost pressure under full load 236C............................................ p.... 73-85 kPa
* Nominal - for actual bore size see page 08-3

Details of Maximum Ratings to SABS 013-1987 - Gross

J P E 236N Engines
Commercial Vehicle........................................................... ................................... ................................... 61kW at 2'800 r/min.
Maximum Torque......................................................... ........................................ ...............................243 Nm at 1400 t/m m
General. Agricultural & Industrial............................. J............................ 57,5 kW at 2400 r/min.
Maximum Torque 2 6 7 Nm at 1350 r/min.
Heavy Duty Agricultural & Industrial at 2 2 $ o J p & ,
Maximum Torque ..l^.„,...,.>.,.,,...,..„....vf,268 Nm at 1400

ADE 236C Engines

Agricultural & Industrial..................................................................................................................... . 61)fW at 2400 r/min.
Maximum Torque.......................... >......................................... ............... ...... 309 Nm at 1400 r/min.

ADE 236T Agricultural

High Rate ................................................................................................... ............ ....................... 75,5 kW ^162400 r/min.
Maximum Torque............................... ...................................................................................... ........... 340 Nm at 1500 r/min.
Low Rate...................... .i...-......................................... 1........................ ,.....67 kW at 2400 r/mjB.?"
Maximum Torque ......................... .• . . . . . ., . 1400 r/min.

A DE 236T
.......... .'...................... m .............................. 80 kW at 2800 r/min. ^
Maximum Torque.................................................. ...;......... ............................... ..... ........... 334 Nm at 1500iiHK

A D E 236T I
.Vehicle..... ..................... * .............................................. :........ , 9 J $ t W a t 2 8 0 0 r/min.
M aximum Torque.... .............................................. ,— ...357
....................................... Nm at 1700 r/min.

fe o . i W s fijCn- Op 3 p})i
Recommended Torque Tensions
T & following figures will apply with the components lightly oiled prior fo assembly

Cylinder head nuts/bolts !4 in (with flame ring liners up to engine no. S/V04Q004X).....................140 Nm
Cyl. head nuts/bolts !4 in (with non-flame ring liners from engine no- S A040005SSjjUst stage...... 120 Nm
.2nd stage.....+180°
Connecting Rod Nuts, Cadmium plated (Sil ver colour)........................ .......4'03-;Nm
Connecting Rod Nuts, Phosphated (Blade colour) .........................................................
M ain Bearing Bolts............................................................................................. 244N jn
Rocker Lever Assembly (Aluminium Brackets) .............................................. 40-Nms
Cast Iron Brackets...................................... 74pSm
where split/turret s elf locking nuts are used (irrespective o f m aterial)........... .;..................._4 Q jqm
Flywheel Bolts. .....................................................................................................................................108 Nm
Flywheel S tr ^ lh Bolts (identified with letter on h ead ) ..................................... l-22Nm
Camshaft G d ir Retaining B o l t . ; . . . . . . , . . . . . ..............,..............1 6 8 :N § t “. *
Camshaft Pulley Retaining Bolt - 42,4 m m ...............................i.v................................ 4g6,Nm‘
Camshaft Pulley Retaining Bolt »S8,1 m m .............................. ...325 Ntn i
Camshaft Pulley Retaining Cap'Screw (3 o ff) 95 Nm
OiBfiKesr-retaining b o lt .JtU,.,,.......... ........,,li. . . ^ ; . . . , ............ ;. 41 Km ,
Injector Securing Nuts & Screws...................................... <„..................,....;........... i P r 7 4 8 N m «.»-
H r^ i PressureiFuel Pipe N u ts.......................................... ......... 2 Q-0 S Nm
Technical Data 08-2

Recommended Torque Tensions - continued

Alternator Pulley Retaining Nut 7/16 in................................................................................. 41 Nm

Alternator Pulley Retaining Nut 9/16 in............................................................................... .. 41 Nm
Alternator Pulley Retaining Nut 5/8 in................................................................................... 57 Nm
Balancer Retaining Bolts...................................................................................................... 49 Nm
Thermostart........... .......................... ............... .................................................................... 13 Nm
Exhaust Manifold Nuts......................................................................................... ............... 35 Nm
Inlet Manifold Bolts/Nuts..................................................*.................................................. 30 Nm
Sump Bolts.......................................................................................................................... 18Nm
Piston Cooling Jet Bolts.................................................................. -.............. 27 Nm
Bridge Piece Cap Screws...................................................................................................... 16 Nm
Fuel Pump Gear Retaining Nut............................................................................................. 70 to 94 Nm

SERVICE WEAR LIMITS

The following "wear limits" indicate the condition when it is recommended that the respective items should be serviced or replaced.

Cylinder Head Bow - Transverse............................................................................................0,08 mm

- Longitudinal............. 0,15 mm
Maximum Bore Wear (when reboring or new liners are required).................................. 0,20 mm
Crankshaft Main and Big End Journal Wear (Ovality)........................................................... 0,04 mm
Maximum Crankshaft End Float....................................................... 0,38 mm
Valve Stem to Bore/Guide Clearance, -Inlet............................................... 0,13 mm
..................................................... -Exhaust.................................. 0,15 mm
Valve Head Thickness between run-out of valve seat and face of valve.....................................0,79 mm
Rocker Clearance on Rocker Shaft......................................*..................................................0,13 mm
Camshaft Journals - Ovality and Wear...................................................... 0,05 mm
Camshaft End Float...............................................................................................................0,51 mm
Idler Gear End Float...................................................................................................... 0,25 mm
Exhaust Valve Head Depth below Cylinder Head Face................ 1,85 mm max.
Inlet Valve Head Depth below Cylinder Head Face................................................................. 1,55 mm max.
 Technical Data 08-3

Manufacturing Data & Dimensions

The following data o f clearances and tolerances are given as a guide for personnel engaged upon major overhauls, and the figures are those used in the factory
for production purposes

Cylinder Block - ADE 236N/C/T

Total Height o f Cylinder Block between top and bottom faces ........................................... 441,12 to 441,33 mm
Parent Bore Dia. for flanged flame ringed cylinder liner (Fig. 11-lXCast Iron)............................. 103,18 to 103,21 mm
Parent Bore Dia. for flanged non-flame ringed cylinder liner (Fig 1 l-2X Cast Iro n )......................104,204 to 104,229 mm
Depth o f Recess for Liner F la n g e ................................................................................................... .....3,81 to 3,91 mm
M ain Bearing Parent Bore D ia................. ....................................................................................... . 80,42 to 80,44 mm
Camshaft Bore Dia. No. 1 for Bush (where fitted)............................................................................... 55,56 to 55,59 mm
Fitted Camshaft Bearing Bush, Internal Dia ............... ....................................................................50,80 to 50,84 mm
Camshaft Bore Dia. No. 1 ................................................................................................... .......w).......50,80 to 50,83 mm
Camshaft Bore Dia. No. 2 ................................ —........ ............................................50,55 to 50,59 mm
Camshaft Bore Dia. No. 3 ........................................................... ........................................................ 50,04 to 50,08 mm

Cylinder Liners (Cast Iron) - ADE 236N/C/T

Types............................................................................................................................................................. Dry - interference fit (Production)

....................................................................................................................................................................... D ry - transition fit (Pre-finished Service)
.

Outside Dia. o f flanged Production Liner...................................................................................... 103,24 to 103,26 mm

Outside Dia. o f flanged pre-finished Service Liner........................ 103,19 to 103,21 mm
Interference Fit o f flanged Production Liner in Cylinder B lo ck ................................................. 0,05 to 0,10 mm
Transition Fit o f pre-finished Service Liner in Cylinder Block............................................................ ± 0,03 mm
Finished Bore Dia. o f Production Liner. ....................................... — ................. 98,48 to 98,50 mm
Bore Dia. o f pre-finished Service Liner in Cylinder Block.................................................................. 98,50 to 98,52 mm
Height o f Top o f Liners above Cylinder Block Face (old liners with flame ring)........................... 0,76 to 0,94 mm -(Fig. 11-1)
Height o f Top o f Liners above Cylinder Block Face,Service ................................................0,51 to 0,89 mm
Liner FlangeThickness ...... —.......... 3,81 to 3,86 mm
Relationship o f Liner Flange to Cylinder Block Face (new and old liners).......................................0,05 mm above, 0,10 mm below

Piston Protrusion
Piston protrusion above cylinder block face
All 236N Vehicle & Industrial
Where the rated speed is greater than 2600RPM 0,28 to 0,48 mm
All 236N /C/T Agricultural & Industrial
Where the rated speed is 2600RPM or less 0,35 to 0,58 mm

Pistons, ADE 236N/C Engines

Type ............ g j ............... .... 3 Ring controlled expansion
Bore Dia. for Gudgeon P in ........................ 34,92 to 34,93 mm
Compression Ring Groove Width No. 1. 2,47 to 2,49 mm
Compression Ring Groove W idth No. 2. 2,45 to 2,47 mm
Scraper Ring Groove Width No. 3 ......... 4,79 to 4,81 mm

Pistons ADE 236T Engines

Type.............................................. ...... ....... 3 Ring controlled expansion
Bore Dia. for Gudgeon P in ..................... 38,100 to 38,106 mm
Compression Ring Groove Width N o.l. tapered
Compression Ring Groove W idth No.2. 2,43 to 2,45 mm
Scraper Ring Groove W id th ................... 4,79 to 4,81 mm
Technical Data 08-4

Piston Rings ADE 236N Engines

Top Compression..................................... Chromium plated Barrel Face, Internal Chamfered
2nd Compression...................................... Chromium plated Taper Face
Oil Control (Scraper)................................ Chromium plated, Spring loaded, conformable
Compression Ring Width, numbers 1 and 2 2,36 to 2,38 mm
Oil Control Ring Width............................. 4,73 to 4,76 mm
Ring Clearance in Groove No. 1................ 0,06 to 0,11 mm
Ring Clearance in Groove No. 2................ 0,06 to 0,08 mm
Ring Gap, Compression Rings Nos. 1 & 2.. 0,40 to 0,66 mm *
Ring Gap, Oil Control............................... 0,25 to 0,40 mm (8 slots); 0,38 to 0,64 mm (10 slots)

Piston Rings ADE 236C/T Engines

No. 1 Compression............. Molybdemum plated wedge
No. 2 Compression............. Chrome plated taper face
No. 3 Oil control scraper..... Chrome plated, spring loaded, conformable
No. 1 Compression Width.... Wedge shaped
No. 2 Compression Width.... 2,36 to 2,37 mm
No. 3 Scraper Width........... 4,72 to 4. 74
No. 2 Clearance in Groove... 0,07 to 0,08 mm
No. 3 Clearance in Groove- 0,05 to 0,07 mm
Ring Gap Compression....... 0,25 to 0,45 mm *
Ring Gap, 2nd Compression 0,25 to 0,50 mm *
Ring Gap, Oil Control........ 0,25 to 0,40 mm (8 slots) *

Gudgeon Pin, ADE 236N/C *)

Type .................................... Fully floating
Outside Diameter of Gudgeon Pin 34,92 to 34,93 mm
Length of Gudgeon Pin............... 83,74 to 84,12 mm
Fit in Piston Boss........................ Transition

G udgeon P in , A D E 23 6 T & C 2)

Type....................................................... Fully floating

Outside Diameter of Gudgeon Pin............ 38,095 to 38,100 mm
Length of Gudgeon Pin............................ 82,40 to 82,80 mm
Clearance between Gudgeon Pin and Bush 0,020 to 0,045 mm

Small End Bush ADE 236N/C 4)

Type............. .................. .tv............r . J Steel Backed, Lead Bronze Lined
Outside Diameter of Small End Bush........................ 38,99 to 39,03 mm
Length of Small End Bush ...... ......... ................ 33,68 to 33,93 mm
Inside Diameter before Reaming............................... 34,52 to 34,62 mm
Inside Diameter after Reaming................................. 34,94 to 34,96 mm
Clearance between Small End Bush and Gudgeon Pin 0,02 to 0,04 mm

Small End Bush ADE 236T&C 2)

Type.................................................................... .... Steel Backed, Lead Bronze Lined
Outside Diameter of Small End Bush........................ 42,16 to 42,20 mm
Inside Diameter after Reaming ........................... 38,12 to 38,14 mm
Clearance between Small End Bush and Gudgeon Pin 0,019 to 0,043 mm

*) on 236C only up to engine no. SA 026001 S

2) on 236C from engine no. SA 026002 S

* Ring gaps stated are for new rings in master bore gauge of94,48 mm diameter. If the ring gaps are measured in cylinder bores
greater than 94,48 mm diameter then the ring gap specification will be greater by approx. 3 times the difference in diameter.
 Technical Data 08-5

Connecting Rod, ADE 236N/C/T

Type ...................................................................................................................................... "H" Section
Cap Location on Connecting Rod................................................................................................. Serrations
Big End Parent Bore Diameter............................................... •..................................................... 67,21 to 67,22 mm
Small End Parent Bore Diameter.................................................................................................. 38,90 to 38,92 mm (236N/C) *)
Small End Parent Bore Diameter.................................................................................... *............ 42,07 to 42,09 mm (236T/C) *)
Length from Centre Line of Big End to Centre Line of Small End...............................................219,05 to 219,10 mm
Big End Width ......................................... ,...........................40,06 to 40,13 mm
Connecting Rod End Float on Crankpin................................................................... ...................0,21 to 0,37 mm
Big End Bolt Diameter ...... .................. .....................................................................................12,7 mm
Thread of Bolt............ ;........................................................... ..................................................... UNF

Connecting Rod Alignment

Large and small end bores must be square and parallel with each other within the limits of ± 0,25mm measured 127 mm each side of the axis of the rod on
test mandrel as shown in (Fig. 08-1). With small end bush fitted, the limit of ± 0,25 mm is reduced to ± 0,06 mm.

Ei * £
E E
in 1---------- ► to
CM CM
o 127mm 127mm o
4-1 4-1

1r
Fig. 8-1

Crankshaf

Overall length............................................................................................................................... 609,85 to 610,62 mm

Main Journal Diameter............................... ,................................................................................76,16 to 76,18 mm
Main Journal Width - No. 1................................................... ...................................................... 36,91 to 37,41 mm
Main Journal Width - No. 2,4 and 5.......................................................... ....... ....... ................... 39,24 to 39,34 mm
* Main Journal Width - No. 3 ....................................................................................................... 44,15 to 44,22 mm
* Main Journal Fillet Radii.............................................. ............................................................ 3,68 to 3,96 mm
Conrod Journal Diameter.............................................................................................................. 63,47 to 63,49 mm
Conrod Journal Width...................................................................................................................40,35 to 40,42 mm
* Surface Finish, all Journals ..................................... ^........................................0,4 microns max.
* Surface Finish, Fillet Radii........................................................................................................1,3 microns max.
Main Journal and Crankpin Regrind Undersizes......................................................................... -0,25; 0,51 and 0,76 mm
Oil Seal Helix Width.................................................................................................................... 1,27 to 2,03 mm
Oil Seal Helix Depth................................................................ .'................................................... 0,10 to 0,20 mm
Flange Diameter........................................................................... ................................................ 133,27 to 133,32 mm
Spigot Bearing Recess Depth ........................................................................................... 19,84 mm
Spigot Bearing Recess Bore................................................................. ........................................ 46,98 to 47,00 mm
Crankshaft End Float................................................................................................................... 0,05 to 0,38 mm

* Fillet radii and surface finish must be maintained during crankshaft re-grinding. Width of No. 3 main journal not to exceed 44,68 mm after regrinding. Width
$ f crankpins must not exceed 40,55 mm after re-grinding. Where necessary use oversize thrust washers to suit.

Some crankshafts are tufftrided. After any re-grinding has taken place, see page 14-3, and where facilities for re-tufftriding are not available, a factory
replacement crankshaft should be obtained.

*
Crankshaft Thrust Washers
Type...............................................................................................................................................Steel backed, Aluminium Tin or Lead Bronze Faced
Position in Engine........................................................................... ............................................. Centre Main Bearing
Thrust Washer Thickness (STD).................................................................................................. 2,26 to 2,31 mm
Thrust Washer Thickness (O/S)................................................................................................... 2,44 to 2,51 mm
Thrust Washer Outside Diameter................................................................................................. 103,84 to 104,90 mm
Thrust Washer Inside Diameter....................................................................................................86,87 to 87,12 mm

*) on 236C only up to engine no. SA 026001 S

2) on 236C from engine no. SA 026002 S
Technical Data 0846

Main Bearings
Type.....................................................................................................................................Pre-finished, Steel Backed, Aluminium Tin or Lead BronzeFaced
Shell Width - No.l, 2,4 and 5 ............ ......................... ....................................................... . 31,62 to 31,88 mm
Shell Width - No. 3 .................................................... ..................................... ......... ......... 36,45 to 36,70 mm
Outside Diameter of Main Bearing...................................................... ^ ......80,41 mm
Inside Diameter of Main Bearing........................................................................................... 76,23 to 76,27 mm
Main Bearing Running Clearance......................................................................................... 0,05 to 0,11 mm
Shell Thickness......................................................... ............................................................2,08 to 2,09 mm

Connecting Rod Bearings

Type......................... -..... ..................... Pre-finished, Steel Backed, Aluminium Tin or Lead BronzeFaced
Shell Width........................................................ ............... .......................... ....................... 31,62 to 31,88 mm
Outside Dia. of Con-rod Bearing................................. .................... ............................... 67,22 mm
Inside Dia. of Con-rod Bearing..............................................................................................63,52 to 63,55 mm
Con-rod Bearing Running Clearance............ ......................................................................... 0,Q3 to 0,08 mm
Shell Thickness................................................................................................................... . 1,836 to 1,844 mm

Camshaft
No. 1 Journal Diameter......................................................................................................... 50,71 to 50,74 mm
No. 1 Cylinder Block Camshaft Bore Diameter.............................. ............................... ........ 50,80 to 50,83 mm
No. 1 Journal Running Clearance.......................................................................................... 0,06 to 0,11 mm
No. 2 Journal Diameter....................................................................... ............................ 50,46 to 50,48 mm
No. 2 Cylinder Block Camshaft Bore Diameter......................................................................50,55 to 50,60 mm
No. 2 Journal Running Clearance ............................................... ................................. 0,06 to 0,14 mm
No. 3 Journal Diameter.......................... .............................................................................. 49,95 to 49,98 mm
No. 3 Cylinder Block Camshaft Bore Diameter......................................................................50,04 to 50,09 mm
No. 3 Journal Running Clearance .............................................................................0,06 to 0,14 mm
Cam Lift....................... ............................ ......................... ............................................... 7,62 to 7,70 mm
Oilways for Rocker Shaft Lubrication....................................................................................No. 2 Journal

Camshaft Thrust Washer

Type.................... ...i;...,.................1..:................................................................................. 360°
Thrust Washer Outside Diameter.................................................... ..................................... 72,95 to 73,00 mm
Cylinder Block Recess Diameter for Thrust Washer.............................................................. 73,03 to 73,28 mm
Clearance Fit of Washer in Recess........................... :............................................................. 0,03 to 0,33 mm
Thrust Washer Inside Diameter ........................ ...............................................................44,45 mm
Thrust Washer Thickness......................................................................................................5,47 to 5,54 mm
Cylinder Block Recess Depth for Thrust Washer (previously) ........ .............................4,75 to 4,83 mm
Thrust Washer Protrusion beyond Cylinder Block Front Face ......... .....................................0,66 to 0,79 mm
Camshaft End Float.............................................................................................................. 0,10 to 0,41mm

Cylinder Head
Cylinder Head Length............................................................................... t........... 504,82 mm
Cylinder Head Depth... ............^................................................... 103,20±0,38mm
* Skimming Allowance on Cylinder Head Face......................................................................0,30 mm
Minimum Cylinder Head Depth after Skimming....................................................................102,51 mm
Maximum Nozzle Protrusion after Skimming......................................................................... 4,44 mm
Leak Test Pressure ...................................................... 206 kPa
Valve Seat Angle .............................................. .45°; except for Inlet 236T = 30c
Valve Bore in Cylinder Head:................................................................ 9,51 to 9,53mm

* Minimum cylinder head depth quoted is nominal and the skimming allowance must be governed by the maximum nozzle protrusion permissible.
 Technical Data 08-7

Exhaust Valves
Valve Stem Diameter............................... .............................. .............................................9,45 to 9,47 mm
Clearance Fit of Valve in Head............................................................................................. 0,04 to 0,08 mm
Valve Head Diameter.................... ...;........................ .................................. 36,45 to 36,70 mm
Valve Face Angle....................................................................................... ..........................45°
Valve Head Depth below Cylinder Head Face............................................................... ........1,19 to 1,45 mm
Overall Length of Valve..................................................................... ................................. 123,11 to 123,52 mm
Service Valve Stem Oversize................................................................................................0,08; 0,38 and 0,76 mm
Sealing Arrangement...................... ...................................................................................... ’O'-Ring

Inlet Valves
Valve Stem Diameter........................................................................................................... 9,46 to 9,48 mm
Clearance Fit of Valve in Head...................................................... .......... ..................... .......0,02 to 0,07 mm
Valve Head Diameter..................................................... ................................................ ..... 44,09 to 44,36 mm
Valve Face Angle.................................................................................................................45° (236N); - 30° (236T)
Valve Head Depth below Cylinder Head Face ....... ,........ ,.... 0,89 to 1,14 mm
Overall Length of Valve.................................. ............................................... ....................122,71 to 123,11 mm
Service Valve Stem Oversizes .....................................................................................0,08; 0,38 and 0,76 mm

Valve Springs
Outer Veh.
No. of Coils...................... ................7,8...............1......................... 5,6......................... 6,75
Dia. of Wire.................................. 3,66.............................. 4,06. ;..... r^ , , ....4,06
Inner
No. of Coils................... ;.................. ....................................9 ................................. 6,9....... N/A
Dia. of Wire................................................ 3,66............................... 3,05.................. N/A

Tappets
Overall Length.............................................................. ................... ...................................75,41 mm
Outside Diameter Tappet Shank ........ ...................... ......................................................18,99 to 19,01 mm
Cylinder Block Tappet Bore Diameter.................................... ..................................... 19,05 to 19,08 mm
Tappet Running Clearance in Bore ........ ............................................................. 0,04 to 0,10 mm
Outside Diameter of Tappet Foot..........*.................... ...........................................................30,16 mm

Rocker Shaft
Overall Length of Shaft ...................... .............................................................. :.... 426,62 mm
Outside Diameter of Shaft .................................... 0 19,01 to 19,04 mm

Rocker Levers
Inside diameter of Lever Bore ........... ...................... ..... ............................................ 19,06 to 19,10 mm
Lever Clearance on Rocker Shaft.......................................................................................... 0,03 to 0,09 mm

Rocker Levers with Replaceable Bushes

Lever Parent Bore.................... ................. ................................................................ 22,23 to 22,26 mm
Outside Diameter of Bush............................. ...;.................................................... 22,28 to 22,31 mm
Interference Fit of Bush in Bore ................... .......... .................. ....................................0,02 to 0,09 mm
Machine Finish Bush Bore................................................................................. ............... . 19,06 to 19,10 mm
Clearance of Bush on Shaft JL. H ............ ...... ........... .............................................0,03 to 0,09 mm

Valve Clearances
Clearance between Valve Stem Tip and Rocker Arm ................ .............. ........... 0,30 mm cold
...................................................................................................... ................................. 0,25 mm hot

Valve Timing: - Refer to page 15-5

Technical Data 08-8

Camshaft Gear
Number of Teeth........................................................................................................................... 56
Inside Diameter of Gear Boss.......................................................................................................34,93 to 34,96 mm
Outside Diameter of Camshaft Hub..............................................................................................34,90 to 34,91 mm
Fit of Gear on Camshaft Hub........................................................................................................0,02 to 0,03 mm

Fuel Pump Gear

Number of Teeth.................... 56
Inside Diameter of Gear Bore 44,45 to 44,47 mm
Fuel Pump Hub Diameter...... 44,40 to 44,42 mm

Idler Gear and Hub - Standard

Number of Teeth................... ........................................................................................................63
Bore Diameter of Gear Bush (requires boring in situ) 50,78 to 50,80 mm
Outside Diameter of Gear Hub 50,70 to 50,74 mm
Running Clearance of Gear on Hub 0,04 to 0,10 mm
Idler Gear Width including Bushes...............................................................................................30,14 to 30,16 mm
Hub Width.....................................................................................................................................30,26 to 30,33 mm
Idler Gear End Float 0,10 to 0,20 mm

Idler Gear and Hub - Heavy Duty

No. of Teeth. ............................................................................................................................ 63
Bore Diameter o f Gear Bush (requires boring in situ)................................................................. 50,78 to 50,80 mm
Outside Diameter of Gear Hub.......................................................................................................50,70 to 50,72 mm
Running Clearance of Gear on Hub..............................................................................................0,04 to 0,10 mm
Idler Gear W idth........................ ..................................................................................................23,81 to 23,94 mm
Idler Gear Thrust Washer Thickness............................................................................................ 3,02 to 3,10 mm
Hub Width.....................................................................................................................................30,26 to 30,33 mm
Idler Gear End Float......................................................................................................................0,20 to 0,41 mm

Crankshaft Gear
Number of Teeth ........... 28
Gear Bore............................... 47.63 to 47,65 mm
Crankshaft Diameter for Gear. 47.63 to 47,64 mm

Timing Gear Backlash

All Gears 0,08 mm min.

