KENR6225-01

April 2008

Systems Operation
Testing and Adjusting
402D-403D-404D Industrial Engine
GG (Engine)
GH (Engine)
GJ (Engine)
GK (Engine)
GL (Engine)
GM (Engine)
GN (Engine)
GP (Engine)
GQ (Engine)
GS (Engine)

This document is printed from SPI. Not for RESALE

Important Safety Information

Most accidents that involve product operation, maintenance and repair are caused by failure to
observe basic safety rules or precautions. An accident can often be avoided by recognizing potentially
hazardous situations before an accident occurs. A person must be alert to potential hazards. This
person should also have the necessary training, skills and tools to perform these functions properly.
Improper operation, lubrication, maintenance or repair of this product can be dangerous and
could result in injury or death.
Do not operate or perform any lubrication, maintenance or repair on this product, until you have
read and understood the operation, lubrication, maintenance and repair information.
Safety precautions and warnings are provided in this manual and on the product. If these hazard
warnings are not heeded, bodily injury or death could occur to you or to other persons.
The hazards are identified by the Safety Alert Symbol and followed by a Signal Word such as
DANGER, WARNING or CAUTION. The Safety Alert WARNING label is shown below.

The meaning of this safety alert symbol is as follows:

Attention! Become Alert! Your Safety is Involved.
The message that appears under the warning explains the hazard and can be either written or
pictorially presented.
Operations that may cause product damage are identified by NOTICE labels on the product and in
this publication.
Perkins cannot anticipate every possible circumstance that might involve a potential hazard. The
warnings in this publication and on the product are, therefore, not all inclusive. If a tool, procedure,
work method or operating technique that is not specifically recommended by Perkins is used,
you must satisfy yourself that it is safe for you and for others. You should also ensure that the
product will not be damaged or be made unsafe by the operation, lubrication, maintenance or
repair procedures that you choose.
The information, specifications, and illustrations in this publication are on the basis of information that
was available at the time that the publication was written. The specifications, torques, pressures,
measurements, adjustments, illustrations, and other items can change at any time. These changes can
affect the service that is given to the product. Obtain the complete and most current information before
you start any job. Perkins dealers or Perkins distributors have the most current information available.

When replacement parts are required for this

product Perkins recommends using Perkins
replacement parts.
Failure to heed this warning can lead to premature failures, product damage, personal injury or
death.

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KENR6225-01

3
Table of Contents

Table of Contents
Systems Operation Section
General Information ................................................ 4
Fuel System ........................................................... 8
Air Inlet and Exhaust System ............................... 13
Lubrication System .............................................. 15
Cooling System .................................................... 16
Basic Engine ......................................................... 17
Electrical System ................................................. 19

Charging System - Test ........................................

Coolant Temperature Switch - Test .......................
Electric Starting System - Test ..............................
Engine Oil Pressure Switch - Test ........................
Fuel Shutoff Solenoid - Test ..................................
Glow Plugs - Test ..................................................

63
63
64
64
65
65

Index Section
Index ..................................................................... 67

Testing and Adjusting Section

Fuel System
Fuel System - Inspect ...........................................
Air in Fuel - Test ....................................................
Finding Top Center Position for No. 1 Piston ........
Fuel Injection Timing - Check ...............................
Fuel Injector - Test ................................................
Fuel Quality - Test .................................................
Fuel System - Prime .............................................
Gear Group (Front) - Time ....................................
Governor - Adjust ..................................................

27
27
28
28
29
33
33
34
34

Air Inlet and Exhaust System

Air Inlet and Exhaust System - Inspect .................
Wastegate - Test ...................................................
Compression - Test ...............................................
Engine Valve Lash - Inspect/Adjust ......................
Valve Depth - Inspect ............................................
Valve Guide - Inspect ............................................

41
41
42
43
45
46

Lubrication System
Engine Oil Pressure - Test ....................................
Engine Oil Pump - Inspect ....................................
Excessive Bearing Wear - Inspect ........................
Excessive Engine Oil Consumption - Inspect .......

47
47
48
49

Cooling System
Cooling System - Check (Overheating) ................
Cooling System - Inspect ......................................
Cooling System - Test ...........................................
Water Temperature Regulator - Test .....................
Water Pump - Inspect ...........................................

50
51
51
53
54

Basic Engine
Piston Ring Groove - Inspect ................................
Connecting Rod - Inspect .....................................
Connecting Rod Bearings - Inspect ......................
Main Bearings - Inspect ........................................
Cylinder Block - Inspect ........................................
Cylinder Head - Inspect ........................................
Piston Height - Inspect ..........................................
Flywheel - Inspect .................................................
Flywheel Housing - Inspect ...................................
Gear Group - Inspect ............................................