Sump
Sump Capacity (Standard) ............................................................................................... . 8 litres
Dipstick Position...........................................................................................................................Left or Right Hand Side
Strainer Location................................ ...........................................................................................On Suction Pipe of Lubricating Oil Pump

Oil Pump
Type of Pump ............................................................................................................. Rotor Type
No. of Lobes - Inner Rotor Concentric................. Three
No. of Lobes - Outer Rotor Concentric.........................................................................................Four
No. of Lobes - Inner Rotor Hoboum Eaton..................................................................................Four
No, of Lobes - Outer Rotor Hoboum Eaton............................................ ......... ....... ................... Five
 Technical Data 08-9
Pump Clearance
Pump Concentric
Inner Rotor to Outer Rotor 0,025 to 0,076 mm
Inner Rotor End Clearance................................... ............0,038 to 0,076 mm
Outer Rotor End Clearance 0,013 to 0,063 mm
Outer Rotor to Pump Body 0.025 to 0,076 mm

Oil Pump Drive Gear

Number of Teeth .............................. 19
Inside Diameter of Gear Bore.................. 12,62 to 12,64 mm
Outside Diameter of Oil Pump Shaft....... 12,67 to 12,69 mm
Interference Fit of Gear on Shaft .... 0,03 to 0,06 mm
Clearance between Drive and Pump Body 0,08 to 0,18 mm

Oil Pump Idler Gear

Number of Teeth................. |.............................................. 20
Inside Diameter of Gear Bore........................................................... 25,40to 25,43 mm
Outside Diameter of Gear Bush.......................................... j......25,40 to 25,42 mm
Inside Diameter of Gear Bush..................................................................... ......................... 22,23 to 22,26 mm
Outside Diameter of Idler Gear Shaft.................................................................................... 22,19to 22,20 mm
Running Clearance of Gear on Shaft...................................................................................... 0,02 to 0,07 mm
Idler Gear End Float ....................................................................................................0,05 to 0,41 mm

Relief Valve - (all engines except those having a centre mounted balancer)
Type............................ .............................................. ................Spring loaded Plunger
Pressure Setting................... £................................. ........... ......................................345 to 414 kPa
Length of Plunger....................................................................... ......................................... 20,98 mm
Outside Diameter of Plunger ......................................... ............... ....................................14,19 to 14,21 mm
Inside Diameter of Valve Housing Bore.......................................................... ...................... 14,23 to 14,30 mm
Clearance of Plunger in Bore.............................. ..................................................................0,03 to 0,10 mm
Outside Diameter of Spring...... ............................................ ...............................................9,35 to 9,58 mm
Spring Fitted Length................................*.......................... ................................................ 32,51 mm
Spring Load at Fitted Length........ ........................................................................... ............ 34,5 to 36,7 N

Oil Pump (Mid Mounted Balancer Unit)

No. of Lobes - Inner Rotor.......................................... ..........................................................Six
No. of Lobes - Outer Rotor....................................................... ............................................Seven
Drive Position on Engine...................................................................................................... Off Balancer Unit Driveshaft
Inner to Outer Rotor..............................................................................................................0,025 to 0,076 mm
Outer Rotor to Body.......................................... ..................................................................0,305 to 0,445 mm
Inner Rotor End Clearance.............................. .................................................................... 0,038 to 0,088 mm

Balancer Unit Idler Gear and Hub

No. of Teeth on Idler Gear....................................................................................................37
Inside Diameter of Gear Bore............................................................................................... 47,635 to 47,650 mm
Outside Diameter of Gear Bearing ^ ...................................... 47,62 mm
Inside Diameter of Gear Bearing...........................................................................................38,1 mm
Outside Diameter of Bearing Spigot..................................................................................... 38,09 to 38,10 mm
Idler Gear End Float.................................................... ........................................................0,08 to 0,23 mm
Thrust Washer Thickness.....................................................................................................4,14 to 4,29 mm
Outside Diameter of Thrust Washer.................. ....................................................................59 mm
Inside Diameter of Thrust Washer..................................................................................... ....20 mm
Technical Data 08-10
Relief Valve - Centre Mounted Balancer
Type............................................... ........................... ........... ..............................................Spring Loaded Plunger
Pressure Setting:...................................................................................................................Previously Current
Turbocharged Engine........................................................................................................586kPa 523 kPa
Naturally Aspirated and Compensated Engine................................................................... 414 kPa 414 kPa
Length of Plunger................................................................................................................. 20,98 mm 37,48 mm
Outside Diameter of Plunger............. .................................................................................... 14,186 to 14,211 mm 15,95 to 15,98 mm
Inside Diameter of Valve Housing Bore................................................................................. 14,5 mm 16,00 to 16,30 mm
Clearance of Plunger in Bore ..............................................................................................0,209 to 0,314 mm 0,02 to 0,08 mm

Lubricating Oil Filter - Element or Canister Type

Type of Filter........................................................................................................................Full Flow
By-Pass Valve Setting...........................................................................................................Opens between - 55 to 117 kPa
Torque Tension for Filter Bowl Retaining Bolt (Element Type).............................................. 20 Nm

Type of Cooling System

Cylinder Head and Block.................... Thermo - Syphon - Impeller assisted
Engine Water Capacity (Less Radiator) 9,36 litres

Thermostat
Type......................... Bellows or Wax
Opening Temperature 77 - 83° C
Fully open at............. 94° C
Valve Lift.................. 7,94 to 11,91 mm

Thermostat - By-Pass Blanking (fitted to some engines with by-pass system)

Type.................................................................................................................................... Wax
Opening Temperature...........................................................................................................80 - 84° C
Fully open at........................................................................................................ ................98° C
Valve and By-Pass Travel................................ ....................... .............................................8,89 mm

Water Pump
Type................................................................................. ................................................... Centrifugal
Outside Diameter of Shaft for Pulley..................................................................................... 19,03 to 19,04 mm
Inside Diameter of Pulley Bore.............................................................................................. 19,07 to 19,09 mm
Clearance Fit of Pulley on Shaft.................................. ..........................................................0,03 to 0,06 mm
Outside Diameter of Shaft for Impeller.................................................................................. 15,09 to 15,92 mm
Inside Diameter of Impeller Bore........................................................................................... 15,87 to 15,89 mm
Interference Fit of Impeller on Shaft................................................... ............ ..................... 0,01 to 0,05 mm
Outside Diameter of Impeller........................ ........................... .............................................78,58 to 78,63 mm
Impeller Blade to Body Clearance.................................................. ......................................0,30 to 0,81 mm
Water Pump Seal Type...................... ........................................... ...................................... One Piece Ceramic Counterface

Balance Unit (Front Mounted) As fitted on 236N engines up to eng. no. SA023614S
236C engines up to eng. no. SA012355M
Front Diameter of Shafts (Driving and Driven).......................................................................31,71 to 31,73 mm
Inside Diameter of front Balance Frame Bushes..................................................... ...... .....31,78 to 31,82 mm
Running Clearance of Shafts in Bushes 0,05 to 0,11 mm
Rear Diameter of Shafts (Driving and Driven)........................................................... 25,37to25,38mm
Inside Diameter of Rear Balance Frame Bushes ................................................... ...............25,43 to 25,46 mm
Recess Diameter in Reversed Balance Weight Gears..................................... .........................34,93 to 34,95 mm
Fit of Gear on Balance Weight..............................................................................................-0,00 to +0,05 mm
Clearance Fit of Gear on Shaft ................................................... 0,04 to 0,11 mm
Diameter of Shaft for Lubrication Oil Pump Gear..................................................................16,51 to 16,53 mm
Bore Diameter of Lubrication Oil Pump Drive Gear ..................................................... 16,54 to 16,59 mm
continued on Page 8-11
 Technical Data 08-11
Balance Unit (Front Mounted) (continued)
Running Clearance of Shafts in Bushes................... .......................... ........................ ........... 0,05 to 0,09 mm
Shaft Diameter for Balance Weights........................................ ,......... ................26,98 to 27,00 mm
Bore Diameter of Balance Weights...................................... ................................................ 26,99 to 27,02 mm
Fit of Balance Weights on Shafts..................................................................... ..................... -0,01 to +0,04 mm
Spigot Diameter for Reversed Weights........................... .................................34,90 to 34,93 mm
Clearance Fit of Gear on Shaft...................................................................... ..................... 0,01 to 0,08 mm
Depth of Lubrication Oil Pump Body ...................... ................................................. 25,45 to 25,53 mm
Width of Lubrication Oil Pump Gears.................................................................................. 25,35 to 25,40 mm
End Float of Oil Pump Gears................................................................................................ 0,05 to 0,18 mm
Shaft Diameter for Lubrication Oil Pump Driven Gear...........................................................11,13 to 11,14 mm
Bore Diameter of Lubrication Oil Pump Driven Gear.................................. ..........................11,16 to 11,19 mm
Running Clearance of Oil Pump Driven Gear...................................................... ................. 0,02 to 0,06 mm
Hub Diameter for Idler Gear ........................................... ...................... 38,06 to 38,08 mm
Bore Diameter of Idler Gear Bush......................................"...................................................38,10 to 38,14 mm
Running Clearance of Idler Gear on Hub......................................... .....................................0,03 to 0,08 mm
Idler Gear End Float................................................................................... .........................0,20 to 0,36 mm

Balancer Unit (Mid Mounted) fitted to all 236T and to 236N from SA023615S
236C from SA012356M

No. of Teeth on Driveshaft Gear..........................................................................................21

Diameter of Driveshaft (at Front Bearing)............................................................................. 28,562 to 28,575 mm
Diameter of Driveshaft (at Rear Bearing)............................................................................ . 23,787 to 23,800 mm
Diameter of Oil Pump Drive Splines................................................................... ............. 28,562 to 28 575 mm
No. of Splines....................... ...............................................................................................6
Diameter of Balance Weight Drive Gear Splines................................. ,................................... 15,51 to 15,53 mm
No. of Splines ................................................................................................ .......... 6
Diameter of Front Bearing Bore (Driveshaft)........................ ................................. ............ 34,912cto 34,937 mm
Outside Diameter of Front Bearing (Driveshaft)................................................. .... ...............'34,92 mm
Inside Diameter of Front Bearing (Driveshaft)........................... ............ .............................. 28,58 mm
Diameter of Rear Bearing Bore (Driveshaft)..........................................................................29,972 to 29,993 mm
Outside Diameter of Rear Bearing (Driveshaft)................... .................................................. 30,00 mm
Inside Diameter of Rear Bearing(Driveshaft).............................. ........................................23,8 mm
Diameter of Balance Frame and End Frame Bush Bores....................................... ......... ........42,070 to 42,095 mm
Outside Diameter of Balance Frame and End Frame Bushes.—............................................... 42,164 mm
Inside Diameter of Balance Frame and End Frame Bushes ............................. .................38,133 to 38,174 mm
Clearance of Balance Weight Shafts in Bushes ................................................... ......0,064 to 0,120 mm
Shaft Diameter of Balance Weight................... .................... ............................................... 38,054 to 38,069 mm
Minimum and Maximum Backlash.................................................. .....................................0,10 to 0,26 mm
No. of Teeth on Driveshaft Balance Weight Drive Gear ................ «...............................24
End Float of Balance Weight ...................................................................................... 0,186 to 0,377 mm
End Float of Driveshaft.................................................................................. ...................... 0,10 to 0,30 mm
Idler/Drive Gear Backlash....................................................................................................0,07 to 0,35 mm
Crank/Idler Gear Backlash ....................................................................................... 0,10 to 0,40 mm

Fuel Lift Pump

Type of Pump.......................................................................................................................A.C. Delco V.P. Series
Method of Drive.............................................................................. .............................. ......Eccentric on Crankshaft
Delivery Pressure - Four Bolt Fixing..................................................................................... 41 to 69 kPa
Spring Colour Code - Four Bolt Fixing................................................................................. Red

Fuel Filter (Final)

Element Type...................................................................................................................... Paper
Valve Type.. Gravity Vent Valve

Fuel Injection Pump

Make....................................................................................................................................C.A.V.
Type........................................................ ;..............................................D.P.A.
Pump Rotation....................... Clockwise
Plunger Diameter.................... .................................... ...................... ................................. 8,5 mm
Timing Letter (Mechanical). .............................................................. .........................."C"
No. 1 Cylinder Outlet.......................................................................................................... "W"
Technical Data 08-12
Engine Checking and Fuel Pump Marking Angles, Static Timing
The correct marking angles and static timing can be found by reference to the prefix letters and figures of the setting code adjacent to the word "Set" on the fuel
pump identification plate. Engine checking and fuel pump marking angles are for use with timing tool 4020 1364 and in some cases, adaptor 4020 1377.

Fuel Pump Assembly Data

Fuel Pump Piston Engine

Marking Static before Checking Injector
Type Angle Timing TDC Angle Rating Assembly
(Code) (degrees) (degrees) (mm) (degrees) kW at RPM Identification

(/Alternative)

236 Naturally Aspirated

38317 L S .... .... 296.............................. 23. .6,45.. .284,5........................ 46,5 at 2000..................... FY/NC
38377 L S .... ....296.............................. 26. .8,2 0 .. .283.................... 53,0 at 2200..................... FY/NC/XD
38313 L S .... ....296.............................. 23. .6,45.. .284,5.......... 48,0 at 2200..................... FY/NC/XD
38312 L S .... ....296.............................. 26. . 8 , 2 0 .. .283........................... 51,5 at 2000..................... FY/NC/XD
2643C177 LS.... ..... 296.... 23. .6,45.. .284,5........................ 42,5 at 1500..................... NC/XD
2643C236 RT.... ....292.............................. 2 2 . .5,92.. .281..............................55,Oat 2200.................... NB/FC
2643C242 RT.... ....292.............................. 22 . .5,92.. .281............................ 47,5 at 2200......................NB/FC
2643C236 RT.........292.............................. 22 . .5,92.. .281........................... 57,5 at 2400.......................NB/FC
2643C236 RT.... ....292.............................. 22 . .5,92.. .281........................... 54,5 at 2300.......................NB/FC
74040410 RT.... ....292.............................. 22 . .5,92.. .281... .44,0 at 2400......................NB/FC
2643C236 RT.... ....292.............................. 22. .5,92.. .281... .53,5 at 2200......................NB/FC
2643C236 RT.........292.............................. 22 . .5,92.. .281... .57,5 at 2250......................NB/FC
2643C236 RT.... ....292.............................. 22 . .5,92.. .281... .55,5 at 2400......................NB/FC
2643C236 RT.... ....292....... ...................... 22. .5,92.. .281... .55,0 at 2400......................NB/FC
74040410 RT.... ....292.............................. 22 . .5,92.. .281... .42,0 at 2200......................NB/FC
2643C238 RT..... ....292.............................. 22 . .5,92.. .281... .58,5 at 2500......................NB/FC
2643C242 RT.... ....292.............................. 22 . .5,92.. .281... .48,5 at 2300............. NB/FC
2643C242 RT.... ....292.............................. 22 . .5,92.. .281... .49,5 at 2400......................NB/FC
2643C160 JT ..... ....291.............................. 23. .6,45.. .279,5 .61,0 at 2800......................HL
38321 PS..... ....292.............................. 22 . .5,92.. .281... .48,5 at 2300......................NB/FC
37856 PS..... ....292.......................... . 22 . .5,92.. .281... .55,0 at 2200....... NB/FC
2643C139 Z S .... ....291.............................. 23. .6,45.. .279,5 .61,0 at 2800......................HE

236 Compensated
38367 XS.... .... 293. 24 7.02. .281............................57,5 at 2200........................FW/NA/XJ
2643C142 XS.... .... 293. 24 7.02. .281............................58,0 at2300.........................FW/NA/XJ
2643C142 XS.... .... 293. 24 7.02. .281.................... 60,5 at 2300.......................FW/NA/XJ
2643C149 XS.... .... 293. 24 7.02. .281............................60,0 at 2200.......................FW/NA/XJ
74040449 L S .... .... 296. 23 6,45. .284,5.........................42,0 at 1500.......................FY/NC/XD
74040449 L S .... .... 296. 23 6,45 .284,5.........................51,0 at 1500.......................FY/NC/XD
2643C249 RT.... .... 292. 22 5,92, .281............................58,0 at 2300...:...................FW/NA/XJ
74040562 XS.... .... 293. 24 7.02. .281............................58,5 at 2400.......................FW/NA/XJ

236 Turbocharged
2643C166 F T .... ....293............... ..............18.........................3,99............. ..............284.............. .............. 73,5 at 2200.... ...... ...........HH
2643C168 F T .... ....293............... ..............18.........................3,99............. ..............284.............. ..............73,0 at 2400.... ....HH
2643C168 F T .... ....293............... ..............18............. ............3,99......... . ..............284.............. ......... .... 75,5 at 2400........... .......... HH
2643C168 F T .... ....293............... ............. 18.........................3,99............. .............. 284.............. ..............74,5 at 2300........... ...........HH
74040232 F T .... ....293............... ..............18............. ............3,99.......... . .............. 284.............. ..............67,Oat 2400........... ...........HH
74040371 KT.... ....292............... ..............16.........................3,16............. ..............284.............. ..............74,5 at 2200........... .......... HL
2643C188 KT.........292............... ..............16.........................3,16............. ..............284.............. ..... ........ 75,5 at 2300.... .....FL
74040452 HT.........293............... ..............26............ ........... 8,20............. .............. 280.............. ..............52,5 at 1500........... ...........HG
2643L002 LT 017..............................1 5 ,5 ..^ ..............2,97............. 09,25...........................66,5 at 2800....................... HH
74040452 HT .293............................. 26........................8,20........................... 280..............................61,0 at 1500....................... HG
2643C196 F T .... .... 293..............................18........................ 3,99............. ..............284.............. ..............72,5 at 2300........... .......... HH
2643C168 F T .... .... 293..............................14........................ 2,41............. ..............286............................ 74,5 at 2300........... .......... HH

236 Turbo Intercooled

2643L004 UT 018..............................17....................... 3,56........ 09,5.............................93,0 at 2800....... JJ
 Technical Data 08-13
Injector Assembly Data

Injector Holder Nozzle Initial Reset

Assembly ADEPart Holder ADEPart Nozzle Pressure Pressure
Ident Number Ident Number Ident (atm) (atm)

FC.................. ........... 6478 0036......... ........ BKBL67S5299.................6474 0050............. ............BDLL150S6649....... .............210........ ...............195
FL............... ........ 6478 0036......... ........ BKBL67S5299.................6474 0047............. ............BDLL150S6673....... ....215.... ...............200
FW.... ...... 6478 0036......... ........BKBL67S5299........ ........6474 0092............. ............B blitl50S6600.... ....185.... ....170
FY ................ ........... 6478 0049 ........ ....... BKBL67S5151................6474 0063............. ............BDLL150S6705.... ....175.... ...............170
HG................. ........... 6478 0052......... ........LRB67014............... ........6474 0157 ........... ........... JB6801022 .............. .............230 ....... ...............230
HH ............... .......... 6478 0052 ........ ....... LRB67014 ..................... 6474 0319 ........... ...........JB6801019 .............. ............250 ....... ...............250
H L ............... ........... 6478 0052 ........ ....... LRB67014 .............. ........6474 0322............. ............JB6801027............... ........... .230......... ...............230
JJ........... ........... 6478 0052 ........ ....... LRB67014 ..................... 7402 0100 ........... ...........JB6801082 .............. ....250 .......................250
NA ............... .......... 7404 0478 ........ ....... 780989 .......................... 74020333............ ............771102....................................185......... ............. 170
N B ............... .......... 7404 0478 ........ ........ 780989..................... ........7402 0278............. ............771104...................... .............210 ....... ............. 195
N C ............... .......... 7404 0481 ........ ....... 781644 ................... ....... 7402 0265 ........... ...........770563.................... ............175 ..................... 170
XD ............... .......... 7404 0588 ........ ....... OKLL67S2930................7402 0061............. ............OLL150S6705......... ............. 175........................170
X J.................. .......... 7404 0423 ........ ....... OKLL67S2931........ ........7402 0171 ........... ...........OLL150S6600......... ............185 ..................... 170

ELECTRICAL SYSTEM

Alternator
Make ;..................................................................................................................................... Lucas Bosch
Type.............................................................................................................................................. AS 123, A 115/45 KI23 V 21A 23

Maximum Output AS 123 (60) volt (hot) *......................................................................... 60A at 12V

Maximum Output A 115/45 (hot)................................................................................................45A at 12V
Maximum Output KI 23 V 27A 23............................................................................................... 27A at 23 V

Starter Motor
Make............................................................................................................................................. *Lucas/CAV Bosch
Type............................................................................................................................. ................. M45, M127,2 M113, CA45H24-3M JF 24V 241ow
Max. Current M45 & M127..................................................... .................................................. 400A
2M113
CA45H 24-3M
JF 24 V 4kW
Starter Cable Resistance......................................................................... ......................................0,0017 ohms
CA 45H 24-3 M........................................... ........... ........... 0,0008 ohms
No. of teeth on Pinion........................................ ..........................................................................10

Note: The above data is general and may vary with individual applications.

Cold Starting Aid

Make.............................................................................................................................................. CAV CAV
Voltage | ..................................................................... 12V 24V
Maximum Current Consumption.................................................................................................. 18A 7,5A
Flow Rate through Thermostart.................................................................................................... 9ml/min 9ml/min

Starting the Engine
Before attempting to start the engine K is essential to see t i l l
the following checks are carried out:
Under normal conditions it will be necessary to ensure that the
stop control is in the "run" position and with the accelerator in
the half open position, turn the starter switch to the "start"
position. As soon as the engine starts, release the switch and
return the accelerator to the idle position.
Always ensure that the flywheel and starter pinion have stopped
rotating before attempting to re-start the engine.
To Stop the Engine
Bring the accelerator to the idle position and then operate the
stop control.
IMPORTANT
With turbocharged engines do not rapidly increase Or decrease
the engine speed immediately after start-up. Allow the engine to
j i i i for at least a minute before stopping. procedure is
necessary to avoid damage and/or seizure of the turbocharger
bearings, whiiSPtely on the engine oil pressure for positive
lubrication.
Cold Starting Aid
In cold conditions it m il be necessary to uaesthe cold starting aid
to start the engine.
With the stop control in the "tun" position and fie accelerator 'll
the fully open position, turn the starter switch to the "heat*
position for fifteen to twenty seconds before engaging the
starter. As soon as the engine starts, release the starter switch
and bring the accelerator to idle position. If the engine does not
start, repeat this procedure.
hi the event of difficult starting, check the electrical connection
to the "cold start" as. well as the fuel supply. Operation o ffig
"cold start" can be checked by removing the®Lr cleaner hose at
the manifold, so that the "cold start" can be seen. With the
starter swpfikiii the "heat" position, the dement should become
red hot, and when engaging the starter, ignition of the fuel
should take place.
Running-In
It is not necessary to gradually run-ftt a new engine, and any
prolonged light load running during the early life of the engine
can, in fact, prove harmful to the bedding-in of the piston rings
and liners.
Full load can he applied on a new engine, provided that the
engine is first allowed to reach a temperature of at least 60° C.
SECTION 09-1
Operating and Maintenance
Injection
Unauthorised adjustmenfipnd removal of seals on the pump will
render the engine warranty null and void.
lu b ricatin g Oil
Oil for naturally aspirated engines should meet the requirements
of specification API CC (MIL-L-461S2)
Oil for turbocharged and compensated engines should meet the
requirements of specification API CD or greater (MIL-L-2104C).
Always ensure that the grade of oil used is suitable for the
ambient temperatures (Refer to section 20-1).
Preventive Maintenance
The extent and frequency of the maintenance operations are
dependent primarily upon the varying operating conditions. A
variable maintenance system allows selection from four
categories with different maintenance intervals.
Category 1
Units operating under normal conditions and covering an annual
distance of more than 100 000 km or 2000 hrs. e.g. long haul
operation.
Category 2
Units operating under normal conditions and covering up to
100 000 km or 2000 hrs. annually, e.g. medium and long haul
operations.
Category 3
Units operating under severe conditions or covering an annual
distance of up to 10 000 km or 200 hrs. e.g. extremely poor road
conditions, heavy dust conditions, extreme climatic conditions
(temperature and humidity), very short distances in traffic and
construction operation.„
We recommend that maintenance should be carried out accor­
ding to hours rather than mileage covered.
This category is also recommended for units operating under’
very light or iatsimttent conditions, e.g. standby generator sets,
and emergency vehicles.
However, when operating less than the recommended service
interval#®! oil and oil ffiter should be changed at least once of
twice per annum, depending on the lubricatihg oil used.
Category 4
Industrial and agricultural units operating under normal
conditions. When operating under severe conditions, intervals
should be reduced accordingly.
Operating and M aintenance 09-2

Normal Service Intervals 2. Check coolant level in the radiator.

Recommended service/maintenance intervals 3. Check or service the air cleaner as per restriction indicator.

Category 1 Category 2 Category 3 Category 4 4. Check that the radiator fins are clean.

Severe 5. Drain the water trap and air tanks where necessary.
15 000km/ 10 000 km/ conditions or]
300 hrs 200 hrs 5000km/lOOhrs 250 hrs 6. Check for any leaks.

Post delivery service to be carried out after 1 500 km/30 hrs. of 7. Start the engine and check the oil pressure, temperature,
operation. This applies to all categories. air etc. and gauge operation.

Recommended service and calibration intervals for in­ Post Delivery Service
jectors and injection pumps:
As for Daily Service plus the following:
Service injectors 60 000 km 1200 hrs
1. Change the engine oil - drain while still hot.
Renew injector nozzles 120 000 km 2 400 hrs
2. Renew the oil filter.
Service & calibrate 180 000 km 3 600 hrs
' 3. Re-torque cylinder head where applicable.
injection pump

Refer to section 17, pages 4 through 7. 4. Re-set the valve clearance.

Pre-Delivery Service Service/Maintenance as p er category

1. Check general engine installation, i.e. all pipes for tight 1. Change engine oil - drain while still hot.
sealing, routing and condition.
2. Renew oil filter element.
2. Check air cleaner. Ensure that elements are fitted correctly
and properly secured. 3. Renew primary or single fuel filter every 25 000 km or
500 hrs.
3. Check exhaust system.
4. Service air cleaner.
4. Check operation of engine controls, i.e. links, rods and
cables. 5. Check all hoses and pipes for tight sealing, routing and
condition.
5. Check electrical equipment, instrumentation and connec­
tions. 6. Check cooling system, i.e. coolant mixture, radiator cap,
radiator for blockage, fan blades for damage and fan belt
6. Check oil level. tension.

7. Check coolant level and ensure that the recommended 7. Check for any fuel, oil or water leaks.
inhibitor/anti-ffeeze mixture has been added.
8. Check exhaust system for damage and leaks.
8. Check fan belt tension.
9. Drain fuel water trap and air tanks.
9. Start up and check oil pressure, temperature, air etc. and
that the gauges are operating correctly. 10. Check operation of oil, temperature and air gauges.

10. Listen for unusual noises.

Additionally every SO 000 km or 1 000 hrs
11. Check for any water, oil or fuel leaks.
1. Change fuel filters.
12. Run engine to operating temperature and check maximum
RPM. 2. Adjust valve clearances.

13. Check all bolts and nuts for tightness, i.e. mountings etc. 3. Check turbocharger for clearances and excessive carbon
deposits.

Daily service

1. Check engine oil level


Additionally every 125 000 f in or 2 500 hrs
1. Check and or service starter and alternator.
2. Check compressor, decarbonise cylinder head and dttvery
pipe
Frost and corrosion protection
Engines should be properly protected against freezing’ and
corrosion..Ifor the correct coolant mixture to the latest
Service Bulletin on this sSiihject.
Where the coolant is drained to protect the engine against
freezing, it is important Rafthe radiator tap. ^opk tap/plug and
oil cooler plug be iasnovedjjli order to drain all the water.
Coolant specification
The quality of the coolant l|||c fri|l used can have a great effect
on efficiency and I l k o f the cooling system. The
recommendations indicated below can to protect against
frost and/or corrosion.
I f the correct procedures are ap t ADE cannot be Hpit
responsible for frost or Corrosion damage.
The coolant system ronSt be f?Bed with eqi#al quantities of anti­
freeze and water (50% concentration) and the same mixture
Must be used if coolant is added dining service. The
concentration must be checked once a year (at the Part of the
cold period) and the coolant renewed every second year. If ft is
possible, use,clean soft water i^fhe coolant. *■
Refer to ADE bulletin GB94/0.! on Approved Consumables and
Service Intervals.
Engine preservation
When an engine installed in a vehicle is laid-up for a prolonged
period of tune, it should be properly protected against corrosion.
We recommend that the following procedure be carried out on
engines which are laid-up for a period of >12 mofiffei or more.
Operating aid Maintenance 09-3
;fc Thoroughly clean all external of the engine.
2. Preserve the fist system by fffliajl the tankpfllally with
fuej Add 10% numingtfc oil or initial operating o i f t o ^ i
ttili • ■
3. Renew coolant according to applicable mixtures and pro­
cedures.
4. Start and run engine to operating temperature.
Switch off the engine and drain the engine oil while still
hot. Renew the oil filter element. Fill the sump to full
mark with recommended engine oil. Start the engine for a
short period td i||p |J ® fh e lubricant.
6. Disconnect the compressor inlet and outlet pipes. With the
control lever in the stop position, turn the engine with the
starter and spray £ 8 ml running-|i |»1 into the com­
pressor intake pipe while engine is turning. Replace the
pipes. Important? Do not turn the engine for an extended
period, as the starter motor may be damaged.
7. With the inlet manifold or injectors removed, pour 15 ml
running*in nil into each cylinder. Slowly turn the engine
one revolution. Replace f|e inlet manifold or injectors.
8. Seal off the air M K and exhaust outlet witfr water proofed
adhesive tape.
9. Close off all o f ® 1openings with tape.
IB. Remove V-belts aJsd store in a plastic bag.
Us Spray all bright or unpaipted parts of the .-engine With
running-in oil I f protective wax.
JH. Top up the cool® and >oUlevels and fill the fuel tank com­
pletely.
N O IS flkn^measures must be repeated after 12 months.
For approved engine oil & coolant additives idfer to the latest
ADEiffindce bulletin on approved product-.
 SECTION 10-1
Fault Diagnosis

f a u lt fin d in g c h a r t
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, 18,19,20,22,31,32,33
Difficult starting 5,7, 8,9,10, 11, 12, 13, 14, 15, 16,18,19,20,21,22,24, 29,31,32,33
Lack of power 8, 9,10,11,12, 13,14,18, 19,20,21, 22,23,24,25,26, 27, 31, 32,33,61,63
Misfiring 8, 9,10,12,13,14,16,18,19,20, 25,26, 28, 29, 30, 32
Excessive fuel consumption 11,13,14,16, 18,19, 20,22, 23,24,25,27,28,29,31, 32, 33,63
Black exhaust 11,13,14, 16,18,19, 20, 22,24,25, 27,28, 29,31,32,33,61, 63
Blue/White exhaust 4,16,18,19,20, 25,27,31,33,34,35,45, 56,62
Low oir pressure 4,36,37,38,39,40,42,43,44, 58
Knocking 9,14, 16,18,19,22,26,28,29,31,33,35,36,45,46, 59
Erratic running 7, 8,9, 10,11,12,13,14,16,20,21,23,26,28,29,30,33,35, 45, 59
Vibration 13,14,20,23,25,26,29,30,33,45,47,48,49
High oil pressure 4,38,41
Overheating 11,13,14,16,18,19,24,25,45, 50, 51, 52, 53,54, 57
Excessive crankcase pressure 25,31,33,34,45, 55, 60
Poor compression 11,19,25,28,29,31,33, 34,46, 59
Starts and stops 10,11,12

Key to Fault Finding Chart

1. Battery capacity low 33. Broken, wom or sticking piston ring/s
2, Bad electrical connections 34. Wom valve stems and guides
3. Faulty starter motor 35. Overfull air cleaner or use of incorrect grade of oil
4. Incorrect grade of lubricating oil 36. Wom or damaged bearings
5. Low cranking speed 37. Insufficient oil in sump
6. Fuel tank empty 38. Inaccurate gauge
7. Faulty stop control operation 39. Oil pump wom
8. Blocked fuel feed pipe 40. Pressure relief valve sticking open
9. Faulty fuel lift pump 41. Pressure reliefvalve sticking closed
10. Blocked fuel filter 42. Broken reliefvalve spring
11. Restriction in air cleaner or induction system 43. Faulty suction pipe
12. Air in fuel system 44. Blocked oil filter
13. Faulty fuel injection pump 45. Piston seizure/pick up
14. Faulty injectors or incorrect type 46. Incorrect piston height
15. Incorrect use of cold start equipment 47. Damaged fan
16. Faulty cold starting equipment 48. Faulty engine mounting (Housing)
17. Broken fuel injection pump drive 49. Incorrectly aligned flywheel housing, or flywheel
18. Incorrect fuel pump timing 50. Faulty thermostat
19. Incorrect valve timing 51. Restriction in water jacket
20. Poor compression 52. loose fan belt
21. Blocked fuel tank vent 53. Blocked radiator
22. Incorrect type or grade of fuel 54. Faulty water pump
23. Sticking throttle or restricted movement 55. Blocked breather pipe
24. Exhaust pipe restriction 56. Damaged valve stem oil deflectors (if fitted)
25. Cylinder head gasket leaking 57. Coolant level too low
26. Overheating 58. Blocked sump strainer
27. Cold running 59. Broken valve spring
28. Incorrect tappet adjustment 60. Fault in exhauster or vacuum pipe leaks
29. Sticking valves 61. Turbocharger impeller damaged or dirty
30. Incorrect high pressure pipes 62. Oil seal for turbocharger lubrication leaks
31. Wom cylinder bores 63. Induction system leaks (turbocharged engines)
32. Pitted valves and seats

To Renew Bush in No. H Camshaft Bore
-Ml, ADE 236 engines 'have a bush fitted g $ | No, 1 camshaft
bore in the cylinder block.
A prefinished bjtph is available to referee & wom bush. The
wom bush may be extracted and replaced by a new one, making
sure /'that the o l holes in the- bush -in i' cylinder block
correspond.
CylindeitCiners
All ADE 236 engines are fitted with flanged cast iron cylinder
liners. These liners (which in production are an interferences!)
should not be reboredfcfettt replaced with ft pre-finished service
liner (which is a transition fit). Should pradfetion. liners (as
replacement) be used', A will be necessary to bore mid fmi&
hone to the dimension on page 08-Si
Cylinder liners on engines built prior to November *93 had a
flame ring which effectively protruded above the block face
jjrig. ItMt). Liners on engines IfeP; from November '93 do not
have a flame ring and flush With the block face
(Fig. 11-2). These liners also have a larger outside diameter
requiring ^ cylinder block parent bore to dimensions as listed on
pagfiOS-3. The non-flame ringed liners can be jp M te old
blocks (strengthened' Turbo n feel' only) with a subsequent
change jft fire parent bore diameter (refer page 08-3).:
To Renew Cast Iron Cylinder Liners
L RemovAall components from the cyilndfeblock.
2. Remove die cylinder head studs.
Press out the liners from the bottom.
4. Clean the parent bore (liners removed) with ft h»f pro­
prietary washing solution. After washing, the bores mUESt
not be touchedhy hand.
0,76 to 0,94
Fig. 11-1 Old level flame ting flanged liner
SECTION 11-1
Cywder Block and JUliers
Note: If the fetes are replaced with the crank.shaftiii;p&-
sition, take precautions to profef thftjournals from the hot
washing sofeion.
5. Degrease the fiftftrft with a suitable solveirb Once degrea­
sed outer walls of the line*' mtst'hot be touched-hy
fe ll
S, Apply Loctife fail to the top 40 mm liner ouifefejjL,.
using either a brush or applicator.
7 Using a brush apply iJO mm wide band offubricantla’fhe
parent bore at a poifift commencing 60 i P | down the bore.
8. Press the liner home and remove any excess adhesive from
the cylinder block fife
9. -Check that the liner flange protrusion from the cylinder
"block face is within specification.
Note: In the event of incorrect parent bore liner recess, the
Loctite application makes rework fijfthe parent bore liner
recess unnecessary.
General
When using a boring bar on ffe-top of the cylinder block, H a
parallel plate between ffe boring bar and cylinder block face.
The underside offfe flange of He cast iron liners fey e a radius.
The chamfer on the flange recessTn the block, between
the remm and the f e e r parent bore, is 0,51 to 0,76 fnm wide x
0,64 to 0,89 mm deep to accommodate this radius.
H lk advisable to allow a settling i|t period to elapse before
checking the m f e internal bore diameter of the- ifiier. The
acceptable limits are given on page 08-3.
Each new liner fthould be checked in three positions « top,
centre and bottom; the readings being taken jftaftsVersely and
parallel to the centre line of the cSJHfjfeSfeckT
Flush within 0,05 above
0,10 below
Fig. 1J*2 New level non-flame ling flanged User
 SECTION 12-1
Cylinder Head
1

To Remove the Cylinder Head

1. Drain the cooling system.

H Disconnect the battery terminals.

| Detach the exhaust pipe and remove the turhbetiarger

(236C/r>

4. Remo^-fiteinji^dr leak-off pipe assembly. '

5. Remove the fuel pipes from the fuel injector pump outlet
and inlet to filter.

6. Disconnect the fuel pipe from the fuel lift pump outlet to
the fuel filter. Remove the fuel filter and boost control

7. Remove the breather assembly.

8. Remove the high pressure fuel pipes and injectors (fig.

12-2).
lb Disconnect the fuel pipe and electrical lead
start.

Ifi- Remove the air filter and/or the conneci^g hose. .'Remove
the induction and exhaust manifolds.

11. Detach the rocker cover.

12. Remove the rocker assembly from the cylinder head (Fig.
12-5). Remove the push rods.

13. Remove the cylinder head nuts/bolts in reverse order of the

tightening sequence (refer Fig. 12-12). Fig. 12-2

14 Remove the cylinder head.

Cylinder Heact i2 - 2

m (W aning

1. Remove all traces of carbon from the cylinder head.

i^ 'lip ih e water jacket of the cylinder head shows signs of ex­

cessive proprietary jH S l: of solution
AMwHilMMIHt..

3. Blank oft'rocker oil feed between numbers 2 and

ders and $&zstpv%f&«!$arbon from the pt^pnsi and cylinder
HhjSgfhUi,

4. After sffj&i apd gpnjdi^nperatinris faaye

■ been carried out, all parts should be thoroughly washed.

Val v^<3uiifttes , -

Engines are not fitted with detachable V$!em guides. The valve
bores are machineddirectly intothecylinderhead.

When ‘Wear occurs i& the bores of flhe cylinder l&sgl,

valves with

" & r >— 6

7 8 OLD NEW

Jig . 12-4 W ive Cap Sealing Arrangement

N O T ® On' ADR 236T engines O-rings :a re now as

standard to all t®fcei spring caps. The valve Hpfliii caps R4*9|
been changed, and now have | deeper1body, so Sbat the seal can
be fitted as shown in Fig. 12-4. 0 n |ljK | engines th#d|jpi?sttjijp
are fifed/ft) both valves. O-rings, however jTtfislSSted to exhaust
valves only.
Fig. 12-3 4. Collets

, 3| Q-Ring
4. Inner valve spring
5. Outer valve spring

7. Exhaust valve .
8. Inlet valve

To Remove

Mark all v a^ ^ w itf^ cm T e sp o ra ^ ^ feiark on thap§f|tsder head

to ensurSSWij&he valves a r ^ H B c d to their original positions.

suitable
and teinov£^pg two collets
and
lip p t 1. Rocker shaft bracket
£ . R em ove th e ’sp tin g caps, springs and valve ^ t e i :c 4 .iW p l M, Rocker lever
, (if F itte d ). RemoS® the valves. w. Oil feed connection
 Cylinder Head 12-3

Fig. 12-6 Fig. 12-7

Three service valves are available for both inlet and exhaust
with oversize stems o f0,08 - 0,38 and 0,76 mm respectively. To
fit 0,38 and 0,76 mm oversize valves, the bores in the cylinder
head must be reamed with a piloted reamer (See section 21).
Valves and valve seats
Check the valve stems for wear and their fit in the respective
guides.
Examine the valve faces for pitting or distortion. Valve refacing
should be at an angle of 45 0, and 30 0 for 236T inlet.
Valves should always be fitted to their original seats, and any
new valve fitted should be suitably marked to identify its
position if removed at a later stage.
1. Using the valve bore as a pilot, machine the recess in the
cylinder head to the dimensions in Fig. 12-9.
2. Remove all machining swarf and clean the insert recess.
Using the valve bore as a pilot, press the insert home using
the inserting tool (Fig. 12-10). Under no circumstances
should the insert be hammered in, neither should lubri­
cation be used during the pressing in.
3. Inspect to ensure that the insert has been pressed fully
home and is flush with the bottom of the recess.
4. Using the valve bore as a pilot, machine the "flare" to the
dimensions in Fig. 12-11.
5. Remove all machining swarf and burrs.

Where it is necessary to conform with the smoke density
regulation the valve depths must not exceed production limits as
given on page 08-7 (See Fig. 12-8).
The maximum wear limits quoted on page 08-2 are for areas
in which the smoke density regulations do not apply.
The valve seats in the cylinder head should be reconditioned by
means of cutters or specialised grinding equipment at an angle
of 45° or 30“ for inlet seats 236T.
6. Re-cut the valve seat at an included angle of 90°, so that
the valve head depth below the cylinder head face is
within the production limits of 1,19 to 1,45 mm for ex­
haust exhaust valves, and 0,89/1,14 mm for inlet valves.
NOTE: Work as closely as possible to the minimum figure to
allow for re-seating at a later date. When re-facing a valve the
included angle of the contact face is 90 0.

Hand Grinding

When grinding in valves it is essential that no signs of pitting

are left on the seats. At the same time care should be taken to
avoid unnecessary grinding away of the seat.

After grinding operations have been completed check the valve

head depths relative to the cylinder head face (Fig. 12-8) and
wash the cylinder head.

Valve Seat Inserts

In some applications, valve seats inserts are fitted to production

engines, but may be replaced in service when required.

When fitting inserts to the valve seats, ensure that genuine ADE
parts are used and proceed as follows: Fig. 12-8
Cylinder Head 12-4

If the cyhader |l®8#JfeB? has. been: skimmed fitting of

vahroseat insert*, then the following is allowed:

M M achine to t|§S dspne£t$<Sis jg j^ S .in fS tg 12-11) and con­

tinue as in stages 5 and 6.

¥) If the insert is damaged or unservi ceable through u ifc * it

- must be. removed and replaced with a new one. Bejfeite
fitting, however, Sbeubeefc-Of the insert should .be surface
.ground, removing sufficient material to jp fffjt flush fitting.
Do HOt-^ffget to re-chamfcr the insert as it was prior to
grinding, i.e. 0,508 to 0,762 mm at 4 5 °. ’El|eh~ proceed
in stages 3 to 6.
K H

Skimming o f the CfBnder Head

A maximum ofO,30 Btth may be removed, preyidisg; th e nozzle

protrusion is not greatlgfthsn 4,44 mm. This figure must not be
obfejmgd by fitting ®8$iei&t&7fc&atomii}efS.

Ensure that the are the J|S§ltr. quoted on

page 08-2 or on page 0 8% .

Valve Springf

A new set o f valve springs should a lw ^ s be SBed -at every

Pg,12-10
lil
major overhaul.

! l | g j | | | i p ^ | | be iS M i such ' H I the coils are

towards the cylinder head.

Inlet
A« 45 0
S - J S p 5 ®#®
C - 6 335m m
D - 76,20 mm
S * 18 to 40,21 mm
J ^ S t J B to 51)28 JWft
0 '» J^79 mm radius
H - 1,5 9 mm radius
J-
K - 9,45 to. 9,47 mm

fixhaufjt 1
A ?,1*59 m ntld^tS0
B-
£r"7)92m m
■p^..7632 f ISWIi
S - m ,7 0 to ja m
F “4 % 4 2 to 43,67;*ttlh
Fig. I f f G -0,79 mnEi»31iis
mm' radius
J s f 1)59 m m at 45°
Inlet K - 9,45 to 9,47 WfflS
A - 7)39to 7 )3 ] mm
B - 51,22 to MfSi
C -0,38 mm Examine the valve springs w jtkrogSfd to squareness of the ends
&i8l load^deaaSfcpedatSpecified lengths; detaiIs Can be fauad lh
Exhaust T^iMiie»ll^da4pageB8-7.
A - 9,52 to 9,65 mm
Each Sptiag incorporates dam per coils g | one c o d , which must
B - 4 2 ,6 2 1&42,64 mm
b e rlS te l fmVBfd the JtgdSalter'hearL ,
C - 0,3 8 .
 Cylinder Head 12-5

Rocker Shaft Assembly Push Rods

To dismantle: Checkifitii push rods for straightness. If any are bent, fit replace­
ments.
1. Remove dttfilips and washers from each end of the rocker
shaft
Valve Stem Oil Seals
2. Withdraw the rocker levers, springs, washers and support
brackets. Where oversize valves are: fitted, alwaypspiHs that the correct
size valve seals or O-ringsare used, •
3. Remove the locating screws from j|gf- rocker oil feed
connection and withdraw i | p connection. Examine the
rocker lever bores and shaft for wear. Rockers should be
an easy fit on the shaft without excessive side pl^pt - Agricultural engines are fitted with different valve caps from
those used on vehicles and turbocharged engines.

To Reassemble With the majority of mechanically governed engines, oil seals

f, Fit oil feed connection to rocker shaft and secure with the
locating screw, ensuring that fhe screw enters tip locating
hole-Ih the. shaft. Later engines have a washer fitted on
each side of lip connection.
are fitted to both inlet and exhaust valves. Current engines have
a thin valve spring seating washer and a rubber oil seal Which
fits over theSntegral valve guide protrusion. In sdgSfrcases, fids
latter Seal has a nylon insert.

2. Refit the support brackets, springs, and tockeelriMk in To Re-Assemble the Cylinder Head
the correct order (Fig. :fjS3X The support brackets afe
interchangeable and when fitting them- ensure that the 1. Lightly oil valve stems.
securing stud holes are to the tight, viewing the shaft from
file front end, with each pair of rockers inclined away from 2. Fit the valve to its correct guide or bore. '
each other at the valve end.
3. Fit the fplye stem oil seals.
Note: Aluminiuirf or cast iron brackets may be fiHed and
the torque will differ (See page OS-7). 4. Locate spring seat washers, valve springs and spring caps
|ii position (and "©"-rings if fitted).
3. Fit securing washer and circlip to each end of the shaft.
5. Compress each valve spring and fit the valve collets.

Fig. M Showing flare to be cut at 30°

Dimension A
■ 2,39 to2j51 mm for exhaust valve
2,54 to 2,67 mm for inlet valve
Cylinder Head 12-6
{ M S AFTER SEQUENCE NUM BERS
INDICATE LENGTH O F SCR EW -
L = LON G (2 OFF)
M = M EDIUM (12 OFF)
Fig. 12-12 Cylinder '
Cylinder Head Gasket - Rctorque Type
On engines teolJi' prior to Novsmber 1993 the liner used bad a
protective flame Sing which protruded above the cyliiideig&lock
head.ftie,
The cylinder l® d gasket used has a tin plate sealing ring mid
can be:i<feBft§8d bythe number 36812349 stamped on
face side
Use two locating .studs in positions indicated in Fig. 12-12. *
The cylinder heads of all eBfgpKafittted with ,tips liner'arid
gasket arrangement should be progressive torqued (in tht&e
stages) in the pjigr shown in Fig. 12-12, to £ torque of 136 Nm.
The final StageS'Shqii^lie SlflSflpit
After initial w&rm-up'the cylinder head fasteners should all be
re-torqued and again when the machine or vehicle* has
completed approx. 3 i hours or 1500 t o t
Cylinder H ead Gaskets-jVon-Rctorque Type
A lsssp t® ® new cy lin d er h e a d ijp ito tii .
This procedure only applies to with iffSj$aviSi3lh^ and
gaskets, i.e. liners that are flush a ife the cylinder block f ip t-
w itjptt flame ring.
Refer to Fig. 12-12. Ushs|($K® locating stpd§i|i positions S-16
and S-21; fit the gasket and cylinder head, 'ffjjhi&i the set­
screws to 120 Nm in the sequence as shown in Fig. 12-12, then
further tighten ftlf1® ® ® ^ byifc|ialf turn (180° as .per Fig. 12-
13). Should theisylindir head be ippoved for any reason, the
setscrews iM tfbe checked for distoifiotfc ■
Check the setscrews for with a straight edge held
along jSsa threads (Fig. 12-16). A setscrew Stefp be s lid
again if there is a visible reduction in diameter aipSfp threaded
portion whi^#na®. engaged with the (^findertlockj "
So Refit the Cylinder Head
Ensure that H$e rocker assembly oiU M I passage in the, cylinder
■fccsSdisfree froih obstructions. When ngfiiKng ftie:cylinder head
a new gasket must be used.
Is Lightly oi 1 the threads .p H tighten If® nuts/bolts pro-
gressively (in 3 stages) to the specified torque.
■2. Fit the push rodsandrefitiSie roCker |® |t assembly. Fit a
; -'. new mbber sealing ring to the rocker oil feed connection.
WiRt the latest type rocker oil feed connection the rubber
olive should ber t i e d in the recess i&ithe cylinder head,
®ibr®llitting fljfc rockershaft assemblyj|pg. 12-13).
'H, Adjust the valve clearances as d etailed ® ^ , Fit the rocker
cover, r
Note: On 236C/T engines fit the cylinder head cover *
■. gasket with the silicone coating toward the exhaust side.
4k. Refit the injegfrpi vflffcnew copper en- ;
suring that they, seatig^igi^i Refit the high pressure fuel
, pipei (See page 17-7),
5. Fit the breather pipe assembly to||i|,cylinder head cover. ■
6. Refit the fuel filter to the cfftidef head and the-fbel pipe
• between the lift pump outlet and the filter.
' 7. Fit the fudl’pipes between th^fSRer and the injection pump
* inlet and outlet.
8. Refit the injector leak-off pipe assemblyf. \
.9. Refit inlet ■
i lead and fu ^ feed pipe to the thermostart unit.
$D. Connect the exhaust pipe and turbocharger (236C/T only).
21, IfpSl the air filter and connecfifjfif,, ’p t, the water oui|J||
hose. Re-connect the baSesyterminals.
12. Fiji the cooling system and cheek fptw atqpl^® ; ■'
13. Bleed atf f t ® the fuel system as detailed on page 17-5. .
14. Run- the engine until normal operating temperature and
j'tRktfe'fiDr water of oil Retorque if old level gasket It-
fitted.
f$. valve- clearances, as detailed below. Fit the
\t53$HKfeihead cover.
 C ylinderH ead 12-7

P IPE A S S E M B L Y

SEAL

S E A L IN F IT T E D P O S IT IO N
CURRENT ARRANGEMENT.

Fig. 12-13 •
Note: When retightening cylinder TisSf nuts/bolts, the engine
coolant temperature should not be less than 7 7 °Q ‘~j|pfhe
nut/bolt moves when lig h te n in g , then tighten up to the torque
quoted on page 08-1.
If the nut/bol does not fhove before the correct torque is
aeh^ft%sthen slacken off 1 /lf to 1/6 of a turn (30° \o 60°) and
re-tighten to the correct figure. After re-tightening all the
nuts/bolts, the first 10 positions should be rechecked without*
further off to ascertain they are still tightened to the
correct torque.
Fig. 12-1$
t
To Check or Adjust Valve Clearances
These are checked between the top of the valve stem and rocker
arm (Fig.. 12-14) and should be 0,25 mm with the engine hot.
• nE **’
When*adjusting Valve clearances the following procedure should
. be adopted:
1. With No. 1 piston at TDC the valves rocking on No. 4
cylinder (i.e. the period between the opening of the inlet
valve and the closing of the exhaust valve), set the valve
clearances on No. 1 cylinder.

2- With the valves rocking on No. 2 cylinder, set the valve

clearances on No. 3 cylinder.

3. With the valves rocking on No. 1 cylinder, set the valve

clearances on No. 4 cylinder.

4. With the valves rocking on No. 3 cylinder, set the valve

clearances oaNo. 2 cylinder.

STRAIGHT EDGE

V W W W 'W W W l

• V W V W V mW W W

■ CYLINDER HEAD UNENGAGED PORTION OF THREAD SHC

RETAINING SETSCREW SIGN OF EXCESSIVE YIELD

* \ \
\
Fig. 12-14 Fig. 12-16
 SECTION 1M
Pistons and Cofinei^ing R ods
To Remove Pistoifs and Connecting Rod Assemblies.

L Remove ite eyBasSsrhcadj Page.j2 -t.

2. Drain engine oil and remove the sump.

Remove big pnd bolts,

4. Remove the big egifjt caps, .bearing and boltf p tg .

13-1)

5. Push pistol® end connecting rods out of the top of the

cyIajddl&(Fig. 13-2).

Note (1): Keep each piston Ipgi. connecting rodagsetBtily

separate, each to

Note (2): H s || advisable to remove all jsaston cooling

nozzles (T-enginttefWhefif
(sbe.nage 16-6 j

To RemovfcPtstdns and Rings from Connplfing Rods

P g i 13-2
6. Remove the rings from each piston.

j|k' Remove i l p circlips and withdraw the gudgeon pin. Ifffe

Gudgeon pHi is tight in the piston bore, w g j ^ ||e piston gf|
clean liquid to a temperature of 38^t9°C. • Inspection

' 1 Examine the pistons l l r scoring and clean Carbo&ll&p die

ting grooves. Chto^ifed+ifaaidBee of the new piston rings
in d M l diB B B tiii groooves; jfc th e vertical groove dear-
ance exceeds 0,20 mm a;new piston must
beffitod.

2. Check tip fitted gap of ito rings | | the -unworn portion at

top of cylinder bore. Fordetaitg of tfflg gap dimensions see
Data", page 08-4. _j&£K gaps for conformable
oil contrbDiBgrmust be to iits^ed Sdtlcthst_spring fitted.

3. Check the fit of the bore and in

ffc&Small end bush. The pin is a transition fit in thtepiston,
i.e. limits of -0,004 to +0,006 mm, !%■ details o f
jdte&pbore, gudgeon pin ® d -880$ end bore dia­
meters see ®t5ichnical Data", page 08-374. When nW B & f
a small j § || bush, ensure that the oil hole n$ the bush
aligns with Ate hole f t, the connecting rod. Ream ,out te
suit the gudgeon pin and check the connecting rod for
parallelism see "Technical Data" page 08-5.

4,, Examine I f e big eBd'wdSilBgS- i f t wear and jM ritK

Also; examine the jptopi|if|p for iS s f and ovality. For
-CGtnk^tad'dditdsjiee^pi^ftS+J::

Note: With 23ST' engines-ftfc SffitfiE end of the connec­

ting rod is wedge shaped, and the sm alfesd bush should
be machined to stlit the wedge.

Fig. 1 3 |i
Pistons and Connecting Rods 13-2

P is to n rin g s A D E 236

T op C om pression
C hrom ium p la te d B arrel face, In ternally cham fered
2 nd C om pression
C hrom ium p la te d T a p e r F ace
O il C ontrol
C hrom ium p lated, springloaded
C onform able

To Assemble the Pistons to the Connecting Rods

I f the original p isto n s a re b ein g u sed they m u st b e a ssem b led to

the. original co nnecting rods. F o r m ark in g s o f p isto n s an d
connecting ro d s see Figs. 13-4 an d 13-5.

1. T he cavity in th e p isto n crow n is o ff-set to w ard s one side

o f th e piston. P la c e th e p isto n o n th e connecting ro d w ith
th e cavity to w ard s th e sid e o f th e ro d w hich carrie s th e rod
a n d cap id e n tific a tio n n u m b ers. In sert the gudgeon p in and
fit n e w circlip s, w a n n in g th e p isto n , i f necessary.

2. F it th e rin g s in th e follow ing order:

P is to n rin g s A D E 2 3 6 T

T op C o m p ressio n
M oly b d em u m p la te d W ed g e faced
2 n d C o m p ressio n
C h ro m e p la te d T a p e r faced
O il C ontrol
C h ro m iu m p la te d , sp rin g lo ad ed ,
c o n fo rm ab le Fig* 13-4
 Pistons and C onnecting Rods 13-3

Fitting New Pistons

The piston height can be chewed: by means of a straight edge

and feeler gauges. .

Correct piston heights above- the cylinder block top H p i are as

follows:

Naturally aspirated:

at speeds o f R P M & above...... to 0,48 mm

4t speeds below 2600 RPM .... ...........i.,.t3y|tito 0,58 mm

Tiubo St Compensated:

all IpriSI. . . . . . . . . . . . . . . 0,28 to 0^48 mm

f ig . 13-5

To Fit the Pistons and Connecting Sods to tfrfe

Cylinder Bore

1. Before '{fee: piston SBd connecting rod asseiri^ly to

their resBcgtMge cyhndeMfeores. liberally coat ®ich bore and
piston with clean enginp|il.

2. Using aringP lam p 1fF ig .ip i^ ’ insert ftg piston and

connecting rod into i p top of d-teh.respective cylinder
bores. The piston and rod irpnber must relate l§fl||§
cylinder into which it r^being fitted, and 'fhgr rod identifi­
cation number must be on the fuel injection pump §ile of
the engine. Tme' W drd^Enp^ Or arrow t® ^ e d on the
piston crown W be towards the front of '{be engine
(F ig . m i l ’

3. Assemble Up: bearing cap and shell to the connecting rod

'sp that identification numbers correspond oh theaalne^lie
■^fllitlSg. 13-4).

4. Position ,.*9i connecting rod bolta with Itfe flat Section

against the |S«ilderGfl'tlie cormegfingrod and spesiie with
new nuts.
See p®e 08-1 for recommended torquei*. '

5. Fit pisfrm eooliip'iozzliS^P&T).

Note: Turn the engine one revolution U ensure that the
pistons are clearing the coolinjpiozzles.

6. Refit the sump.

f , Refit the cylinder head (page 12-6). Fig. 13-6

 SECTION 14-1
Craiksbail and Main Bearings
The crankshaft runs is five pgiftftiilifri repleceable shell
bearings lined with aluminium tin.

End float Is 'Controlled by j|K § K i|it washers which are located

on both Sides of the ce n tra main bearing housing. Oversize
thrust washers :a re available, which may be combfeed with
standard thrust washers to give ga rifjftlllheni of 0,1# nun, or
when used on both rides of the bearing housing; give an
adjustment ftt0,38 mm.

The main bearings are located: in posifSen by tabs fitting into

slots f t the bearing housings. See page 08-1 for recommended
torque tensions.

Because TfArided. fitted to some engines riw til

be necessary to idetftRithe-shaft before commencing regrinding
operations.

I t | | important that idft instruction on page 14-2 headed

Regrinding fip-Crankshaft', relevant, Tufflriding process: §1
followed.
i i g . 14 -1

To Renew the Thrust Washers

Renewal of thrust Ijfftftlte'. WHt, be carried o u t. without

withdrawing the crankshaft, as follows;
1. Remove the sump, Sfump,rirymcrnhdidw oil gdmp:8i8?iion
■ ■pips (Pageffi-2).
2. Remove the centre m aft bearing containing the two
bottom half thrust washers (Se&Fig. 14-1). 1§|§ two lop
M P i M i i i washers should be removed by sliding round
from one side. Identify each thrust washer half to.fftftla-
tive position.
3. To refit | f t WprifttSj 'liberally oil the two uppe?
halves and iiliite them into tin recesses provided on elftef
side of the main bearing housing.
The i f M side of the thrust yteSbteteShcMd be towards: the
bearing ftu s ftg and the cap. Bftfit Ihp cap w fftth e lower
half bearings^ secure with the boltsrilghtened to the torque
g im iftt page 08-i .
4. Check th e crankshaft end flaftfb r tfeclearance o f 0,10 to
0 ^ 8 R H P P I|. 14-4).
5. Refit the oil suction pipe to the oil sump.
6. Refit the sump strainer and sump.

F i© |4 -2
Crankshaft and Main Bearings 14-2

Fig. 14-3

To Reinaw» the Crankshaft- .

It will be necessary to remove fJfcengiMISW'lttSi V«®ltSe or

application.

i i Rg^ov^^^um p-, sump strainer and the oil pump suction

and delivery pipe&

2. Remove the timing gears and timing case (Section 15).

3.. Remove the flywheel and flywheel housing. Regrindiiig the

4. Remove the connecting- caps attd< big n i l bearings Before commencing regrinding operation®., examine the crank­
(P a gt'p -l|- shaft to' see if it has been hardened by the Tufflriding process.
for naturally iispirjifed agricultural ijSJjgpBS*. are
5. Remove the rear main bearing - Tufftrided.

6. Take off the rear main bearing bridge piece. If the crankshaft is a it Will be
to re-Tufftride it, regardless f|j1gytf$|jgg(iter to which
7. Remove the oil pump (Page 16-2). Ihta rcgroiiSd.

* Remo\||^jaft seffietjfews. - If facilities for ffs/f’SSSiSding are not f liiiiliii a replacement

iiWSl BSSj&x&e obtah^di’ j
9. Remove bearing shells, k
Before regrinding
10. Lift out the crankshaft and remove the remaining bearing
I shells. Demagnetize the crankshaft after crack dsiecting.

The main journal and crankpmdftoS^tefis Should be cheeked to

ascertain the next size to which the crankshaft can be reground,
-0,25 mm,-0,51 mm or 4|3E§ mm. If it reqUito® to be
S j^ l^ iltie lo w 4|£sK> mm a new crankshaft must befitted.

After regrinding, the sharp corners on the .oil hole*, should be

rernbye#nd the crankshaft crack detected and demagnd$2isi.

Note: It is important that the radii on main journal and

The crankshafts of engines fitted with lip type rear dE seal* have
to provide a
seat for the lip seal. If all the three positions for this seal D&V#
been used, the sealing area of the flange may be Kgrourtd to rj:
minimum diameter IP ft leaving an1 unmachined
diameter for a distance of 4 fc.fgarpnd.

Only the minimum metal should be. ground off to

removal of the seal wear grooves, and surface finish ShiSili
be the same i f p p the crankpinSI&dijoumais..

Fig. 14-4 W& not necessary to H Tufftride the flange after this operation.
 C rankshaft and M ain B earin gs 14-3
C rankshaft R egrin d D ata

0,25 mm 0.51 mm 0,76 mm

Undersize Undersize Undersize

A 75,91 / 75,93 mm 75,65 / 75,67 mm 75,40 / 75,42 mm

B 63,22 / 63,24 mm 62,96 / 62,98 mm 62,70 / 62,72 mm

C 39,47 mm maximum

D 44,68 mm maximum

E 40,55 mm maximum

F 39,47 mm maximum

R 3,68 / 3,96 mm all journals and crankpins

Surface finish, journals and crankpins 0,4 microns C.L.A. maximum

Surface finish, fillet radii 1,3 microns C.L.A.

Maximum nm out with crankshaft mounted on the end main journals.

Independent readings:
Crankshaft Pulley Rear Oil Seal Flywheel Flange
Diameter T.I.R.: 0,05 mm Diameter T.I.R.: 0,05 mm Diameter T.I.R.: 0,05 mm

Journals T.I.R.
Number 1 Number 2 Number 3 Number 4 Number 5
Mounted 0,08 mm 0,15 mm 0,08 mm Mounted
C rankshaft and M ain Bearings 14-4
Fig. 14-5
1. Bridge piece
2. Bridge piece End Seal
To Refit the Crankshaft
1. The oilways in the cylinder block and crankshaft must be
free from obstruction.
2. Check the main bearing bolts for stretch or damage. Only
bolts supplied by the engine manufacturer, of special heat
treated high grade steel must be used.
3. Clean the bearing housings, place the top half bearing in
position and liberally oil.
4. Position the crankshaft.
5. Oil the two upper thrust washer halves and slide into the
recesses provided on either side of the centre main bearing
housing.
6. Liberally oil and fit the lower halves of the main bearings
to the bearing caps. Fit the caps in their respective posi­
tions so that the lower halves of the thrust washers are
correctly positioned on either side of the centre main
bearing cap. The main bearing caps are numbered, No. 1
commencing at the front of the engine. Each cap is also
marked with a serial number as stamped on the cylinder
block bottom face. These should read in line (Fig. 14-2)
Fig. 14-6
7. Fit the bolts.
8. Tighten the main bearing bolts to the torque given on page
08-1.
9. Check the crankshaft end float for clearance (Fig. 14-4).
10. Refit the connecting rod caps and big end bearings (page
13-30).
11. Refit the rear main bearing bridge piece to the cylinder
block (Fig. 14-5). The rear face should be flush with the
rear face of the cylinder block (Fig. 14-6).
12. Fit new seal in the rear main bearing oil seal housing and
refit the housing.
13. Refit and correctly align the flywheel housing (page 18-5).
Refit the flywheel.
14. Refit the oil pump, timing case and timing gears (see page
16-4 and section 15).
15. Refit sump strainer, sump and the oil pump suction and
delivery pipes.
 Crankshaft and M ain B earings 14-5
Lip Type (Viton) Rear End Oil Seal
Current engines are fitted with a spring loaded lip seal which
locates around the periphery of the flange on the crankshaft,
with a dust lip on the outside. The seal is designed to function
correctly with the direction of rotation of the engine, and for
identification purposes the seal is marked with an arrow.
The lip type seal, and its counterpart crankshaft are not inter­
changeable with previous types.
This seal is easily damaged, and extreme care should be taken
when handling and fitting it. Any visual damage across the lips
of the new seal will cause leakage, and prevent bedding in of the
seal.
The oil seal now being installed on production, is fitted so that
the seal is below the rear face of the seal housing, as shown in
Fig. 14-7.
In addition to the old positions, two new positions have been
introduced which are also suitable for use with the old seal,
where it is fitted level with the rear face of the housing. Special
tool, Part No. 4020 1429, is suitable for fitting both new and old
seals.
Fig. 14-7
A. Seal position as fitted in the factory.
B. First service position: This can be used when the original
seal is renewed (original seal fitted at position A or level
with rear face of the housing) without modification to the
crankshaft flange. Do not use if the earlier seal has been
fitted 3,2 mm below the housing face.
C. Second service position: This can be used when position A
and B have already been used without modification to the
crankshaft flange. Do not use if the earlier seal has been
fitted 6,4 mm below the housing face.
D. Extra service position: This can be used for engines with dry
flywheel housings, if a new crankshaft is fitted or the crank­
shaft flange seal area has been corrected, and ensuring that
the seal is fitted squarely in the housing.
To Fit Lip Seal Housing
Clean the faces of the cylinder block and oil seal housing and
the outside diameter of the crankshaft flange.
Check that the seal and the outside diameter of the crankshaft
flange are not damaged. Where a new seal has been fitted, check
that it is in the correct position as previously detailed.
Ensure that the two dowels are fitted in the cylinder block (Fig.
14-8). Coat both sides of the joint with Hylomar jointing
compound and position the joint over the dowels in the block.
Using clean engine lubricating oil, lubricate the crankshaft
flange, the seal and the seal guide. The lubrication of the seal is
necessary to prevent damage that may be caused by initial dry
running.
Position the seal and housing on the seal guide, locate the guide
on the crankshaft flange and gently press the seal and its
housing into position on the flange, locating the housing on its
dowels (Fig. 14-8).
Withdraw the guide and secure the housing with setscrews and
washers.
Fig. 14-8
 SECTION 15-1
Camshaft, Timing Case and Drive-Timing

To Remove the Timing Case Cover

M
1. Slacken the alternator mounting bolts, remove the adjus­
ting arm and drive belt.

2. Where necessary, remove the water pump.

3. Remove the crankshaft pulley.

4. Remove the timing case cover, taking care not to damage

the crankshaft front oil seal, which is located in the cover.

To Renew the Crankshaft Front Oil Seal

1. Using a press, remove the oil seal from the timing case
cover. Fig. 15-2

2. Press the new seal into position, until its front face is
below the front face of the of the cover, as follows:
236 Agr. 10,9 to 11,4 mm; 236 Veh. 7,6 to 8,2 mm.

The seal functions correctly when assembled such that the arrow Checking the Timing Gear Backlash
corresponds with the direction of rotation of the engine.
1. Remove the timing case cover.

To Refit the Timing Case Cover 2. Check the timing gear backlash (Fig. 15-3) using a clock
gauge or feeler gauges. This should be 0,08 mm minimum.
1. Refit the cover and slide the crankshaft pulley into posi­
tion, or use special tool, part No. 4020 1908, to centralise
the cover. Tighten some of the bolts, then remove the
pulley to gain access to the nuts at the bottom of the cover.

2. Refit the crankshaft pulley with the retaining bolt and

washer, and tighten to the torque as per page 08-1. More
recently built engines have crankshaft pulleys retained
with a thrust block and three setscrews tightened to the
torque as per page 08-1. (Fig. 15-2)

3. Bolt the alternator adjusting arm to the timing case and fit
the fan belt.

Fig. 15-1
Camshaft, Tim lag Case a id Drive-Timing 15-2

Fig. 15-3 Fig. 15-4

1. - Idler Gear Hub
2. Oil Passage
3. Oil Pressure Gallery
To Remove the Idler Gear and Sub

' 1. Remove the timing case front cover.

2. Remove the idler gear retaining plate.
3. Remove the idler gear from now be
withdrawn from the timing ease (Kg. 15-4).
4. Examine the gear and hub for wear, cracks, pitting, etc. -
I. Where necessary, replace idler gear buitai. these require
boring to finished size after fitting
NOTE: Where a fy® load is taken through the liming gear train,
i i l i l U idler gears are fitted with needle bearings. .

Fig. 15-5
 Camshaft, Timing Case and Driv^Timfeng 15-3

To R efit th e Idler G ear and Hub

1. Refit the hub ttllSI location in the timing case.'

2 . Remove the - rocker- cover M l slacken : ||i’ the i b i l i f

assembly securing tp tii

3. Turn ifMMhdi, to TDC No. 1 and. .d^lindatfS, i.e.

with:$fecrankshaft gear keyway attfee top of ^periphery.

4. Position the idler geakontel& b with the on

the crankshaft, camshaft, fuel pump and idlMgears alig­
ned. p l p M # "

5. Secure the idjainggep: retaining plate with the |h®ee bolts

tightes# to a torque of 41 Nm. Check the idler gear end-
fla8t(Fig. 15-6). >

6. Tighten down the rocjwr agggfinWy and adjiJStlbe valve

clearance to O^Stttffiihot j|yi!llHS§ cold). .

H Replace the rocker cover.

3. Refit the gear to the camshaft with the retaining plate by
8/ Refit fhc timing case front cover. , ti^teaail^theliicat onto jp||tshaft. ’

4. Turn the until No»j piston is a t TDC with the

To R em ove th e C am shaft G ear -■ crankshaft gear keyway at the top of its periphery.

1. RemoveQ^timingJSSefiront covifr. .5, Position H it idler gear on its hub ind.ppSOSg: JteretaM p ji
plate with MMijMM bolts torqued to 41 N a t Check that all
. 2. Remove llies camshaffgear tettSslilg bolt; lUBkp^washer I f l i i l l marks are*|SgnecL
and retaining plate.
6. Tighten the camshaft bolt. Ipsa tprq.i|g of 68 Nm and lock
1, Using a gmSable '&Pr3£$&,>. the camshaft gear th«&ftnsSa#hS'. ’
15BH ^
7. Refit the timing case ImiaiseoVer.
4. Examine the gear for wear, cracks and pitting etc.
8. Tighten down She fMfefe assembly and adj|sj| fc y a lv e
NOTE Where :ft camshaft is stamped with the letter ”M” Use. > clearance to -£|fi5 mm hot(0,3®tarh:#Siji).
metric adapters.

To Remove the Fuel Pump G ear . .

TfeJtefliflHC Cam shaft G ear
1. Remove the timing case cover.
| . Remote the i^fegptsr.-
% Re-align all tim in g marks (Fig. 15-5) by r e m o t ^ p and
2 . Slacken off the rocker assembly securing nuts. - replacing the id le rg e a r.

3. Remove the pSpf!’ bolts secure

' the .gear to i p fuel pump. ,

4. Withdraw :gte froni:iis-dow E® eit'lse^tion on thp-fheS

pump (Fig. -

To RefftdBMlfuel P u m p iG M r

1. Fit th® fuaT SBffip gear (o the shaft, locating the dowel of
s the gear to the slot on Big fuel pump shafM®(d align ||§
punch mark w itbthe double pMcfe m arlsaiith sjtd ler gem
,^ 15-8).

2. Secure thegear wijEh fifjf bolts, and spring waiters.

3. Refit the timing c;ase front cover.

Fig. 15.6
Camshaft, Timing Case and Drive-Timing 15-4

3. Refer to Fig. 17-6. Release the screw (5) of the timing tool
4020 1364 and remove the splined shaft.

4. Ensure that the slotted pointer (2) of the timing tool is

positioned with the slot to the front of the tool and the
chamfered sides of the slot are pointing outward. At this
stage the slotted end of the pointer must be kept well back
from the front of the body. Ensure that flat of washer fitted
behind pointer securing screw (3) is located over pointer.

5. Release the bracket locking screw (4) and set the bracket
so that the chamfered edge is in line with the relevant
engine checking angle, see page 8-12.

6. Pressing fuel pump gear and adapter toward rear, locate

splined shaft of adapter into timing tool, with master
spline engaged, and adapter shaft in timing tool with rear
Fig. 15-8 L Slot in Fuel Pump Hub face of adapter abutting front face of timing tool.
2. Dowel
7. Move tool forward, complete with gear, so that register of
tool locates in pump aperture of timing case. If pointer is
180° out, engine is on wrong stroke and tool should be
removed and engine set on correct stroke.

To Remove the Timing Case
1. Remove the timing case front coyer and timing gears.
2. Remove the fuel pump and exhauster or compressor and
compressor drive (where fitted).
3. Remove the nine bolts and spring washers securing the
timing case to the cylinder block.
4. Remove the four bolts and washers securing the sump to
the timing case.
8. Slide slotted pointer forward to reach rear face of timing
case and lock into position.
9. Take up backlash by turning tool against normal direction
of rotation (shown on pump nameplate) and mark the
scribed line on the rear of the timing case to coincide with
the centre of the slot in the pointer (see Fig. 15-10).
10. Remove tool and adapter from fuel pump gear and fit fuel
pump to engine as detailed on page 17-3.

5. Withdraw the timing case from the cylinder block.

To Refit the Timing Case

1. Refit the timing case to the cylinder block.

2. Secure the sump to the timing case.

3. Refit the fuel pump and exhauster (where fitted).

4. Refit the timing gears and front cover.

Fitting New Timing Case

New timing cases are not marked with the scribed line for the
correct alignment of the fuel injection pump.

To arrange this scribed line, with the fuel pump removed,

proceed as follows: -

New Timing Case

{ 1. Turn engine to TDC on compression stroke.

2. Fit the adapter 4020 1377 (see Fig. 15-9) to the fuel pump
gear so that the dowel of the gear locates in the slot of the
Fig. 15-9
adapter. Secure the adapter to the gear.
 Camshaft, Timing Case and Drive-Timing 15-5

Fig. 15-11 1. Camshaft Thrust washer

Fig. 15-10 2. Camshaft
3. Thrust Washer Dowel Pin
To Remove the Camshaft and Tappets
Valve Timing
Camshaft end float is controlled by a thrust ring located in the
front face of the cylinder block. The ring is doweled and held in Checking valve timing is dependent on the camshaft fitted.
position by the timing case.
To remove the camshaft it is necessary to remove the engine
from the application and mount it in a suitable dismantling
stand so that it can be turned upside down
Proceed as follows: -

1. Remove the rocker cover, rocker assembly and push rods.

2. Remove the timing case front cover, timing gears and

timing case.

3. Turn the engine over so that the sump is uppermost.

4. Remove the sump.

5. Remove the fuel lift pump.

6. Remove the camshaft thrust ring (Fig. 15-11).

7. Withdraw the camshaft (Fig. 15-12). Fig. 15-12

8. The tappets may now be withdrawn (Fig. 15-13).

To Refit the Tappets and Camshaft

1. Refit the tappets.

2. Refit the Camshaft

3. Refit sump.

4. Fit the camshaft thrust ring on the dowel in the front face
of the cylinder block (Fig. 15-11). Check the protrusion
beyond the front face of the cylinder block.
See Technical Data, page 08-6.

5. Refit the fuel lift pump.

6. refit the timing case, timing gears, front cover and sump.

7. Refit the push rods and rocker assembly. Adjust the valve
clearances to 0,25 mm hot 0,30mm cold). Refit the rocker Fig. 15-13
cover.
Camshaft, Timing Case and Drive-Timing 15-6

Checking Valve Timing Table: Valve Clearance Settings

1. Attach a piece of wire to one of the timing case bolts in Part No. stamped on Valve Clearance
such a manner that one is positioned close to the outside Rear End of Camshaft Setting
diameter of the crankshaft pulley. This is to effectively act
as a timing pointer.
3141 5321 fitted to all naturally
2. Establish TDC of pistons nos. 1 & 4 and mark the position 3141 5371 aspirated engines with 0,53 mm
on the crankshaft pulley directly opposite the pointer. 3141 5374 rated speeds up to
7015 0618 2300 r/min
3. Turn the crankshaft until the valves on No. 4 cylinder are
rocking.
3141 5292 fitted to all naturally
4. Set the valve clearance of No. 1 inlet valve according to 3141 5372 aspirated engines with 1,2 mm
the cam form of the camshaft fitted. (Ref. table opposite) 3141 5381 rated speeds
7015 0579 2301 r/min and above
5. Turn the engine in the normal direction of rotation until
the valve clearance of No. 1 inlet valve is just taken up.
3141 5294 fitted to all
6. Check that Nos. 1 and 4 pistons are now at TDC (by 3141 5373 ADE 236T engines 0,94 mm
means of the pointer). 3141 5382
7015 0605
The valve timing tolerance is ± 2,5°. When the timing is found
to be correct, return the crankshaft to the position as per (3.)
above, i.e. valves on No. 4 cylinder rocking, and reset the valve
clearance to 0,25 mm hot (0,30 mm cold).
 SECTION 16-1
Lubricating System , Sump and B alancer Unit

The importance of correct and clean lubrication cannot be
stressed too highly and all reference to engine oil should be
taken to mean lubricating oil which falls within the specification
given in Section 20.
Care should be taken that the oil chosen is that specified for the
climatic conditions under which the engine is operated.
Description
The lubrication is of the forced feed type, the oil being
circulated by a lobed rotor type oil pump, driven through an
idler gear by the crankshaft gear or by a gear type oil pump,
driven from the rear of the balance unit (when fitted). The oil is
drawn through a sump strainer to the pump. Oil is then pumped
to the relief valve housing and the full flow filter. When a centre
mounted balancer is fitted the oil pump and relief valve are
integral with the balance unit
Oil passes through the filter and oil cooler to the pressure
gallery.
The Oil Pump
The following instructions refer to the lobed rotor type oil
pump. Where a balancer unit is fitted reference should be made
to section 16-7 for details of the gear type lubricating oil pump.
The oil pump is secured to the front main bearing cap by three
bolts.
The oil pump gear is driven through a bushed idler gear.
The oil pump drive gear is pressed and keyed on to the pump
driven shaft on the other end of which is pressed and pinned a
three or four lobed rotor. This rotor meshes with a four or five
lobed driven rotor; which is free to rotate in the cast iron pump
body.
Piston Cooling Jets
Refer page 16-6.

From the pressure gallery the oil is fed to the main bearings and
big ends. A seal prevents oil leaking along the crankshaft at the Oil Pressure Relief Valve
rear end.
Refer page 16-4.
The camshaft bearings are lubricated from numbers one, three
and five main bearings..

The camshaft centre bearing supplies a controlled feed of oil to

the rocker shaft assembly. This is achieved by allowing oil to be
forced to the rocker shaft only when the oilways in the camshaft
journal and camshaft centre bearing are in line. Oil from the
rocker shaft escapes through a small bleed hole in each rocker
lever and lubricates the valves and guides by splash.

The idler gear and hub are pressure lubricated Jfecilp from the
pressure gallery. Oil enters the rear of f|6| hub and passes
through drillings to lubricate the idler gear MM and gear
retaining plate from the front camshaft bearing idler gear hub
and fuel pump hub.

Pistons, liners, small end bearings, tappets and timing gear

teeth are all lubricated by splash.
L u b ricatin g S ystem , Sum p an# B alancer U nit 16-2

Fig. 16-2

l o Remove the OK Pump To Dismantle the Oil Pump

1. Remove the sump. 1. Remove U s oil ptmpp drive gear retaining circlip and the
drive gear.
2. Remove the strainer.
Note: On later oil p ® ^ th i$ g e a r is a press fit on theishoft'.
3. Remove the suction pipe.
2. Remove the key from the keyway of the drive shaft.
delivery pipe between the
valve housing. '% Remove the end plate.

" 5. Remove the crankshaft -ptfigy, timing s p g f fr o n t cover,

timing gears and fc S flg ia se .

6. Remove '$ 1 idler gear circlip and idler gear (Fig. 16-3 and
iP ij-

7. Remove Sjp three b d p t securing the ppffli -J® No. 1

Main bearing i i p and withdraw the p ih tp fbSBfflte cap
■i n "

Note: Current pimjIiSitsave the strainer as an integral part of the

 L u b ricatin g System , Sum p and B alan cer U n it 16-3

Fig. 16-5 Fig. 16-7

4. Remove the drive and driven rotors from the pump body.
5. Remove the "O" sealing ring (where fitted) from the pump
body (Fig. 16-6).
Note: On later oil pumps no "O" ring seal is fitted.
2. Install the inner and outer rotors in the pump body. The
chamfered edge of the outer rotor enters the pump body
first.
3. The clearances of a new pump are given on page 08-9 and
are checked as shown in figs. 16-7, 16-8 and 16-9.

Note: Should an oil pump be worn to such an extent it

Inspection adversely affects the working pressure, a replacement pump
should be fitted. Parts of the pump are not supplied
1. Examine all parts for signs of cracking, wear or corrosion. individually.

Fig. 16-6 Fig. 16-8

L u b ricatin g System , Sum p and B alancer U n it 16-4

Current pumps have a boss cast on the front of the drive

gear and are assembled with this boss towards the circlip
groove. The correct clearance of the gear fitted is 31,60 to
32,11mm measuring between the front face of the boss
and the pump mounting flange (Fig. 16-10).

3. Fit the drive gear retaining circlip (where fitted). Prime

the pump with clean engine lubricating oil before fitting to
the engine.

To Refit the Oil Pump

1. Fit the oil pump to No. 1 main bearing cap.

2. Position the idler gear on the shaft with the recessed face
towards the front and secure with the circlip. Check the
idler gear end float which should be 0,05 to 0,41 mm.
Check the backlash between oil pump gear and idler gear
which should be 0,15 to 0,23 mm (Fig. 16-11).

Fig. 16-9 3. Refit the timing case, timing gears, timing case front cover
and crankshaft pulley.

4. Refit the oil delivery pipe between the oil pump and pres­
To assemble the Oil pump sure relief valve housing.

1. Fit the driving and driven rotors to the pump body,
entering the chamfered end of the outer rotor to the body
first. Refit end plate using a new "O" sealing ring (where
fitted).
2. Place the key in the keyway of the drive shaft, and refit the
drive gear to the shaft (press gear onJtesit with the shaft).
5. Refit the suction pipe to the oil pump.
6. Fit the sump strainer to the pump suction pipe, and refit
the sump to the engine. Refill the sump with oil of an
approved grade. Before starting turn the engine over, using
the starter motor with the stop control out until oil pres­
sure is indicated.

Oil Pressure Relief Valve

The oHjPPIIlPi relief valve f | contained in a housing bolted to

the bottom; face of l i e Eyfijjfe' block and tiS. operate at
345 to 4 » j f c

Fig. 16-10
ill 16-n
 Lubricating System , Sump and B alancer U nit l6 -5

To Remove and M im aitflethe Relief Valve Assembly 3. Refit the relief valve housing to the cylinder block.

1. Remove the sump. - 4. Connect the oil pump delivery pipe to the relief valve;
housing.
2. Disconnect die oil pump delivery pipe at the relief valve
end. 5.<1Ensure that the sump stra in ® ^ correctly positioned on the
oil pump suction pipe.
3. Remove the relief valve housing (Fig. M-12).
Refit the sump and refill with oil of an approved grade.
4. Remove the ■splitpin from tlie end -of5U p relief valve
housing and withdraw the cap, spring dils&Rlunge&p§£.
Lubricating Oil Filters

5. Thoroughly £&&& all parts and inspect wear or A sump strainer and a full flow main JStgr .are fitted.
damage.
The main oil filter is mounted on the^lde of the cyfjpsjiac block.
f o Assemble and Refit itfte Relief Valve Assembly ITie canister should be renewed.as.per seFvictS&^itftdlfe -.’

I,. Fit Ife plunger, spring and cap to the relief valve housing
and secure with the splitpis,
2. If possible, check the pressure setting of the relief valve.
TfBfvalve S®4aild lilt between 345 to 414 kPa for naturally
aspiraiilt engines and 481 to j p t kPa for turbOci^^ed
engines. If not, extreme -CgpdpaTs advised when starting
- the engine, b a ll it Is certain that the prepare reiefiifalve
■ is w aking correctly: ■
The lubrisaifetg oil filter can be Utted to side of die
engine, but it i s important to note that to change the filter
positionifieees^tapiS'-^mo^ of the sump and changing the lub-
ricating oil pump feed to;fhe opposite.gide of the cylinder block.
oil relief valve must also be fitted. Where a balancer
SifTHtSltBds. this-jpust i^so be changed and an adapter plate
f itte d # ttoe old filter position as all these modifications are
to permit delivery of ^ tr e a tin g , oil to the working
pilSH ti^'engine.

To Renew Screw Type Oil Filter Canister

1. Unscrew filter canister from filter head (Fig..15^14).

2. Discard old canistKk

Note; The T engine has an oil cooler mounted between the

filler canister and die filter KgSfii, Befe®:fitting allplacem ent
canister the retaining adapter screw -#iould be Slilgpbl for
tightne^Sv Ensure that the oil coolefks positioned correctly: clean
gCBtfeg surface fUg filter

Fig. 16-12

FifeJ6-13 1. Relief Valve Body

%, Plunger
3. Spring
4. SpBAHgRetaining Cap
K g, 16-14
5. Splitpin
Lubricating System, Sump and Balancer UnM 16-6
H Clean filter head. To Remove PistonCooHaft.Ifets

4. Using clean engine oil, liberally oil top seal of replacement Drain the lubricating oil and remove sump.
safSter.
Remove the hKbjo bolt the j et body to the cyifrtdp:
5. Fill: canister vsiSt clew lubricating oil allowing time for Flick.
the oil tffl fiBer through the dem ent. Screw replacement
canister onto :|jlter head antfl £sa) just touches head aad The piston jet assembly can now Is: removed.
then tigliten as per instruction on canister. Where a tool ^
available tighten to 20 Nm.
H iR e fitlls tta Cooling Jet
6. Run engine and check for leaks.
"Eli body sIimKI be fitted to the cylinder block making sure that!
Note: The oil S lpr canister has an internal valve to prevent the dowel locatesedttSEfip,
drain back. Always ensure that a correct re p h liiiH id f
Insert the banjo boj^jand figfrteote a torque o ff7 Nm.

To Remove and Replace Oil Cooler. Refit sump and fill wtf&li|^eqHhpfjil of an approved grade

£ Drain cooling system.

2. Remove coolant pipes by loosening the b@se apips and
removing the hoses,f
3. Remove oil filter canister by unscrewing ifi«& anticlock­
wise direction, at the same time supporting | § cooler.J
4. Remove oil cooler..
5. To replace, ensure that the Higr/cooler assembly head is
clean. -
6. Check cooler "O" ring seal, replace if damaged or defor­
med.
7. Replace oil cooler ensuring "O" ring |pl3i| is seating cor­
rectly. Torque adapter tube to 27 Nm.
Nozzle position
If the nozzle of the piston cooling jet has been moved out of
position, §K is important “S at the condition is corrected as
follows: '
With a piston removed, fphH a suitable diameter tube over the
jet nozzle so that H'-iJsaws aboW the top bf'tlte.fylinder bore
p e% fig .l6 -f|).
F ig ,|# -||-# so shows the dimensions taken on the top face of
the cylinder block from the extremeedges ofthe liner bore (X).
The tube must emerge through the top of the liner bore at a
point 19,3 mm from thfcl§JSi| injection side of the bore and 91,8
mm from the engine front side o f l|e bore.

8. Replace oil filter canister as previously described.

9. Replace coolant pipes and hoses;Tightenttose

10. Refill cooling sriiSK. ■

Note: Ipihe adapter in the filter head is removed II should be

mgtalled wifeLoctite 270/271 applied to the fiiut three threads
andtorqued to 27N iit I P ,8 mrft ; ! 9 ,3 mm

To Remove and Replace C p ip t e r Assembly

Withdraw fife two bolts securing the filter to the ^l'inder block
and remove the filter assembly. Refit with new joint aiid torque
the bolts to 4f Nm.
Check the sump level after running the engine and top up as
necessaiy.

Piston Cooling Jets

Piston cooling jets are fitted to $ $ majority of turbocharged

engines. Cooling lubrication oil directed by means of-spray
jets fitted into the main pressure rail at the isdSfe of eaCh cylinder
liner onto I n i underside of $g|j| piston crown where :f|
circulates, dispersing heat from the combustion area. f|§ :-ji|
then drains back into the sump. The lubricating oil feed to the
J | t nozzle is controlled by a pressure relief valve fitted into the
main body of the piston cooling i i H H t t and comes into Fig. 16-15
operation a tu pressure of approximately 207 kPa.
 Lubricating System , Sump and Balancer U lit 16-7
Front M ounted B alancer Unit
On certain applications a balancer unit H incorporated in the
engine sump, from whicitlhie lubricating oil pump is driven.
It i i important to note that on some d f these appfimiida* a
crankshaft is fitted which has DOfWMWi weights, as opposed to
the crankshaft on otherapplicatioai sifileji incorporate balance
weights forged in the manufacturing process.
'Wien replacing a crankshaft, the correct type sha8ld be fitted as
determined by® erem oved crankshaft. -
It is also important to note t i l t balancer tihigs vary according to
which |ade o f f ie engine the lubricdfihg-ipil Sife*1 IS-ifitted..
When replacing a balancer unit, always ensure that the correct
type is being fitted.
t o Remove
Remove the sump.
Remove the balancer unit complete with the
lBferteating oil pump.
T o D ism antle .
Remove the sevijf bolts and washers the lubricating ml
pump to the balancer unit.
Remove the oil pump complete with backplate and giving gear,
rjfpOSirble. Should the backplate a s l, giving gear remain in
position on the balancer unit, they must be removed separate!^ '
From file front the balance? Mtfit remove the idler gear hub
retaining nut or setscrew. \
Rem ove the id le r g— i ***
Remove the two socket headed grubscrews in i i i i i of the
.balance' weights.
Press out each o f theisiABi let turn towards file drive end, taking
care that th&keys in the do not foul ft? bearings in t i l
drive end, of the balancer fimftfe Insufficient care could reaut£:in
the bearings being damaged, and this would mean replacement
of the complete frame assembly.
Both balance weights may now be lifted from the balancer
ililM , complete with
Should it be necessary to renew elSlgir the balance weights or
coupling gears, remove the three socket headed capscrews in
each balancer assembly and take offfbe «gjup§|6g
Remove the two thimbles which locjsfc between fife frame and
the cytloiier block.
Remove tfaefseven plugs from the oilways in ( le balancer frame
and clean out the oilwaySi
Important
W hen refitting the socket head capscrews which secure the
coupling gears to U s balance weights and the socket hearted
grubscrews in the balance weights, the Mler gear and hub
securing s l ^ l ^ A e grade M should be u p ^ o n the threads
in the following manner: *
Thoroughly #san both mate female lfi|if§s with a suitable
degreasing fluid (not kerosene), allowing 15 Ijjinates ^ r it to
dry." It is recommended 'A A where possible, Locqrfis Q
Activator be used fhr this purpose as it will considerably reduce
the curing time.
Apply ai light coating o f Loctite grade 601 to both male and
female fit the stud or screw and tighten to the Specified
torque.
A curing period p f 2!§hours (1 hofij^fjfLQcquic Q ActivatorJiMr
been; used) at room tlsmperature must now be allowed before the
engine is started.
To Re-assemble Unit
Note
It j s essential that balancer unit, drive and driven shafts,
bearings, keys and oil pump gears .ar«p&if$ed after 5000 hotpt
of operation.
When rgpliapeftqj needle or roller astee bearings, they should not
be hammered in, but pressedjp using special tools 4020 2059 or
4020 2062. Needtgj race bearings should be pressed in to a
minimum of ft,20 mm from the end Of the housing. Thicker
secfiin roller race bearings should be pressed in so that a
clearance ®ff|,76 to I © mm i* i& between the mid faces of all
bearings mid the inside face of tfie frame bosses.
Ijaving renewed any part Plowing signs of wear, proceed as
follows:
Replaii the seven plugs I i the oil drillings o f Hie balancer
frame.
Should it lave proved necessary to renew thej§ler gear and hub
securing sfrtil, fit the new stud, Loctite,
Should II have been necessary to remove the coupling gears
from the balance weights. Use Loctite to rc-assemble and
tighten A s socket head capscrews to a torque of’)5 Nm. •
Where necessary, renew .the shaft keys.
Stand the balancer imft; on its lubricating oil pump mid face,
place the two balance weights complete with gears into i | l
frame, coupling file gears so that when the shafts are partially
'mfierbi, the keys a r e fe the same A ifiV e position i( i.e. both at
top dead centre or both at bottom dead centre.
Balancer Unit 16-8

Fig. 16-16

1. Idler Gear Retaining Bolt 9. Counter Balance Weight

2. Idler Gear Hub 10. Counter Balance Locating Screw
3. Idler Gear Bush 11. Counter Balance Gears
4. Idler Gear Assembly 12. Gear Retaining Screws
5. Idler Gear Spring Dowel and Thrust Washer 13. Frame Assembly
6. Idler Shaft 14. Taper Screws
7. Counter Balance Locating Key 15. Bearing
8. Frame to Cylinder Block Thimble 16. Driving Shaft

l§gpjiie that each shaft is related dead centre to the bearings at
the front and rear o flh i frame and press Ip u a ® the drive shall
(complete witji gear) is 3 ^ ^ home and the end of the l A s p
shaft is flush with j ( i drive end face of the balancer fritae,
Using Loctite fit the two grubscrews to each balance ftflSil arid
tighten to a torque of 10 Nm. Always degrease before using
Loctite.
Fi| thrust plate, idler gear and hub so that the single p M (f
punch mark on the idler gear registers between ftp two patch
marks on the integral balancer shaft gear. Ensure thatthe dowel
in the hub locates in the corresponding hole in KRhalanSej5
frame.
Fit the idler gear and the hub retaining nut and tighten H a
torque of 54 Nm.
Rotate the unit by means of the idler gear to ebsiPHhif the
action is quite free.
| | M | the oil pump back plate in position at the tip i of the
balancer unit.
iH th e A pump drive gear onto the o f b a l a n c e r drive
abaft.
Fit the iM pump idler gear onto the I t the pump and
^efitJIbe pump housing jto the bafrtfUfif unit. Secure wif& seven
setscrews w ill washers to a torque of 28 Nm.
Rotate ibe balanc#3ffiit idler gear once more to ensure freedom
M movement.
Continue rotating the idler gear until; the punch marks once
more coincide. This may take several revolutions.
To Replace
locating thimbles into their bores and refit the
balancer unit to the cylinder block, ensuring that the single
centre punch mark on toe crankshaft gear registers between toe
two-punch marks on toe idler gear of toe balancer unit,
The balancer unit k now timed to toe engine. When fitting toe
balancer unit te n a engine where toe front end has-not been
stripped, it will not be possible to observe toe punch mark <|i
toe crankshaft gear for purpose of timing unit to toe
engine.
Special Tools
4020 2059 4020*1
Fig. 16-17
Balancer U nit 16-9
Jpftus case. flteangbtg should B b e rotated-S® Sjafaaither toe
pistonofNo. 1 or No. 2 cylinder is at top or bottom dead centre.
Bottom dead centre i t preferable as any error fOSftter than one
gear tooth will cause a foul between ftp weights and toe
connecting rod in this position, making it obvious that toe
balancer unit has been timed
Rotate toe idler gear until toe M i t i centre son the
iglgr gear registers between ft® two punch marftt on the
-balancer shaft drive gear.
Suitably mark with chalk a tooth of toe drive gear teijKg® with
another chalk mark on the frame.
In this position fit the balancer unit to toe engine. Check that
the weights have not moved by observing lie alignment of toe
chalk marks.
As a further check observe that toe single punch marks on toe
idler gear still register between the two punch marks on the
balancer shaft gear in alignment with the gear centres. Accuracy
in timing the balancer unit to the engine is essential as an error
will cause serious consequential damage to toe engine.
The ability to turn the engine over by hand is not necessarily
proof that toe balancer unit is correctly timed.
Secure toe balancer unit to toe cylinder block with the four
setscrews with washers tightened to a torque of 54 Nm.
After fitting toe balancer unit to toe cylinder block and
especially in toe case where a new balancer unit frame has been
incorporated, check for sufficient clearance between the
balancer unit frame and No. 1 main bearing cap.
Refit the sump in the normal manner.
Running in
After renewing any part the balancer unit must be carefully run
in. First run the engine at fast idle for a period of half an hour,
followed by a further half hour at 1000 r/min.
Note: Replacement bushes are not serviced separately for the
idler gear. A replacement idler gear complete with prefinished
bush must be fitted.
The stud which secures the idler gear and hub to toe balancer
frame is serviceable as necessary.
A. 1,6 mm x 45° Chamfer
B. 0,8 mm x 45° Chamfer
C. 51 mm diameter
D. 25,298 mm diameter
E. 32,944 mm diameter
25,4 mm
G. 2,769 mm
H. 37,719 mm
& 31,648 mm diameter
K. 40,869 mm diameter
L. 3,572 mm
M. 38,506 mm
lid Mounted Balancer Unit 16-10

Fig. 16-18

1. Balancer Assembly 15. Washer 29. Transfer Plate

2. Balancer Frame 16. Plunger 30. Bolt
3. Drive Shaft 17. Spring 31. Bolt
4. Front Drive Shaft Needle Bearing 18. Cap 32. Oil Suction Pipe
5. Oil Pump 19. Pin 33. Plug
6. Suction Pipe Gasket 20. Balance Weight 34. Plug
7. Balancer Drive Gear 21. Balance Weight 35. Dowel
8. Rear Drive Shaft Needle Bearing 22. Balance Weight Bushes 36. Bolt
9. Lock Nut 23. Gasket 37. Bolt
10. Bolt 24. Back Plate 38. Bolt
11. Bolt 25. Dowel 39. Bolt
12. Idler Gear 26. Bolt 40. Washer
13.. Idler Gear Hub 27. Bolt
14. Bearing 28. Plate
 M id M ounted Balancer U nit 16-11
To Remove
1. Drain the engine oil and remove the sump.
2. Remove the balancer unit assembly -COttiffefe with the
lubricating oil pump. Support the unit before removing the
b o ||^ |m it weighjfefc25 kg).
To Dismantle
1. Remove idler gear assembly (items 12, 13,14 and 15 Fig.
10-18). Use a 25 nun AF Allen key in the idler gear hub
M M (item i f jFig. 16-18). Ensure that the idler gear
assembly is removed completely to prevent parts from
damage.
2. Remove balance weights cover.
3. Remove driveshaft/gear and balancer drive gear (items 3
and 7 Fig. 16-18) by removing the locknut (item 9 Fig.
16-18). Use special tool 4020 2033 on driveshaft gear.
Lightly use hammer and copper drift on shaft at locknut
end position to release Loctite seal of shaft and balance
weight drive gear spline. Ensure shaft threads and needle
bearings are not damaged when the driveshaft is removed.
if. Remove lubricating oil pump and suction pipe (items 5
' and 32, Fig. 16-18) by removing the bolts (10,11) which
held the lubricating oil pump to the balancer frame.
5. Remove lulferi'Satihg oil pump relief valve as follows:
a. Spring pin 19, which -holds relief valve assembly in
position
b. Spring cap 18, spring 17 and plunger 16.
Note: The spring pin must be removed carefully to espnst that
the spring and spring cap are not ln|f or cause injury to the
operator when the spring pressure is iHAsed
Fig 16-19
On assembly ensure the correct relief valve spring is used.
Turbocharged engines half a higher rated spring than the
naturally aspirated engine, for higher lubricating oil pressure.
6. Remove lubricating oil transfer plate (items 29,23 Fig.
IP-18). Note position of lubricating oil direction indicators
on fie outside of the transfer plate for correct assembly
. purposes (Fig 16-19).
7. Remove frame end cover (item 24, Fig. 16-18).
8. Remove balance weights (Items 20, 21 Fig. 16-18) care­
fully so drive weight gear does not damage the bearings.
9. Do not remove lubricating oil direction plugs (see A and
B, Fig. 16-20 and 16-21). Removal of the plugs can dama­
ge the threads and make the frame faulty, a new frame will
then be needed. When right or left hand lubricating oil fil­
ters are fitted to the engine, the correct balancer unit with
the correct lubricating oil flow must be fitted to suit the
filter position.
R.H.FILTER ©
Fig. 16-21
10. Clean all lubricating oil passages using paraffin spray; dry
dffiasing jar pressure.
JJl, Check and rear driveshaft gear needle bearings
(items 4 and 8 Fig. 16-18) for damage or wear, renew
necessary.
l l (Ifeedk balance weight bushes (item 22 Fig. 16-18) for
damage or wear, replace if necessary.
 M id M ounted B alancer U nit 16-12
13-. Check balance weight for wear or damage on shafts and
gears (items 20nnd2l Fig. 16*18) renew if necessary.
Note: Balance weights should be renewed as a pair only.
Use of Loctite
Where the use of Loctite is recommended, the correct grade 274
must be used. Thoroughly clean threads or surfaces with a
suitable fluid (not paraffin) to remove any grease or similar
deposits , and give time td itfy before Loctite compound is
applied to fhetA£ej|tiS. The Loctite must be given 24 hours at
room temperature f|ie unit is used.
To Assemble
Note: Where and bush bearings are renewed,
they must be -prasseif rattr^seition using special tools.
Frame B u ttes
Clean and ru b ti0 ^ ;|iio|MTi^es.and using special tool, part No.
40202062 press in bushes (item 22, Fig. 16-18) in a continuous
movement until the bearing is 3;52 to 3,30 mm from the face of
the frame (see A, Fig. 16-22L
Frame End Cover BuSbcs
Clean and lubricate patent bores (sec B, Fig. 16-22) and using
iipecistTooL part No. 4GmQQ6£'{MMfein bushes (item 22, Fig.
are 3,25 to 2,75 mm
below the machined face.
Fig.16-22
Needle Bearings
’CleaSi and lubricate parent bocea and using special tool
(item 8, Fig 16-18) in a
continuous movement until the bearing is 131,16 to 130,16 mm
from the final face of the frame (see 8 , Fig. 16-23).
Press in front needle bearing (item 4, Fig. 16-18) using special
) tool a continuous movement until the needle
bearing; 3,0 mm below the front face of the frame (see
D.Fig. 16*233
Fig. 16-23
Assembling Mid-Mounted Balancer Unit
1. Ensure hollow location dowel is in position and fit lubrica­
ting oil pump (item 5, Fig. 16-18) tighten bolts to
32,5 Nm.
2. Fit lubricating oil relief valve assembly. Ensure the relief
valve bore is clean, not damaged or worn. Lubricate bore
and position plunger (item 16, Fig. 16-18), the protrusion
on plunger must be face out. Position spring (item 17, Fig.
16-18) over plunger protrusion, fit spring cap (item 18).
Compress spring and fit the locating pin (item 19) in its lo­
cation holes to keep the lubricating oil relief valve assem­
bly in position.
3. Lubricate needle bearings (items 4 and 8, Fig. 16-18) and
fit driveshaft gear (item 3, Fig. 16-18) carefully so the
needle bearings are not damaged by the shaft splines. En­
sure that the shaft splines that drive the lubricating oil
pump are correctly engaged.
4. Add a small amount of Loctite 274 to the outer end of the
balance weights drive gear splines (item 7, fig. 16-18) and
locknut threads (item 9, Fig. 16-18). Fit gear and locknut
and tighten locknut to 85 Nm. To fit locknut it will be
necessary to slide driveshaft from gear to give enough
clearance. Ensure in this operation Loctite does not enter
the bearing as this can cause needle roller failure. To
tighten the locknut it is necessary to hold the locknut with
an open end spanner (19 mm) and use special peg tool No.
40202033 which inserts into the two holes in the shaft
gear for use with a torque wrench.
5. Ensure driveshaft/gear and engine lubricating oil pump
turn freely. Check driveshaft end float (0,13 to 0,30 mm).
6. Lubricate bushes in frame and end frame cover (item 22,
Fig. 16-18).
7. Position driveshaft/gear to its timed position (Fig. 16-24B)
Ensure shaft will not move, by inserting special tool
40202075 in holes C, D and E (Fig. 16-24B), position
balance weights and ensure that the flats ofthe weights are
in line with each other. Fit frame cover, lightly tap location
dowels in place and tighten bolts to 54 Nm. Ensure
balance weights drive gear does not damage bearing when
fitted.
 M id M o u lted Balancer U nit 16-13

8.. 'Mil ■lubricating 3 9 Fig. Note: The lubricating oil direction plugs are.of different length
16*18); Ensure raised symbols are positioned cacrectly tD and have different shape socket beads. The teBg piug bas a
sofrfjfelflfcrica*^ square socket and the.&bert plug&hejsagoti ■soeketi The socket
shape w illin d icate iT th ep ln g s and transfer plate are fitted

belbw theinachS^'^faKfe

11. Fit itSer gew.: Press inhewfeeartng to idler hnb^ad‘|?]^ e

thrust washer in position. E tt^ reid ter gear hub bolt
threads, are clean and free from grease. Apply Loctite 274
and tighten i»p osifis»itb 95 Nffl
Check end float ofgper0 ,07 to 0,23 mra.

12. To replace, place the location thimbles into their bores and
fit balance unit to -eyliader blackas follow s
Set No. 1 afid No. 4 gislOB&at TDC with the balance
Fie-16-24 oil sump (Fig.
I6*24A). Locate the balancer unih.with the dowels and
m esh idler gear to crankshaft gear. Before the bolts are
9. If a new fism e.is osed with new lubricating oil direction tightened chei&Tfe balance weight Hal® ate level with
gtligS, ensure the plugs are fifiedSQrteefiy to suit the filter r£ch other. If the balaneeweigMflajts are not- revel with
positSatJ .-ffljd lt4&ri<3atirag: oil transfer plate symbols (Fig. . each other check the mesh of.file idler gear to the crank­
' '■ shaft. If this is: correct the in itrp ^fifin g of thebalance
weight to the d r i.v e -.s h ^ l^ iili^ c ^ ^ ^ ^ M ^ 'b e :;!^ ^ ^ ,"
10. Fit balance weight cover and tighten bolts td lfiN a i, t Tighten bolts to 54 Nm. F it sump atid iighten setscrews to
" 18 Nm.**

Fuel Filters .
The & S ©t©! iS Qf the paper element type, aad ^ atterijpt
should1 to dlauii the element. It-^jeuld’ be -renewed
when periodical maintenance is being carried out. '
'The period for changing the element will largely depend iipOR
the quality and condifton of the fuel available. © rt^ m o tp u tl
conditions th e 'e le rt^ f should he retietwkf 15 DOG km or
300vM&&' This period should be <fcoreaaed*: if> unavoidable
contarniaation o fthefhel tsexperienced; .
To Renew F iife r E le^eH t
SECTION 134
Fuel System
2. Turn the engine. There sh o u ld fe a spait o f fiiel from the
outlet port once every two revolutions. -..
Pressure Checking of Fuel Lift Pump in Position.
Fit a 0-70 kPa pressure gauge to the outlet of the pump. Ensure
that tb o m a ie o o leaks a t die connections between pump and
gauge; Tum the engine for
pressure on gauge. If the pressure recorded is less than 75% of
the minimum - production.stati®. ■plesggps. shown helow then
pvtthaid fhe pump. A liBsbserve th£xgte,at which the pressure
drops. figure; obtained when -(Undugfeas
ceased. If less than 30 seconds,

1.. Thoroughly clean the exterior of the filter assembly. - Minimum production - Min. Test Pressure -
' Stoticpressure < (7556 ofttliB,} ’
2 .. Holding filter'' base, rosfcteW thetm ftii^ .. Production Pressure)
the filter head ai^'low er the base and filter element. (Fig. ksPa. kEa
17-2). .Discard the-filler element. . -41. :. . 31.

3. Thoroughly clean the filter head and base. ■

’

' :Ai. Inspect the sealing rings and renew if damaged.

To Clean the Punjp.C ham ber
5. Place the; base squat$!y on the bottom of the new filter E very IS 000 km o r 5GG hours
eletneat '-and .flffar up the element sqdaieiy to the filter
head, so that the top rim o f the element tecalesit^Btfally 1. Remove the fuel lift pump covfer and diaphragm,<(Fig;'
against the sealing ring in the filter head. 17-3)

6. Hold in this posifioriiwhilst the seemtBg b o lf^ loCat^l ^ d . 2. Clean the sediment chamber and check the diaphragm.
screwed home.
2,: Refit the diaphragm and cover. Tighten the secflnteef t p gMl
1. Bleed the fuel system as detailed on page 17-5, just sufficiently to make a tight sealing joint. ;

Fuel L ift Pum p 4. Vent the fuel system.

Testing the Pump in Position

L Disconnect the outlet pipe (lift pump to filter) leaving a

- free outlet from the pump.

F igl7~l
Fig. 17-2
Fuel System 17-2

To Remove the Pump Inspection of Parts

Lift pumps are secured with four studs, nuts and spring washers
and two keeper plates fitted vertically between the washers and
the outside face of the pump mounting flange.
1. Disconnect the pipes.
1. Check the diaphragm for hardening or cracking and
examine the pull rod for wear at the point where it
connects with the rocker lever link. A stem seal fitted over
the diaphragm shaft may be found on some applications
and should be renewed if worn.

2. Remove the pump and joint. 2. The diaphragm spring should be renewed if corroded or
distorted. Ensure the new spring has the same colour iden­
To Dismantle the Pump (Fig. 17-3) tification as the original.

1. Before dismantling make a file mark across the two flan­ 3. The valves should be replaced. The two valves are iden­
ges for guidance in re-assembly. tical and may be used for inlet or outlet (Fig. 17-3).

2. Separate the two halves of the pump. 4. Check the filter for condition.

3. Remove the diaphragm by unhooking it from the rocker 5. Examine the flanges of the two pump halves for distortion.
arm link. This can be done by turning the diaphragm If necessary lightly finish to restore flatness.
through 90°. The diaphragm spring can now be withdrawn.

4. Remove the valves by levering from their locations.
Remove the valve gaskets
5. Remove the pump cover and filter.
To Re-Assemble the Pump
1. Fit the new valve gaskets and valves to the body. The inlet
valve must be fitted so that it can open to admit fuel. The
outlet valve must be fitted in the reverse position to the
inlet valve. Valves are retained by a retaining plate or
alternatively by staking in six places with a suitable
punch.

2. Fit the filter sealing ring and cover.

Fig. 17-3 1. Pump Cover Screw 8. Valve Body

2. Pump Cover Washer 9. Valve Washer
3. Pump Cover 10. Valve assembly
4. Pump cover Sealing Ring 11. Diaphragm Assembly
5. Filter 12. Diaphragm Spring
6. Valve Body Screw 13. Pump Body
7. Valve Body Screw Washer
 F uel System 17-3

3. Place the diaphragm spring into position.

4. Place the diaphragm assembly over the spring, the pullrod

being downwards, and center the upper end of the spring
in the lower diaphragm protector washer.

5. Press downward on the diaphragm and turn through 90° to

lock. Engage the diaphragm pull rod with the link and at
the same time match up the holes in the diaphragm.

6. Push the rocker arm towards the pump until the diaphragm
is level with the body flanges. Place the upper half of the
pump into position as shown by the file mark on the
flanges. Install the screws and washers and tighten only
until the heads just engage the washer. Release the rocker
arm and push on the spaded end of the rod so as to hold
the diaphragm at the top of the stroke, and while so held
tighten the securing screws diagonally.

Note: The edges of the diaphragm should now be flush

with its two clamping flanges. Any appreciable protrusion
of the diaphragm indicates incorrect fitting.

7. Test the pump to ensure that it is working correctly. Fig. 17-4

To Refit the Pump

To Refit the Fuel Pump
1. Refit the pump to the cylinder block.
1. Replace the fuel pump ensuring that the slot in the pump
2. Reconnect the fuel line and vent the system of air as de­ hub is aligned with the dowel in the gear.
tailed on page 17-5.
2. Position the pump so that the scribed line on the pump
flange aligns with the mark on the timing case (Fig. 17-5).
Fuel Injection Pump Secure the pump to the timing case. To check the accuracy
of the mark on the rear of the timing case, refer to the in­
Description structions for fitting a new timing case on page 15-4.

The fuel injection pump is of the D.P.A. distributor type. It is a 3. Secure the driving gear to the fuel pump shaft with the
precision built unit incorporating a mechanical flyweight type three bolts and spring washers, ensuring the dowel is pro­
governor. perly located in its slot (Fig. 15-8).

The pump is flange mounted and is driven from the engine
timing case.
IMPORTANT NOTE: Unless the necessary equipment and
experienced personnel are available, dismantling of the fuel
pump should not be attempted.
4. Fit the timing case inspection cover.
5. Refit the low and high pressure pipes to the fuel pump.
6. Re-connect the throttle and stop lever controls and attach
the return springs.

7. Vent the air from the fuel system (page 17-5).

To Remove the Fuel Pump
8. Adjust the maximum and idling speeds.
1. Remove the high and low pressure pipes from the fuel
pump. Note: Where a fuel pump rear support bracket is fitted, ensure
that no undue stresses are created when tightening the bracket
2. Disconnect the stop and throttle controls and remove the fasteners.
return springs.

3. Remove the timing case front cover inspection plate (Fig.

17-4). Fuel Pump Gear

4. Remove the three bolts which secure the fuel pump gear to For details of fitting a new fuel pump gear see paragraph
the fuel pump. "Timing Case and Drive" (page 15-3).

5. Remove the fuel pump from the timing case ensuring that
when the fuel pump gear leaves the shaft it stays in mesh
with the idler gear, otherwise the fuel pump timing will be
affected.
Fuel System 17-4

To Reset the Fuel Pump Timing

On the fuel pump rotor, inside the fuel pump are a number of
scribed lines, each one bearing an individual letter. A timing
circlip is positioned inside the fuel pump and has to be set so
that when the appropriate scribed line on the fuel pump rotor
aligns with the straight edge on the circlip, it denotes
commencement of injection (static timing).
To set the timing circlip, it is necessary to remove the pump
from the engine and fix the position of the circlip by connecting
No. 1 cylinder outlet connection (marked "W") to an atomiser
tester and pump up to 3 MPa (30 atm). Turn the pump by hand
in the normal direction of rotation, as indicated on the pump
name plate, until it locks up. The squared end of the circlip
should now be adjusted until it lines up with the letter "C" (for
mechanical pumps) on the pump rotor.

To reset the fuel timing, the following procedure should be
adopted: - As there is no adjustable fuel pump drive plate on a
mechanically governed engine, the adjustment is carried out by
slackening the nuts on the pump mounting flange, and rotating
the pump body until the scribed line on the pump body flange
aligns with the scribed line on the timing case (see Fig. 17-5).
Fig. 17-6
4. Position the timing tool on the pump drive shaft. Locate
the splined shaft in the hub, slide the tool towards the
pump to rest on the end of the hub and lock the shaft in the
tool (see Fig. 17-7).

5. Connect No. 1 outlet of the pump body to an injector test

rig and pump up to 3 MPa (30 atm).

6. Turn the pump in the normal direction of rotation, as

shown on the pump name plate, until it locks.

7. In this position, slide the pointer forward until it is half­

way over the pump flange and ensure that the timing mark
is central to the slot in the pointer.

Maximum Speed Setting

IMPORTANT NOTE: The maximum speed screw seal of the

original fuel pump must not be broken or tampered with in any
way, unless authority is first obtained. Failure to do so may
Fig. 17-5 result in rejection of warranty claims.

To Check the Marking Angle of the Fuel Injection Pump

Using Tool No. 4020 1364 (Universal Timing Gauge)

1. Release screw (item 5, Fig. 17-6) and remove the splined

shaft (item 6). If the pump has a slotted hub, the splined
shaft should be retained with the small splined diameter to
the rear to locate in the centre of the hub

2. Ensure that Jthe slotted pointer (item 2) is positioned with

the slot to the rear of the tool and the chamfered sides of
the slot outwards. At this stage the slotted end of the
pointer should be kept well back towards the body of the
tool. Ensure that the flat in the washer fitted behind the
pointer securing screw (item 3) is located over the side of
the pointer.

3. Release the bracket screw (item 4) and set the bracket so

that the chamfered edge is in line with the relevant
marking angle (see page 08-11).

When fittHig a fepiiwsspsat fitel piimp,' or in; the evenl,-of the
maximum speed' screw having been.moved, the maximum high
i<Ue-3peediiiitt£|ibiM^^ aspcfessary, - ■.
The raaxjmmff hig|j idle *'speed wili: -
application. For details, reference should be made to the code
number stamped on the fuel pufip -da^j.pj^te.. The last four
digits in .(jpf code indicate the speed 'tfiiis in the
F u e l i y s i e w lf ^ I
%■ Slacken the vent valve fitted on one b f the twohydrauliC;
1 head lodcingS£rews:(Fig. 17*9).
jt,; Where applicable, unscrew by two or three turns, the vent
4.. Operate the
17-11) and when fuel, free from air bubbles, i ^ ^ p p ® :
each venting point, tighten the screws in ’fhi'fflitlijiiii'^

Note: If the fuel pump data plate is damaged or defaced, of iff

the code is not stamped on the plate, you are advised to contact 1. F i 11er cover vent serew (F ig. 17-10) where app 1icab 1e.
your nearest ADE distributor or C.A.V. dealer to obtain the
i Tiltlin 'rt WB!||tBiB.'. v. 2. Head locking serew vent val ve (Fig. ■

Important: Under .if®:^ j f |e engine be 3. - Go vemor cover vent val ve (Fig.

iil)iiini iTll0|jffirrijiliniiiljrfiplBMlf. rnljtTiit1
damage to the engine may result. 5. Slacken the pipe union nut at the pump inlet (Fig. 17-)2X
.' Operate the; j»iiTu:ngdevk®,a»i:' ^ . free
Note: Setting codes (see Technical Data, page 08-12) '. of air bubbles, issues from around the threads. - -

6. Slacken th%wru«a& at the injector ends of two of the high

Idlin g S p eed S ettin g - ' pressure pipes.

Thc ® g i8 e i i f e g 'speed is adjusted l^itheiiiiUiiig.sciqw. (With f t Set the accelerator at the fully open position and ensure
the e h g a e -Wanti, turn the screw clockwise tb ihCK£se '|he jfri^ th e stop conttol is in the *>ruh";po9itioij;
engine speed and anti-clockwise to decrease. -
8. Turn the engine until fuel, from air bubbles, issues

Prim ing the Fuel System •'

9, Tighten the unions on both fuel pipes, and the engine is
The air must be vented from the fuel system whenever any part ready for starfrlig. If the fuel has been drained from the
o f the system between the fuel tm tk '® dojifecjisri pump has thglBSSsStiff: P®P®must be di sconnected at the
S » n di8C»Euiected. for any reason, or when all fuel hiisbeen thermostart and all air bled from the pipe before the ther­
drained from the system. mostart is operated.

No attempt must be made to start the engine until frie ihjectttei

pump has been BJlt^l :and primed, as serious damage can be Injectors ^General ^

c a iB ^ tO tho pmup due tq lack of lubrication.

When replacing injectors in the cylinder head it is essential that
fjtte r filter elements are self venting and do not h av e ta v en t a new, correct type o f copper w arie r is frtted betweeri; the'
plug fitted on the top of the filter ;C0¥ & r nozzle cap and the cylinder head..

1. Slacken the air vent valve on the front side of the governor Tighten the securing nuts evenly to 18 Nm.
■ coi£rpi<»yer ,fF!g. J7-8). ■'

F fc 17-8 Fig. 17-9

Fuel System 17-6

r
Fig. 17-10 Fig. 17-12

Injectors Should be token out for examination at regular
intervals.
Referto preventive maintenance, page 09-2.
TMfbMowingprebtemsateusuaUycausedb^
The individual faulty injector or injectors may be determ w u oy
releasing the pipe union nut on each injector in turn with the
engine running a t afestidlfe
An indication o f a. faulty injector is, if after slackening a pipe
union nut,theenginereN®lutionsrgMfflinc^StWl

1. Misfiring Such an injector shouldbeserviced arreplaeedi.

2. Knocking in one or more cylinders No attempt should be made to adjust the injection pressure
without a proper testing pump and pressure gauge (Fig
#. Engine overheating It is. quite impossible to adjust the setting of
injectors with any degree of accuracy without proper
4., Loss of power equipment.

5» Exhaust smoke emission

d. Increased fuel consumption.

Fig. 17*13
 Fuel System 17-7
Note: Top entry injectors used on some ACfEjBtr -engines can
%&■■$!$&$. 180° out of position, b i f r ^ paeitien the nozzle holes
will not spray into die combustion chamber eetreetly and will
cause a power loss of -AJ^HtoahMtel^'i1®0/^ 'and an increase in
stitoke i^vel. Tfre '-inj^tdpS- insist be fitted’ with the leak off

For a tia c d a rd is ^ n n p B ^ K e ^ h ig h i^ s n ^ fuel pipe assemblies

atonnvy’rn^pltod with olives fitted as shown in

No two of &e preSsnto'pipeSy -Ssaeft' the fuel pump to the

injc^tors.srnaiScc,

High pressure fuel pipe outsihettld be tightened 20 to 25 Nm.

Fig,17rl4
I f fhe toHon nuts have been over-tightened there is a risk that
A perfect injector, pumping fuel through.it ihtfee have cracked or been unduly amnpressed tiK3t
open air gives a short "pinging" sound as the foe! emerges from leakage wiU'-flU^
the holes..$0sgt. 'thninjector ha* been in service for some time,
sound. It is .^ ^ ’frnfri-& The working pressure which these joints must sustain is several
injector sounds "dead" that its candititovis; likely to aff&t ^ « ' thausand:^ft
running of the engine <
If the union is tightened excessively the olive maycoJIapaeajjd
Injector split, itlfc same danger sqiMfeto ahd
central with the union.
Currently, the injieot©tr.ca9>^te iA s£|%p^!eii onthe injector body (see
page 08-13). Whffl^han^hig fln -in j^ a r^ a lw a ^ p ^ n m ^ th e pipe entirely.
 SE C T IO N 18-1
E xhauster, A ncillary Equipm ent, Flyw heel and F lyw heel H ousing
Turbocharger, A lternator and Starter M otor, C om pressor
EXHAUSTER
Description
The A-350 type exhauster is a rotary sliding vane pump with an
eccentrically mounted rotor. The exhauster body and end covers
are of cast iron and house an aluminium rotor, die-cast onto a
steel shaft. The rotor has four equispaced slots to accommodate
fibre blades.
The shaft runs in a sintered bronze plain bearing in the rear end
cover, and a roller race in the drive end cover, or alternatively
two sintered bronze bearings. Drive end covers with a roller
race have two shaft seals which contact a hardened steel collar
pressed on to the rotor shaft. The seals are arranged to prevent
ingress of air and dirt, and leakage of oil from the exhauster.
Drive end covers with a plain bearing have only one seal
preventing oil leakage.
The shaft drive end is splined to take the drive gear.
The intake port in the exhauster is pipe connected to the
vacuum reservoir. The outlet port formed in the end cover of the
exhauster aligns with the aperture in the timing case.
Lubrication is by engine pressure feed, oil entering through a
connection in the rear end cover to an annular groove in the
bearing housing. The oil passes through a hole in the bearing to
oilways in the rotor shaft, communicating with the slots in the
rotor. The oil passes through the end of the rotor slots to
lubricate the drive end roller bearing. When a plain bearing is
fitted in the drive end cover, it receives oil through an extension
of the main oilway in the rotor shaft.
A passage in the drive end cover to the vacuum side of the pump
relieves oil pressure on the seal.
Operation
At all speeds the rotor blades are kept in contact with the bore
of the body by centrifugal force, assisted by the hydraulic action
of the oil beneath the blades. When the rotor turns, the spaces
between the blades vary because of the eccentric mounting of
the rotor in the exhauster body. As a blade passes the inlet port,
the space between it and the following blade is increasing and
air is drawn from the vacuum reservoir. This air is then
compressed and expelled, with the lubricating oil, through the
outlet port to the engine timing case.
Periodic Inspections and preventive Maintenance
Every 10 000 km or 300 Hours
Check the vacuum lines and fittings. (Vacuum leakage may
occur through the line or reservoir mounted non-retum valve if
the valve seat is dirty or pitted). Examine the exhauster for
evidence of oil leakage, particularly at end cover joints, and at
the shaft oil seal.
Check the oil supply line for leaks at fittings and connections.
Check the mounting and end cover nuts and bolts for tightness.
Every 90 000 km or 2 400 Hours
Remove and dismantle the exhauster, thoroughly clean all parts
and inspect for wear and damage. Repair or replace the
exhauster with a Factory replacement unit.
E xhauster 18-2

Cleaning and Inspection

Cleaning

Wash the roller bearing, where fitted, in thin flushing oil or

white spirit and blow dry with compressed air. Spinning the
bearing with compressed air should be avoided, damage to
rollers and race will occur.

Wash the remaining components in cleaning solvent and clear

the rotor and drive end cover oilways with compressed air.

Inspection of Parts

Examine the roller bearings, where fitted, for discoloration,

wear, pitting and cracked races. Rotate slowly to examine for
roughness. Premature failure may have been caused by shortage
of oil

Examine plain bearings for excessive wear.

Fig. 18-2 1. Distance piece
Inspect rotor and shaft for cracks and damage and the shaft seal
2. Exhauster
collar for wear.
Removal Check the fit of the blades in the rotor slots, replace any worn or
damaged blades.
Disconnect oil and vacuum pipes at the exhauster and plug the
ends to prevent entry of foreign matter. Examine the seals carefully to see that the sealing edge is
pliable, intact and sharp. Wear or deterioration is caused
Undo the four nuts that secure the exhauster to the timing case, primarily by dirty oil and grit. Ineffective seals should be
and withdraw the unit from the studs, complete with its driving replaced
gear (Fig. 18-2).

Dismantling

Remove the two half-round thrust plates which locate the drive
gear on the front of the exhauster shaft.

Remove the drive gear.

Mark the end covers in relation to the body to ensure correct

location on re-assembly.

Unscrew the four setscrews and remove the rear end cover with
rubber sealing ring.

Mark the blades in relation to the rotor.

Withdraw the rotor and fibre blades from the body.

Remove the four socket head screws, and the drive end cover
with joint or rubber ring.

Remove the rear end cover circlip, blanking disk and rubber oil
seal ring, if fitted.

Note: Further dismantling of the rotor assembly need ble

undertaken only if, after inspection, it is found necessary tjo
renew the bearing or shaft collar.
Fig. 18-3

Examine the body for cracks and damage, and the bore for
longitudinal ripples or lines. If these are only slight the body is
still serviceable, if excessive the body should be renewed.
Examine the end covers and replace if cracked or scored.
End Cover Bearings and Seals - to Renew
Roller outer race: Tap end cover face several times on to a
wooden block, suitably recessed to accommodate the race. Press
the new race fully into the housing.
Seals: Remove circlip, if fitted, seal outer back plate and
remove seals from the cover. Fit the new seals with inner seal
lip facing inwards. Replace back plate and circlip.
Fig. 18-4
E xhauster 18-3
With recessed end cover, remove the bearing outer race, as
above, and withdraw the inner back plate. Press the outer back
plate and the seals from the cover, using a bar or tube of
33,34 mm diameter. Inspect the back plates for damage and
renew if necessary. Insert the outer back plate, press in new
seals arranged as above, replace the inner back plate with the
smaller diameter first, and press the race into the housing.
Where the cover has one oil seal, fit the new seal with the lip
facing inwards.
Plain Bearings
When the bearing is housed in a blanked off cover, remove the
circlip, blanking disk, rubber ring and press the bearing out of
the cover using a bar or tube 27 mm diameter. Press a new
bearing into the housing until it is 3,18 mm below the cover
face. Similar action should be taken for a plain bearing in the
drive end cover.
E xh au ster 18-4

If the bearing is housed in a cover, i t sfcpald be

Wdracted or machined dhti not to damage the

along the beai%ig, ;iij3i^ $ narrow half round vteseL. Inspect the
Press the new bush fully into the
cover.

Roller B earing and Shaft C ollar -

Withdraw the roller bearing inner race and the shaft collar using
the wuvetsal taper base and special withdrawal tool; - items 3
and 1 {Fig 1&4}.

Insert the 18-3.

position the rotor in the adapter, dliv*:.eild'dpi ■ four
"fingers" in d K slots with the pegged ends set in the adapter, Fig. 18-6
and the other ends against the bearing inner race. Place or screw
flse appropriate dSfust block on to - M l shaft, Mi:; while
the taper base, press the bearing and Jte-Asserofaty
ec d & e ffth e shaft.
Lubricate all moving parts with
Lightly grease rtbOv-'Shsd^ and the inataifer, press the joint an#ortlft»& rriflgs.
bearing inner race on to the shaft - item 2 (Fig. 18-4).
Note: No
Nate: There will be a slight clearance between Ihe beatit^ aiid having one oil seal. With esdutusfcts having two seals use
installer - item 2 (F ig 18-4).

Similarly fit collar with recessed shoulder against the bearing. the sh ifk io guide ijC!
seals on to the collar (Fig. 18-6). Apply grease on the rollers to
Note: The rotor ihd hold tte n -a g s ih ^ theiBner race, and insert the end of the rotor
press by StdhUlar spacer placed over the shaft, and a»seaft% £nlo the drive end cover.
rotor or shaft itself.
Assemble the cover to the body as OTgaialiy .fitted^ with rubber
ring or joint, and secure with dowel, pins to ettstirtf correct
IpsatrOit.

Hold the body, drive end ddwaWiSxis, an d reptace blades into

correspond. -

Install the rear end cover with rubber ring to the body.

by hand to turns Swthoat

binding, and tighten the socket head screws. '

Find illustrations of special tools for this exhauster as per Fig.

18-4.

Installation

Refit the dri ve gear to the rotor shaft half

round tlirust washers. Replace t3te jodat -and; ientattBt the
exhauster, aligning She hole in d ie joint'. With the aihdil
discharge passage, and tightedrliid'fcutseduiil^;i!h^:■

Reconnect both oil and'0& iuni:^pds.

F{g.l8i5
 Flyw heel & Flyw heel H ousing 18-5
Fig. 18-7
To Remove the Flywheel
1. Remove the gearbox.
2. Remove the clutch assembly.
3. Remove the flywheel (see note). With some applications
the flywheel is secured to the crankshaft with 12 bolts and
washers.
4. Remove the clutch pilot bearing (if fitted).
Note: To facilitate safe flywheel removal, remove two dia­
metrically opposed securing bolts, and in their place fit two
suitably sized studs, finger tight only. The remaining bolts can
now be removed and the flywheel withdrawn under control.
To Renew the Flywheel Ring Gear
1. Place the flywheel in a suitable container of clean, cold
water and support it by positioning four metal blocks un­
der the ring gear. Arrange the flywheel assembly so that,
when placed in the water the ring gear is uppermost and
clear of the waterline by approximately 6,5 mm.
Heat the ring gear evenly around its circumference, thus
expanding it. This will allow the flywheel to drop away
from the ring gear.
2. Heat the new ring gear to an approximate temperature of
246° C. Fit the gear over the flywheel with the lead-in on
the teeth facing towards the front of the flywheel and
allowing the ring to cool.
To Refit the Flywheel
1. Using the method of removal but in reverse, mount the
flywheel to the crankshaft flange so that the untapped hole
in the flange is in line with the seventh unused smaller
hole in the flywheel.
2. Engage the securing bolts with new locking washers and
tighten to 108 Nm. Where the flywheel is secured with
stretch bolts, without washers, these should be tightened to
. 122 Nm.
Stretch bolts can be identified by the 6 slots cut in the
head face and the embossed letter T.
3. Set up a clock indicator gauge with the base secured to the
flywheel housing or cylinder block and adjust the clock so
that the stylus is contacting the flywheel periphery. Turn
the crankshaft and check the total reading. The flywheel
should run true within 0,30 mm total indicator reading.
4. Now adjust the clock gauge so that the plunger is at right
angles to the crankshaft flange and rests on the vertical
machined face of the flywheel, at the outermost point of
the face (Fig. 18-7).
Press the crankshaft one way to take up the end float and
turn the flywheel. The run-out on the flywheel face should
be within 0,025 mm per 25 mm of flywheel radius from
the crankshaft axis to the clock gauge stylus. If not, re­
move the flywheel and check the mating faces for burrs
and dirt.
5. Lock the bolts with the tab washers.
To Remove the Flywheel Housing
1. Remove the flywheel.
2. Unscrew the nuts or bolts securing the flywheel housing to
the cylinder block and tap the housing clear of the locating
dowels.
3. Examine the housing for cracks and damage etc.
To Refit the Flywheel Housing
1. Remove the locating dowels and fit the housing to the
cylinder block.
2. Refit the securing nuts or bolts.
3. Check ovality (Fig. 18-8). The inner bore of the flywheel
housing must be truly central with the crankshaft within
the limits listed overleaf.
Flyw heel and Flyw heel H ousing 18-6

Fig. 18-8 Fig. 18-9

4. Check perpendicular alignment (Fig. 18-9). The facing 6. When the housing is properly aligned to the above limits,
should be within the limits listed below. tighten the securing nuts evenly.

Diameter of housing Allowance 7. Refit the flywheel.

Up to 362 mm
0,15 mm total indicator reading
362 to 512 mm Oil Seal for Fluid Drive
0,20 mm total indicator reading
512 to 648 mm Engines which transmit power through a fluid drive have a
0,25 mm total indicator reading sealed back end arrangement consisting of a spring loaded
648 to 787,4 mm rubber seal fitted in the engine backplate which locates around
0,30 mm total indicator reading the spigot on the front face of the flywheel.

5. All adjustments to bring the flywheel housing within the above When fitting this seal, ensure that the lip of the seal is towards
limits must be carried out on the flywheel housing and the flywheel, and the back of the seal is fitted flush with the
under no condition must the rear face of the cylinder block front face of the backplate.
be interfered with
 A lternator & Starter M otor 18-7
Alternator
General
Alternators are driven from the crankshaft pulley by single or
twin belts. Certain alternators have solid state regulators fitted
at the rear, while others have the brush box and regulator as a
unit. The regulators of both types are sealed and repair is not
possible. The voltage output is maintained by means of a control
box which is fully transistorised.
. speed. Drive belts which are too tight impose severe side thrust
Precautions
The diodes in the alternator function as one way valves and the
transistors in the regulator/control box operate as fast switches.
Both are accurate and sensitive. They do not wear out and
cannot be adjusted, but because they are sensitive to voltage
changes and high temperature, the precautions are vital to
prevent them from being destroyed.
a) DO NOT disconnect the battery while the engine is running.
This will cause a voltage surge in the alternator charging
system that will immediately ruin the diodes or transistors.
b) DO NOT disconnect a lead without first stopping the engine
and turning all electrical switches to the off position.
c) DO NOT cause a short circuit by connecting leads to in­
correct terminals. Always identify a lead to its correct ter­
minal. A short circuit or wrong connection giving reverse
polarity will immediately and permanently ruin transistors
or diodes.
d) DO NOT connect a battery into the system without checking
for correct polarity and voltage.
e) DO NOT "flash" connections to check for current flow. No
matter how brief the contact the transistors may be ruined.
Maintenance
The alternator charging system will normally require very little
attention, but it should be kept free from build-up of dirt, and a
check made if it fails to keep the battery charged.
a) Regularly inspect the driving belts for wear and correct
tension. It is important to ensure that all belts on a multiple
belt drive have equal tension and are each carrying their
share of the load. Slack belts will wear rapidly and cause
slip which will not drive the alternator at the required
on the alternator bearings and shorten their life. Periodically
ensure that the alternator is correctly aligned to the drive.
b) Do not replace faulty belts individually in a multi belt sys­
tem. A complete matched set of drive belts must always be
used.
c) Keep the alternator clean with a cloth moistened in kerosene
or cleaning fluids. Ensure that ventilation slots and air spa­
ces are clear and unobstructed.
d) Remove any dirt accumulated on the regulator/control box
housing, and ensure that cooling air can pass freely over the
casing.
To Remove
1. Disconnect the electrical connections.
2. Loosen the pivot fasteners of the alternator and the adjust
ment link.
3. Release all the belt tension and remove the belts.
4. Remove the adjustment link from the alternator and re­
move the pivot bolts. Make a note of the position of the
washers and distance pieces to ensure that they are fitted
correctly. Remove the alternator.
To Fit
1. Put the alternator into position and assemble loosely the
pivot fasteners and the adjustment link with its fasteners.
Ensure that the washers and the distance pieces are fitted
in their correct positions and that the alternator pulley is
aligned to the crankshaft pulley within ±2,4 mm.
2. Fit the drive belts and adjust the drive belt tension.
3. Connect the electrical connections.
Drive Belts
See section 19-1.
Alternator & Starter Motor 18-8

1 10 9 12 11

Fig. 18-10
THE LUCAS 17 ACR ALTERNATOR

1. D.E. BRACKET 14. RECTIFIER

2. SRE BRACKET 15. MOUNTING PLATE
3. STATOR 16. FLAT WASHER .
4. ROTOR 17. NUT
5. KEY SHAFT 18. WASHER LOCKING
6. SLIP RING 19. BRUSH BOX ASSEMBLY
7. BEARING KIT SRE 20. BRUSH SET
8. BEARING KIT DRIVE END 21. BRUSH RETAINING SCREW
9. PULLEY 22. REGULATOR
10. FAN 23. TERMINAL PLATE
11. SHAFT NUT 24. SURGE DIODE
12. SHAFT SPRING WASHER 25. SRE COVER
13. THROUGH BOLT 26. SCREW

Fault Diagnosis
The altemator is so designed ihat a flow of current ihtitoated by
no light at the warning light or a reading shown on an ammeter
is in correct operation. If
the system is in correct operation, no open einmil.^IUfgqte
current output checks need to be donfe ' ott this instidliffiigrti!
unless:
• The warning frgfet does ndt sfltewwhehthe alternator is
gtiitt&itey:and dPlf dhotssl
light when thealternator is in operafiote '
■ No
a The battery is discharged. ■'
a The battery is hotter than normal which is an ins&tetiqs of'
loss of voltage cqntrol.
If one or more of the above symptoms occur, the procedure
indicatedbelQW shouldbe applied:
1. Ensure that thefealteryis in a fully charged condition..
2. Connect a moving coil voltmeter of good quality, with a
range of 0-50 volts, across the positive and negative
terminals of the alternate. if an anteKtef is het litted in the
electrical circuit, fit a. moving^eoii ammeter (rf'gqqd qustity,
' with a range of 0-100 ampere, in the wire between the
alternator and the fii^itivete^ 1 Ttrnh the switch to .tee-,,qn" position .and operate the engine at
3. Turn the the warning light switch to the "on" position (main
switch on instriiihent panel) when the wmung light should
beflluihinated.
4. Switch on a 10*15 aB^ere lot^. fof exaJBple, ligfets,fijns,
etc. . If the warning light continues to show w henfhenltepfrdtSr is
5. Start the engine and operate it ai a fr # id le speed wbqa
either the vraxning light should be extmgttishcd or the
ammeter indicates a small change 'ifi the current in
rehttiiansMpte^the etigstoeiipeed.
6. Increase the taigtne speed for a moment to near maximum
should be "appraxiniately
equal ti» 8.
7. Operate the aJternator at approximately half speed (engine
speed apptejqmately 1500 rpm) and rgBiovfr me-dteefricdl
load. The voltage should go up'te M volts for a 12 volt
system or -28 volt :■for a. 24 ■volt system and -then remain
constant. the (mjreftfnaad^
afe<toe£ioa.
Any change in the above data can indicate a fault and the proce­
dure that follows should be used before ^y-qampo&ente'SredisT
connected.. This procedure is not suitable for A127 alternators
and, Jf afhulf m fesundv the alternator should be removed'fct test
by a specialist.
The regulator is a sealed unit and repair is not possible. If there
13 a regulator fault, the regulator must be renewed.
A lternator M otor 18-9
I f the W&rtongijght is imt itiuminated When the switch is in
the "on" position:
Check the bulb..
If no fault:
Check all th e jatqieCtirp5-at the regidatori at the alternatarand
at the battery. .
If no fault: >
Turn the switch tq the' "of^'^dsjtiOiL TStscqmieci; tfe-vrai® from
the ^ “-terminal ofl the alternator and;connect a wire between
the '^ - te n n in a l.:t t ^ '; |h ^ .^ § ^ ^ v t e p i h t i i i i '^ r'idte alternator.
Turn:ihe switcbto pt^tloer-' .
If the warning light shows, the fault is in the regulator.
not show the fault is in the alternator.
I f thew arijijjg light bqntiBUel to show and the ammeter
shows no dulpiiitwhen the alternator is in (deration:
Check all tiweomreetion at the .
If no fault:
Turp thd svritch, to the "o ff position. Disconnect the wire from
the "F*-terminal on the alternator and connect a wire between
' | | e . "F"-terminal1and the negative ttem inal' on the alternator.
feyfidle. :
If there is no output, there is a fault in the alternator.
If there is an
fWatpetiatidh v is ib le am m etershow s a reduced oiiiptil with
maximum output only at mdsiiitsfta engine speed or, I f the
warning tight does not shoW^ bu)4iteria i» a reduced output
from the altetoitftof with maximum output only at maximum
t e i t i e speed:
Thfife i s a fh a itih frte.alternator.
If there is an intetinitteftl light from tite waxnidg light and
th e a m in it e needle is n of stationary when the battery is
qharged fuily and no lo a d ls applied:
Check fte :b isJ%dhah normal resistance in fhe.negative-CQntrol
wire of the regulator. -
If the resistance is normal, there is a fault in the regulator. -
If the battery ch a rg eis too high an d th e ammeter indicates
high or maximum output at ati tftnes:
Check the positive control wire and its connection at the
regulator. -
If the A-fitidl in the
regulator.
Alternator & Starter Motor 18-10
BEA R IN G S O LE N O ID ENGAGEMENT RUBBER S E A L ECCENTRIC
BUSH U N IT LEVER PIVO T P IN

/P IV O T PIN
LOCKING
NUT

BEAR1

DRIVE END
BRACKET

TH R U ST
W ASHER

THRUST
WASHER
/ CENTRIFUGAL
BRUSH YOKE BRAKE SHOES % SPRINGS RETAINING RING
SPRINGS PINION
IN TERM EDIATE BRACKET
EARTH B E A R IN G BUSH
TERM INAL

COVER B A N D SCREW
D R IV IN G WASHER

COMMUTATOR END ARMATURE

Fig.

Starter Motor The clutch is set to slip at between two and three times normal
starting torque, thus providing overload protection for the starter
Operation motor. Back-firing is a typical example of overloading.

On turning the starter switch, a solenoid unit mounted on the

starting motor yoke is energised and actuates a forked lever to
engage the drive pinion with the engine flywheel. On occasion
of tooth to tooth abutment, axial movement of the pinion is
arrested whilst a helically splined sleeve in which the pinion is
carried, continues to move forward. This causes the pinion to
rotate relative to the flywheel. When the teeth become aligned,
spring pressure slides the pinion into mesh with the flywheel.
When the pinion is properly engaged with the flywheel teeth a
pair of contacts are closed in the rear of the unit. Closure of the
contacts connects the motor to the battery, the armature rotates
and the starter pinion commences to turn the engine.
When the engine fires and the starter switch is released, the
solenoid unit is de-energised and the spring-loaded plunger
withdraws the starter pinion to its out-of-mesh position. The
armature is brought rapidly to rest by the centrifugal action of a
pair of spring-loaded brake shoes bearing against a brake drum
inside the intermediate bracket.
Provision is made to ensure that in the case of the pinion
jamming in mesh (this may occur with an engine which fails to
start) there is sufficient slack in the engagement lever-to-
solenoid plunger linkage to permit the solenoid contacts to open.
In the event of the drive remaining in mesh with the flywheel
after the engine has run up to speed, overspeeding the starter
motor armature is protected from overspeeding by the plate
clutch assembly. This clutch allows torque to be transmitted
from the starter motor to the engine, but not in the reverse
direction which is free running.
Routine Maintenance
The starter motor requires no routine maintenance beyond the
occasional inspection of the electrical connection which must be
clean and tight, the bush gear and the commutator.
After the starter motor has been in service for some time,
remove the starter motor from the engine and submit it to a
thorough bench inspection.
1. Brush wear. This is a fair indication of the amount of work
done. Renew brushes wom to, or approaching 7,9 mm in
length.
2. Brush spring load. Correct load is 8,3 to 11 N.
Renew the springs if the tension has dropped below 7 N.
3. Skim commutator if it is pitted or badly wom.
4. Check bearings for excessive side play of armature shaft.
5. Check pinion movement.
6. Clean and lubricate the indented bearing inside the pinion
sleeve using a suitable grease.
7. Clean and lubricate the indented bronze bearing in the
intermediate bracket.
 A lternator & Starter M otor 18-11
T o re m o v e a n d t o f it
‘PoRemovc
If the engine has a flywheel housing which is oil filled, drain the
1. Disconnect the battery. . quantity of SAE $0 oil.
2. Disconnect the starter motor cables.
3. Release the fasteners wad remove the starter motor and, if
necessary', the distance piece.
T otit
1. If necessary, put the distance {dace in position . with its
foCation lip to the flywheel housing. Fif the starter motor
and tighten the I b t a m . If the engine has a flywheel
hops®# which, j$:r>il filled, the starter motor must be sealed
before it is fitted. Clean toefiaijge:iace of the starter motor
-and the face o f the flywheel housing. Apply a 2,0 toto
continuous bead of Hylosil to the flange face of the starter
motor ae w to to e sp ig st:
2. Connect the starter motor cables.
3. Connect the battery.
Testing MPosftiOn
Switch on- the lanips. If the vehicle, is '•hot- equipped with,
lighting, then connect a Q-2Q voltmeter across the battery ter­
minals before proceeding. C^eidte the starterepntjol1and watch
tor toe toUoynn^ symptoms:
t, The lamps dim (or voltmeter reading drops to about 6 volts,
and toe motor does not turn the engine).
Cheidc battery (Bjust be at lewd half charged) and battery
lugs, (clean and a good earth connection).
CJtecIc "tsjs' hand turning t o ^ fte en^aK is not abtiortoaMy1
stiff. ,
2, The lamps do net dim. the Veltffietsa' readingreraaiflssteady
at about 12 volts, and the starter does not turn the engine.
Connect voltmeter from -solenoid terminal “BAT", and
s ta rte F y e fe , operate starter: -
No volts indicated. i -
- a) Poor lug connections at battery
by Bad eartfa conHectiftn
c) Broken starter lead,’haftetyte starter.
Full volts, i.e. 12-14 volts indteated.
a) Faulty solenoid switch
teteteitef --clksfcbritetoisS.
Testing on the Vtotde
Ensure that the b&fteryisin a charged condition.
S ite t° function, but the lights maintain full brilliance, check
the switch and battery connections to the starter and all external
leads/ Sluggish action df toe startor ^ caused, by apoor or
fahl^cortocs^ion,
Difficulty ip smooth engagement between starter and engine
fiyw heelisprpl^fy-duetedte
venting free pinion movement. The shaft ShoJlto be 'thorotlghly
cleaned with kerosene followed by the appticrtion of a small
Matatensoce
Brush Gear and Commutator
tospeel tbe brushes at intervals toeB3ftto that they are free in
their guides and that the leads are quite &ee fer movement, by
easing back the flexible
a m o tio n s , If a brush is inclined to stick, remove it Som ite
holder and clean the sides with a petrol moistened cloth.
toe "bedding". TKe btushfi&ahouldbe well bedded (he. worn to
tbecxmmujtaticr periphery) but if not, wrap a strip o f veiy fine
glass pr cato'drwtdtHttp^ia' firtnly around tl®i»j«mi}J»tor with
the abrasive side outwards. With the brushes in position, rotate
toe armature by hand in the normal w eein g direction of roto-
tion until the correct brush shape is obtained, i f too bntehep are
worn down so that the springs are no lo ite r pomading effective
pressure, they should be- renewed- Check the brush spring
pressure by hooking a spring balance under the spring lip. The
correct tension is 8,3-11 N.
It is essential that replassaBaat bieahes 'toe the same grade as
always be used.
To remove the brushes, unscrew the four fixing screws, one to
field coil held by two o f tire fixing
screws. Before inserting brushes in their holders, it is advisable
tflblsw through toe hoi ders with. compres sed air or clean them
■wito a cloth moistened with petrol.
The eonMTOtator should be clean and entirely fiee from oil or
d irt A^,&3Ce pfsuch should be removed by pn^sitig a c l ^ a ,
dry, fluffless cloth against it while the armature is hand rotated.
If toe «HH«shtor is dirty or discoloured, tilt the femabesand
wrap a strip of fine glass or carborundum paper (not emery
dato) round toe commutator, with -th e abrasive ^ d e ip ^ ^ d s.
Rotate the armature Tby hand until the surface is even. Clean
wiffi a petrel moistened cloth.
repair is necessary switch gearetc. 'toe
starter must be exchanged or repaired by an authorised agent.
Every 90 000 km or 1 800 itoHffiJgbcwrs, whichever is the
sooner, arrange for the examination and service o f the darter
raotor
C om pressor 18-12

S. C.6 Compressor : Air Leakage Test ■

Excessive leakage past the f^liyesy: yBlve can be detected by

charging the air systefti to-jgsi b e l ^ fhe vg^oiiior .si%Bt
The S.C.6 compressor is a single cylinder unit which is bracket setting,, and then with die engine stopped, carefully listening to
flange the 'ttoriipressor' for the sound of escaping air..If this -isafcik.
mounted to the rear o f the compressor drive housing. This satisfactory, fully charge the system and again ,s tp p :^ engilie.
compressor drive housing is mounted on the rear of the timing Check once mOFe for audible leaks, which if
# o jtt leakage at the unloader plunger..
to compressor.
Leakage at by cleaning,
through the engine induction system. topping or replacing the valve and/or valve seat, Ufijeader
-JBtotobt and fed to the air reservoir. plunger leakage can replacing the plunger seal
compressor hpioBider device1which ATysilyeplunger.
is operated by air pressure and controlled by a governor valve
connected to the reservoir and the compressor by a small bore ^OlternoveCompre*a»r.
f#<£
Release all air pressure from the system.
Preventive Maintenance
KsctHineCt oil pipe and air pipes at the compressor.
■gvery40 000fcrfc
Remove die bolts/nuts when studs are frttedfe-s^ehring .-she
Make & visual cheek;of aH: jbintis, unions etc. ftt leakage or compressor and cover to the compressor drive housing
tpOSCW^ Md:TeCti^f'wheie,;»ece'8toly'- If the cylinder head has
recently’■
been ■'reiwaved, check that the cylinder ,hepl nuts are Remoye thO CtMBfffessnr mounting bolts and remove compressor
frojn eh^ne.

Check compressor To Replace Compressor

the air filter.
Tik MinptbS?® to compressor dnvehm&ing an<I secure, with
Every 20 000 km or 400 boors boll^antk.

Clean the oil supply line to the compressor , Replace bracket which supports compressor to cylinder block.

Remove delivery valve cap and delivery valve seafretastiflg; Reconnect oil pipe and air pipes to compressor. .
spring and check for 'Withdraw’
and check cohdjtirai o f delivery valve. If excessive carbon 'i& fopatfaht
found, and clean ;|j f | cylinder heedy also check
compressor discharge line for carbon and clean or replace the Clean the oil supply ’;and|,. run the (Ssguk:
.line i£npcessaiy, - for a few seconds to be sure the oil M }^^ i f ®«HWng-'free^(.

Every 90 000 luo* or 1 800 htnirai Connect oil and/of or

filter is clean and properly installed. .
Dismantle compressor, thoroughly clean all parts and inspect for
wear .and damage. Repair or replace all worn or damaged parts. Check after Installation

Service Inspection With the compressor running, check for noisy operation and oil
.Boftaif toefe.
IinSHirt 'that tfN; 4fc cleaner ft. filter is cb®* and correctly
installed With compressor running, check for noisy operation
Mid oil leaks 1■ Dismantling

Reduce the pressure in the reservoir MsrkingbefocietlisinaDtling

check that govemor and unloader Bnechanigms aic functioning at
correct pressure, (ff- pessihte. Sift''' vehicle gauge should be The compressor should have the following items marked to
replaced during the test by a ijtasfer gaugc.) dtaw..ife:'iiCM^.^^tionship;priyfe^^eM^.(lfejg!

Check 1. Position of cylinder head in relation to cylinder and

shWfctoto.
O peraringTcsts
2. Position of end cover(s) in relation to crankcase.
If leakage iji the remainder r f the sy^em is not excessive,
failure o f the compressor to maintain the normal air pressure in Position of crankshaft in relation to crankcase.
thfe systein ssitolly: denotes ioss ’a f cfficiency: due to wear.
Another .^ighjflif wear is excessive oil passing through to the
reservoir. If either condition develops, and inspection shows the
(CstaindM o f the Ob’ brake eqpipmept to be in goodcondition,
the compressor m u^ b e overhhtiled or repldeedwitharaew n ip t.

Removing and-Dismantling Cylinder Head and Cylinder
Remove the unloader cap and copper washer and withdraw the
unloader plunger assembly and spring
Remove the delivery valve cap and copper washer, and remove
delivery valve spring and seat retaining spring.
Unscrew the four nuts and washers from cylinder head studs
and lift off the cylinder head. Remove the joint.
Remove the delivery valve and screw out the valve seat.
Withdraw inlet valve spring guide. (A simple extractor can be
made from two V*in. U.N.F. bolts and a strip of metal formed to
bridge the guide). Remove the inlet valve spring, inlet valve and
valve seat.
Withdraw the cylinder and remove the joint.
Removing and Dismantling Piston and
Connecting Rod Assemblies
Remove the compressor mounting bracket and joint.
Turn the crankshaft to B.D.C. position and release the tabs of
the locking strap. Unscrew the two bolts and remove the
connecting rod cap. Withdraw the piston assembly and replace
the connecting rod cap.
Remove the piston rings from the piston. If the piston is to be
detached from the connecting rod, release one gudgeon pin
retaining circlip and press the gudgeon pin from the piston and
connecting rod.
Removing Crankshaft
Remove compressor drive gear.
Remove drive key from crankshaft.
Unscrew the four setscrews or nuts together with washers
securing the rear end cover to crankcase. Withdraw the end
cover, plain bearing, thrust washer and joint.
Unscrew the four bolts or nuts securing the drive end cover, and
withdraw the end cover complete with crankshaft and joint. Tap
crankshaft with bearing from drive end cover.
Cleaning
Ensure that all carbon is removed from the cylinder head. Check
that the air passages in the head and the oilways in the
crankcase, where applicable, rear end cover and crankshaft are
clear and clean.
C om pressor 18-13
Clean inlet and discharge valves, not damaged or worn
excessively, by lapping them on a sheet of fine emery held on a
flat surface.
Inspection of Parts
Cylinder
Check the cylinder bore for excessive wear, roundness and sco­
ring. If scored or unround by more than 0,05 mm or tapered
more than 0,08 mm the cylinder should be rebored. The original
cylinder bore is to the limits 66,69 to 66,71 mm and the clea­
rance for the piston is 0,05 to 0,08 mm. Check for wear in cylin­
der bore and rectify in accordance with the table on page 18-14.
Piston and Connecting Rod
Inspect piston for scores, cracks or damage of any kind. Check
fit of rings in ring grooves, clearance should be 0,01 to 0,06
mm. Install rings in cylinder and check that gaps are 0,08 to
0,018 mm. Check fit of gudgeon pin in piston and connecting
rod. Gudgeon pin should be a light press fit in piston and clea­
rance in the connecting rod bush should not exceed 0,04 nun.
Inspect the connecting rod bearing for correct fit on crankshaft
journal. Clearance between rod journal and bearing must not be
less than 0,02 mm and not more than 0,08 mm. Check
connecting rod for cracks or damage.
Crankshaft and Bearings
Examine ball bearings for discoloration, pitting, wear and
cracked races. Rotate slowly to check for roughness. Defective
bearings should be removed, using a well fitting extracting tool.
Press new bearing on to crankshaft, using a suitable length of
tube, until it contacts the shoulder.
Inspect crankshaft for wear and check threads, shaft ends, key-
ways and drive keys for damage. The crank pin diameter should
be within the limits o f22,20 to 22,19 mm.
Crankshaft and End-covers
Inspect oil seal carefully, ensuring that sealing edge is intact and
sharp. If an oil leak has been observed at the crankshaft end, a
new seal must be fitted. Lip of seal should face inwards.
Examine crankcase, end cover and mounting bracket for damage
and cracks. Check bearing bores for wear. The ball race should
be a light pressfit in end cover and the crankshaft should be a
neat sliding fit in the plain bearing. Inspect crankshaft thrust
washer for wear.
Com pressor MM 4

W earfeB ore Remedy >■

^ j:3^0> 25 o u ^ :..^:..„...v..............^,c..^.,.v^....;..B^QUt1pri^p&^^

'+G,38 tG0^} nan..,,,.................................. v.,.....s.......-,.,»„.,„,.,....BOTe'eiit'fC^j$lrian»«»dfit^vSbfflih^^

®=a

Fig, 18-12

Cylinder Head be replaced. If not badly grooved they can be refaced by lapping
Oti fine emery cloth. Valve seats, if shewing slight scratches,
Inspect <91111(117 bead for eracici ajwi unloader plunger guide may be reclaimed hy lapping with fine grinding paste. Tf badly
bush plunger is;a nfiat sUdifig fit pitted or scratched, use a seating reamer before lapping. •
ill the guide. Examine unloader plunger seal ring for War,
Inspect inlet and delivery valves aOd seatS; If val ves are grooved Renew delivery valve spring end check remaining springs for
deeper than 0,08 corTOsion,fatigueor pertnanenfaet.
 C om pressor 18*15

Re-Assembly Fault F ad in g

Lubricate all internal parts With clean engine oil to prevent Compressor F ails to Ma in tain
possible damage until the oil supply is fhftctk>ning. Adequate Pressure tathe% *tein

Install the crankshaft, tompletowith. bearing, into $bg. drive end* DjilyaneleaQerof'filter,
cover. Insert the crankshaft intorthe ertoikeateitnd secure the Excessive carbon in cylinder heador dischatgejiiie.
Delivery vtoveieaking.
over the oil drain ports. Excessive wear in tompressor'
hilet valve or unloader plunger stuck open.
Position the 'thrust washer in the rear end-cover with th e steel Excessive ie^togeatinletvhlve.
face towards the plain bearing and the tab located in the slot.
Assemble the rear end-cover with joint and secure. Checkffte
crankshaft to ensure See rotation and thfift tighten end-cover
nuts or bolts. M t the drive key to toe crstrtk^djafL, fit compressor
drive gear and torque securing nut to 125 Nm. Compressor Passes Excessive Oil

Refit the piston rings, ensuring Mini, sides marked "Top” are Excessive wear.
uppermost, and assemble the piston to the connecting rod. fJirtyamcIemtorerfUter.
Assemble the connecting rod on the crankshaft, tighten the bolts Excessrveoil pressure.
to a torque o f 51 to 54 N tn and turn up the tabs of the locking Oil return to engine Cmi^ri^^ ol>StriiCtieiL
Strap. ■'Space the piston. ring gaps. and assemble the cylinder, Back pressure from engine crankcase.
vrift joint over the pi ston. Pistalrings incorrectly installed. '

Assemble the cylinder head. Lightly smear the outside dia­

meters of the or
equivalent sealing compound. Insert the Inlet valve seat, jfilet
valve and ysdve iprifigalid press the spring guide into po^tidh. Noisy Operation
Screw in the deli very ytoVgseats using a wrench inserted in the
hexagonal hole fhtough the center of the fitting, and figjiten l^cOssve-wear.
securely. Place the delivery valve on the seat and position the Excessive carbon in cylinder head.
spripgS- Screw in the valve cap together with thecdgper washer.
Lightly smear tte mfioadef jaunger with siliitoiK.greato aiid
insert sprung .and plunger complete with the spring circlip.
Screw with copper washer.'" -
Compressor Does N6t Unload -
Place the joint on the cylinder and correctly position the cylinder
torque of 12 Defective uto<»derjdungerseSL
t o f t I W , ' a n d apply clean eM3M£hi'l over Unloader plunger sticking or binding.

bracket and joint.


The turbocharger is fitted on (he.exteast manifold outlet. | | is
lubricated by oil taken from t |e engine lubricating system. Oil
pressure should never drop lidktw 207 fcNfrfc? at maxifestm
engine speed and normal operif§8]§ temperature. Check this
pressure regularly
The maximum boost when
the engine is running at m a x i m u # ^ i | l | p y | g p w
With some engines where it fe np, ^ s s ib le to ftdly load the
engine, the boost pressure will
Ho attention need be paid to since
this varies automatically with Ifac speed and load of the engine.
Maintenance
Every 100 000 km or 2 500 haurs, clcan dfeod .dfam pipe.,from
turbocharger to sump, also tnihacharger impeller andcasiftj,.
Remove the air inlet duct and com pffi^r hsusirig and chpefc for
dirt o r dust build-up.
Remdve-all foreign matter - determine and correct cause of
baild-hp. .
Use soft brush on impeller as uneyea4^|*osits; can. rotof
ty&ti 1|tef*%!$|ihire.
With ,jSj& ' S b u s i n g removed push the impeller
towards th d im ^ h e wheel and tum nutating assembly by hand:
check for binding and rub l^g ; Sisten carefully for unusual
noises. If binding or rubbing ido-vidcnt, remove the turbocharger
for dismantling and inspecfipft,'
Removal
1. Remov&iiil feed pipe to turbocharger.
2. Loosen hose clip for air intake hose. Remove intake hose
from compressor housing.
JjL Remove oil return pipe to turbocharger.
4, Unscrew 2 screws on flange of compressor housing.
1 Remove exhaust pipe (elbow flange) from turbine housing.
6. Unscrew turbocharger from exhaust manifold and remove.
Seal all open engine connections.
T u rb och arger 18-16
Replacement
Note: Prior tc frtfin^the tBtiKicjjasg^ Ucim and examine fisr
damage the a m l o t t ^ a t e i t f ^ : f l a n g e , exhaust
manifold and .
1. Fit gasket to end of turbine. Boh turbocharger to elbow
flange and tighten botfs lightly.
2. Bolt turbocharger and gasket to exhaust manifold. Tighten
bolts lightly.
3. Tighten all bolts to specified torque.
4. Fit gasket to compressor housing.
5. Attach oil return pipe to bifbocharger.
6. Attach air intake dudfito compressor housing with clip, and
rotate the turbine by hand to lubricate bearing surfaces.
7. Fill bearing housing of turbocharger with clean engine oil
8. Attach oil feed pipe to turbocharger
9. Operate the stop control and tum the engine by the starter
motor until a steady flow of oil comes from the oil supply
pipe.
10. Tighten pipe flange setscrews.
11. Start the engine and check for leaks. The engine must be run
at idling speed for three to four minutes to allow the
lubricating oil to flow before the engine speed is increased.
Measuring End Play
1. Clamp turbocharger in a vice (turbine end up).
2. Place measuring point of dial gauge on shaft end of turbine
wheel.
3. Push rotor shaft down and set dial gauge to "0".
4. Push rotor shaft up against dial gauge and read clearance.
Maximum permitted end play 0,10 mm.
 Turbocharger 18-17

SSas^agSf^JPlayCtea ranee
Measure

f . Push turbine wheel tp o n e sk fe a mGasHTC'tfae g^pltetween

turbine wheel and housing with a feeler gauge, note
clearance.

2. Push turbine wheel in

with afeelergaffige, note clearance.

3. The difference between oBid two measurements is the

clearance. - -

Note:

Accessories

Tmbtnewhefil holding device -

Note: The ththiaB hdtd&^^eviefe eah'fee made a* per drawing

o n p ^ e lS iiO t

1. Mark ppjH&pn of turbine housing, compressor housing and

CBmpifetso?- rear housing in relation tb tfafcfegarittgii^ising;

Loosen -■ItSefcSng; plates, BfiseteW- bolts and remove

Note: Remove tight housings with a soft faced hammer. Do

not ttwtthehpustng.

Exercise caution wheti removing hduSffigs. to prevent

damage- to Once damaged they
cannot be repaired. Never attempt to straighten bent
compressor or turbine blades - replace the faulty component.

2. Insert bearing housing into holding tool and n tu scresh aft

nut imeomptiessfir- impe 11er.

Note:
- shaft by twisting.
T urbocharger 18-18

3. Remove compressor wheel, turn bearing housing.

4. Remove locking plate and bolts from compressor rear wall.

5. Fit bearing housing, turbine end into holding tool. Remove

compressor rear housing

6. Remove pressure ring and thrust bearing.

7. Remove O-ring and sealing ring from thrust ring.

8. Lift bearing housing from shaft.

 Turbocharger 18-19
9. Remove shield housing.

10. Remove turbine end sealing ring from shall.

11. Remove both bearings with sealing rings from bearing

housing.

Cleaning

other damage which might sot be evident after cleaning. Soak'

all parts in clean non-caustic carbon solvent. After soakhig US®; #
stiff brisQe brush and rengSve all dirt particles. Dry .parts
thoroughly.

Note; Normally a light accumulation of; etolXm d^30Sit Will not

affect turbine operation. •

Check housing and rcfors>fbr cracks, foreign particles and sco­

ring marks.
piston ring seals for w e a r a n d dam age.

Check all bearing points carefully and be sure to exchange parts

shoWlHgwear or score marks.

Assembly

Note: (%edc each part carefully for cleanliness prior to

assembly.

1. Place rotor shaft on two V-blocks at level of bearing point

attd check ftH’fXuaBel rumiing 10 mm from end e f flnstedSL^ .

Permissible run out 0,007 mm.

R09-6018
2. Fit internal IdCkmg ringS in hehritig hdtwing. Lubricate
bdMingaW inpert. Fit external locking rings.

0- Insert turbine wheel with shaft into holding tool.

4.. Fit sealing ring to turbo shaft. Shaft

and centre piston ring and guide bearing housing over shaft.

5. Fit sealing ring to thrust ring.

ring and install above shaft of charger so that the thrust
bearing and iodking pina o f toeibearing ha^mfe-are-coffecfiy
portioned
T tirbocharger 18-20

6, Insert sealing ring into groove o f bearing housing.

%- C arefully -guide eoHipressof r^ a r housing, w ith thrust ring

over shaft o f charger and fit w ith locking plate to bearing
Tighten to 8 to 10 Nm.

I lo ie : W hen positioning com pressor Tear housing, make

sure th at the ring seaT iknO t dapagpel. The com pressor rear
h o s i n g % easily fitted whet! th e sealing ring a b o v e ' the
th ru st ring i s carefully centered.

8. F it com pressor im peller 'iijisSSil,' L ubricate ajtd elaHtaht

surface o f lock stages (angle o f ro­
tation torque.)

2nd stage final torque 90° - 11CP

9. R otate shaft o f turbocharger and check for free running.

sing (note m arking on housing). T ightep'toT 1,5 -1 5 N m . *

11. lock plate

and«him s0 iatem ar^^ ■
T ighten to 11,5 - 1 5 H oi. ■

12. C heck rotating

13. Secure al 1 bolts by bending locking plates.

(made from plywood, hardwood or aluminium}

1. - T op
2. - Interm ediate p art :

A. - D im ension to suit turbine w heel end.

 Turbocharger 18-21

TYPICAL GROUP B CENTRE HOUSING AND ROTATING ASSEMBLY - Exploded View

1. LOCKNUT 9. SEAL RING

2. COMPRESSOR WHEEL 10. THRUST BEARING
3. PISTON RING 11. PISTON RING
4. TURBINE WHEEL ASSY. 12. THRUST COLLAR
5. WHEEL SHROUD 13. RETAINING RING
6. BOLT 14. BEARING
7. LOCK PLATE 15. GROOVE OR SPRING RING
8. BACK PLATE ASSY. 16. CENTRE HOUSING
W astegate Turbocharger 18-22
INTRODUCTION
Depending on specification some engines are fitted with a
"Wastegate" turbocharger. This differs from the standard
turbocharger in that a wastegate unit fits in the turbine housing
inlet passage and controls the amount of exhaust gas reaching
the turbine. This controls the shaft speed and compressor output
pressure. The position of the wastegate control valve is
determined by a differential pressure sensing diaphragm which
automatically keeps the boost pressure from exceeding 76,0 kPa
at all engine speeds.
Wastegate Operation/Calibration Test
1. Remove the turbocharger from the engine and disconnect
hose from wastegate unit sensing port (see illustration).
2. Remove wastegate valve blanking plate.
3. Mount a dial gauge to the turbocharger so that the dial
gauge indicator probe rests on the control valve face (see
illustration).
Sensing Port
4. Set the indicator dial to the "0" position and while gently
tapping the turbine housing with a soft mallet apply
calibration air pressure of 96,5 to 103,4 kPa to the
wastegate sensing port. (Note: the wastegate is designed to
allow a small bleed-off of pressure).
5. Ensure that the specified pressure is maintained at the
sensing port during the test.
6. Note the valve movement shown on the indicator dial.
7. Release the air pressure at the wastegate unit sensing port
and ensure the dial gauge indicator pointer returns exactly
to "0".
Repeat steps 4 to 7 several times to make sure that the
wastegate unit valve movement has been accurately measured.
If a valve movement of 1,27 mm cannot be obtained within the
specified pressure range, the turbine housing complete with
wastegate unit will have to be replaced.
Note: The wastegate is a sealed unit and cannot be dismantled.
 SEC TIO N 19-1
C oolin g System

is. ceolisd■by 'Water circulation through passages in To Remove and Refit the W ater Pump -
the cylinder felqejt 4trf:lS6Sisk. Circulation is by thermo-syphon High Position Type
action, assisted1 by an itHpbller ly&iiWaterpump, driven by a
1. Remove the fan belt.

A high or low position wafer pmppsmay be fitted on the front 2. Remove the fan,
face
3. Disconnect the connections to the water pump.
Tlie- W^fef jpump bearings are pre-packed with a special grease
a 1i*kft' lltf flliftl i' and do not require attention in service 4. Remove the pump

outlet connection. 5. Refit pump in reverse sequence. Reset fan belt tension.

NOT)|; used, i.e. by-pass and

non by-pass system. '

To adjust the Driving Belt

Using special tool, part number 4020 2321, adjust the V-belt
tension to a value of 40 to 45 kg (New Belts), run engine for
10-15 minutes and re-check tension, which should be 30-40 kg,
if this figure is not reached re-tension to 30-40 kg. Used belts
should be adjusted to 30-40 kg. To use, position the tension
gauge on the belt with the flange parallel against the belt edge.
Apply pressure gradually to the pressure pad. When a "click" is
heard or felt, stop immediately and remove the gauge. Turn the
gauge sideways and take an accurate kg reading in the exact spot
where the indicator arm intersects the scale (Fig. 19-2).

NOTE: Never force a V-belt onto the pulley using a lever. The
V-belt may be damaged, causing early failure. The adjuster
should be completely released and the V-belt turned onto th#
pulley by hand. If one belt in a set requires replacement, always
install a matched pair, otherwise the new V-belt will carry all
load, leading to early failure.
C oolin g System 19-2

Fig. 19-3 Fig. 19-4

To Remove and Refit W ater Pump - NOTE: With the latest water pumps, the seal retainer and
Low Position Type flange have been deleted and the length of the distance piece
increased accordingly.
L Remove the fan belt.

2. Remove the fan. Inspection

3. Disconnect hoses to the water pump 1. Examine body for cracks, damage or corrosion.

4. Remove the alternator and bracket
5. Unscrew and remove nut and washer from the stud at the
top of the water pump. Unscrew the four bolts securing the
pump to the cylinder block. Withdraw the pump from the
engine (Fig. 19-3).
6. To remove the pump rear body from the cylinder block,
take out remaining bolt which passes through the rear body
only. Withdraw the body from the engine (Fig. 19-4).
7. Refit pump rear body and water pump in reverse sequence.
2. Examine drive shaft for wear ensuring inner diameters of
the bearings are a perfect fit on the shaft. The shaft should
be renewed if the inner races rotate on it.
3. Remove rust and scale from impeller and inspect for cracks
or damage. Examine impeller hub sealing face for ex­
cessive wear or scoring.
4. Examine water seed for damage.
5. Inspect bearings for pitting, corrosion or wear.

8. Tension fan belt.

To Dismantle the W ater Pump - Both Types

1. Remove the nut and spring washer securing the water

pump pulley, and withdraw the pulley and driving key
from the shaft (Fig. 19-5).

2. From the front of the pump body press out the pump shaft
complete with impeller.

3. Press the impeller from the shaft.

4. Remove the water seal from the shaft.

5. Remove bearing retaining circlip from front of body.

6. Press out the two bearings and distance piece.

7. Remove the front grease seal, seal retainer and flange. Fig. 19-5
 C ooling System

T qF iit& rSeal

The seal has an interference fit on the shaft, and a special tool is
T^uifed to fit th eses! correctly. The tool shotild be made of
mild Ute ; “ife-'; j i | 0 Hie
dimensions of the tool will ensure that the
seal is die correct length after it is iniStalled. It will also prevent
M is pressed onto the shaft.

Fig, 19-6

T o ftr.-asitenihle.th e W a te r P um p

1.. Press rear bearing onto the shaft, fit distance piece and
press on front bearing. When fitting bearings to the shaft,

to ward the front and rear ends of the shaft. 1..

2. Half fill the space between thekto# bearings

melting jp iM grease and press the complete bearing and A i -73 ih (44 ,0 m m) B 1 _S ?ii» {40,0 ra h # -.:
M l assembly into the pump housing from the front end.
_E 0 .6 3 r r t { if i'. t m m i F ^ . i 4 in (1,00 m m ) a t 45?.
. Position the retaining circlip in the recess of the pump hou­
G 0.08 in |2 ,0 0 im rn ) a t 45®
sing immediately forward of the front bearing.

3*. At this stage the Fi&T9-7

fornii3t»eTesi^ance.

4. F it the water seal with the carbon face toward rear. Latest
. 5. Fit the driving pulley key and press on the pulley ensuring
there is p 0:ie a w o f the-shaft
Do not lubricate the seal, f t is important that
contaminated by oil should
edtgeof the flange. Do not damage the ring o f
green sealant applied to the body of the water seal j!2|t behind
tlwflangOof the. seal.

6,' Where ceramic counter facts seals are fitted, fit the seal to 1. Support the puIley « id o f the shfiftfputfbeSeat in position
Sfelt with counter face towards water seal and rubber bon- on the end of the shaft. Ensure that the ring of sealant is
- ded holder towards impeller face. tow ards th e bearings;

& Press the impeller onto the shaft so that a cleiBanee o f 6,30
to 0,81 mm is maintained between impeller vanes and the
j»up^b0dy(Fig. 196).
8. Refit springwasher and nut, and tighten to a torque o f 75
■to 81 Nm.
& Use the tool to press the seal onto tHe shafi iinfi! ihe
bottom of the seal flange is in contact with the pump body. '
3. Continue to apply force for approximately tensbcflhds:I&
ensure that the seal remaiiis ih p<«ifion when the for<s: is
released .

T o F it fb e lm p e tfe r

Current Water3Pun»ps 1, Support the pulley end of the shaft.

The length of the impeller has also been reduced so that there is
a clearance between the impeller and the seal. To ensure that
this clearance: is correct; it is important that (he -.seal and
impeller are fitted in accordance with the following instructions:
2, Press the impeller onto the shaft until the clearanee bet-
ween the unpeiier blades and the pump body is 0,69 to
;0,89mm
3. Turn the shaft to ensure the impeller is free to rotate.
Cooing System 19-4
To Dismantle/Assemble the water pump To Remove the Thermostat

Dismantle* ■
1. Remove the pulley by loosening Hie nut and springwasher
at the end of the shaft.
2. Remove the circlip from tip end of the beating housing.
3. Support the pump at the pulhp end, and USlVflt suitable
mandrel that will pass through the bore of the impeller,
press out the shaft from the pump body complete with the
bearing assembly.
1. Drf®$ loff the coolant and remove the hose between the
tadljitar header tank and the water outlet connection adap­
ter or the water pump.
2. Remove the water outlet adapter and joint.
3. Remove the thermostat (Fig. 19-8)
NOTE: Two types of thermostats are used, i.e. by-pass and non
by-pass. Ensure that the correct thermostat is used.

4. Press otf| ithe two bearings anddlSidistance piece from tb

shaft.

5. Remove the seal/counterface Unit from the bearing hou­

sing.

Assemble:

1. j i t the seal/counterface unit into t8s bearing housing, and

ensure that the sealing face i$ correctly ^jfraed in the hou­
sing to provide a good water slliL

2. PresSithsi rear bearing onto the shaft, p i the distance piece

and pfcSfc on the front bearing.

3. Press the shaft and bearing assembly into the bearing hous­
ing and fit retaining circlip.

4. Support the impeller end of the shaft and press on the

pulley hub* Apply; Lucfite 603 to the shaft threads and fit lig . 19-8
the spring washer and itaf, Tighten the nut to 81 Nm.

5. With the pulley end of the shaft (not pump body) supported
press the impeller onto the shaft so that a clearance of 0,68
to 0,89 mm is maintained between the impeller blades and
the pump body.
6. Fit the pulley and secure with four setscrews.
Note: Where an adapter nut is fitted with an external left hand
thread, the tightifi®^ force UHist be increased to 100 Nm. Use
Loctite 603 on threads and shaft.
Resting the Thermostat
If it js suspected that the thermostat is not operating correctly it
should be tested as follows:
MMMiltttd^HiKiostat in water and gradually heat. Check the
watef temperature at frequent intervals with an accurate
thermometer. valve should- commence to open at the
temperature stamped on the top face of the thermostat adjacent
to the valve seat;

Thermostats cannot be repaired.

Water Pump Seals

Engines must never be run without coolant where the

waterpumps are Shed with, .ceramic counterface or cassette
seals. The heat brtd-up between the carbon steel and the
ceramic counterface is so rapid that the ceramic counterface
would crack. This; often creates fjsfc misunderstanding that the
cause of leakage is due to incorrect assembly of the sealing
arrangement of the wateripump.
 SECTION 20-1
Lubricating Oils

VISCOSITY GRADES

* At prolonged ambient temperature above 20°C SAE 40 can be>flsed.

LUBRICATING OILS FOR NATURALLY ASPIRATED ENGINES SHOULD MEET THE

REQUIREMENTS OF SPECIFICATION MIL-L-46152 (SABS 399), AND FOR TURBO
CHARGED AND C ENGINES MIL-L-2104C.

DUETO CONTINUOUS DEVELOPMENT, ATLANTIS DIESEL ENGINES ARE CONSTANT­

LY REVISING THEIR OIL RECOMMENDATIONS.

TO OBTAIN THE LATEST OIL RECOMMENDATIONS, PLEASE REFER TO OUR SERVICE

BULLETINS, OR CONSULT YOUR NEAREST OIL COMPANY FOR THEIR ADVICE.
 SECTION 21-1
APPROVED SERVICE TOOLS
Distributed by: Grundy %A. |P ® |||fc
Bruman f t * t y Estate^
Port

Tool No. Description

1PP1490 CON ROD JIG M /p M J y R S if f

-i ■

S K & P 11

40201908 TIMING CASE COVER CENTRALISING

TOOL

40201610 PISTON RING CLAMP

40201351 PISTON HEIGHT AND VALVE DEPTH

GAUGE
A simple method of quickly checking
piston height.

40201377 ADAPTOR FOR 40201364

For use with mechanically governed
fuel injection pump.

40201393 VALVE GUIDE REAMER

0.38 mm o/size.
APPROVED SERVICE TOOLS - 21-2

Tool No. Description

b
40201403 VALVE GUIDE REAMER
0.76 mm o/size.

40201429 CRANKSHAFT REAR OIL SEAL

J tk REPLACER ADAPTOR

b 1

40201432 CYLINDER LINER REMOVER

REPLACER (MAIN TOOL)
For Field Service replacement of
single liners. Not advised for comoiete
overhaul. For this work use adaptors
with a hydraulic ram unit.

40201445 A U A r l U n b hUK 4 0 2 0 1 4 3 2
Suitable for cylinders of 98,*3 mm aia.
Removal and replacement.

40201458 Suitable for cylinders of 100.96 mm dia

Removal and replacement.

40201474 BASIC PULLER

The cruciform head with multiple oles
at different centres is used with
adaptors listed below.

40201487 ADAPTORS FOR 40201474

Used to remove water pump pulie.-s.

40201500 ARBOR ADAPTOR

Used with 40201490
 APPROVE D SERVICE TOOLS - 3&j|

Tool N q . Description

40201513 • V A L V B # P R IN lg C Q M i| S iS S O R

4 0 ? f | i3 9 A D A P TO R FO R '4 S H H H I

40202033 P8® SPANNER

40202046 m a n d r e l f c r REAR NEEDLE BEARING

Removal id d replacem ei'."

40202059 m an Or e l fo r fr o n t needle bearing

Removal and replacement

40202062 MANDREL FOR B U ^§8I

Removat erig replacenteM

40202075 TIMING TOOL

MID MOUNTED
BALANCER u n it