55
55
56
56
56
57
58
59
59
61

Electrical System
Alternator - Test .................................................... 62
Battery - Test ......................................................... 63

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Systems Operation Section

KENR6225-01

Systems Operation Section

i02963960

General Information
Engine Description
Note: When you are ordering new parts, refer
to the engine identification number in order to
receive the correct parts. Refer to the Operation
and Maintenance Manual, Product Identification
Information for the correct numbers for your engine.
The 402D-05, 403D-07, 403D-11, 403D-15,
403D-15T, 403D-17, 404D15, 404D-22, 404D-22T*
and 404D-22TA engines are diesel engines that are
controlled with a mechanically actuated fuel injection
pump. The engine cylinders are arranged in-line.

The fuel injection pump conforms to requirements for

emissions. Adjustments to the fuel injection pump
timing and high idle should only be made by trained
personnel. The fuel injection pumps have mechanical
governors that control the engine rpm.
The engine oil pump is a gerotor type pump. The
engine oil pump is located in the center of the idler
gear. The engine oil pump sends lubricating oil to
the main oil gallery through an oil relief valve that is
located on the right side of the cylinder block. The
rocker arm levers receive pressurized oil through an
externally located oil line. The oil line runs from the
main oil gallery to the cylinder head.
Coolant from the bottom of the radiator passes
through the belt driven centrifugal water pump. The
coolant is cooled by the radiator and the temperature
is regulated by a water temperature regulator.

Lifting the Engine

The cylinder head assembly has one inlet valve and

one exhaust valve for each cylinder. Each cylinder
valve has a single valve spring. The pistons have two
compression rings and an oil control ring.

NOTICE
Failure to follow recommended procedures for handling or transporting engines can lead to engine damage.

It is important to ensure the correct piston height so

that the piston does not contact the cylinder head.
The correct piston height also ensures the efficient
combustion of fuel which is necessary in order to
conform to requirements for emissions.

To avoid possible engine damage, use the following

procedure.

The crankshaft for the 402D-05 engine has two main

bearing journals. The crankshaft for the 403D-07,
403D-11, 403D-15, 403D-15T and 403D-17 engines
have four main bearing journals. The crankshaft for
the 404D-15, 404D-22, 404D-22T and 404D-22TA
engines have five main bearing journals. End play for
all the engines is controlled by the thrust washers that
are located on the rear main bearing. The 403D-11,
404D-15 and 404D-15 engines have aluminium
bearing caps on the rear main bearing that act as
thrust washers.
The timing gears are stamped with timing marks
in order to ensure the correct alignment of the
gears during assembly. When the No. 1 piston is at
top center compression stroke, the teeth that are
stamped on the crankshaft gear and the camshaft
gear will be in alignment with the idler gear.
The crankshaft gear turns the idler gear which then
turns the camshaft gear.
The fuel injection pump and the fuel priming pump
are mounted on the cylinder block. Both pumps are
operated by the camshaft lobes.

When you are lifting or moving the engine, use the

following procedures in order to prevent engine
damage.
1. Do not tilt the engine to an extreme angle unless
the lubricating oil is first drained from the oil pan.
2. Do not turn the engine onto a side or an end
surface unless the lubricating oil is first drained
from the oil pan.
3. If the oil is not drained prior to tilting the engine or
turning the engine onto a side or an end surface,
the lubricating oil from the oil pan can flow into the
inlet manifold and the cylinder bores. This situation
could cause a hydraulic lock in the engine.
Hydraulic lock can severely damage the engine.
4. The engine oil should be refilled to the correct
level before the engine is started.

Engine Model Views

The following model views show typical features
of the 402D-05, 403D-07, 403D-11, 403D-15,
403D-15T, 403D-17, 404D-15, 404D-22, 404D-22T
and 404D-22TA Engines. Due to individual
applications, your engine may appear different from
the illustrations.

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KENR6225-01

5
Systems Operation Section

Note: Individual components are detailed on the

404D-22T turbocharged engine only.

Illustration 1

g01334407

Typical view of the 402D-05 Engine

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Systems Operation Section

Illustration 2

KENR6225-01

g01334418

Typical view of the 403D-15T Engine

This document is printed from SPI. Not for RESALE

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7
Systems Operation Section

g01334429

Illustration 3
Left side view of the 404D-22T Turbocharged engine
(1)
(2)
(3)
(4)

Fuel shutoff solenoid

Number one fuel injector
Water pump
Lower engine oil filler cap

(5) Throttle lever

(6) Cover plate for the accessory drive
(7) Engine oil level gauge
(8) Engine oil cooler

(9) Engine oil filter

(10) Fuel injection pump
(11) Transfer pump
(12) Fuel filter

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8
Systems Operation Section

KENR6225-01

g01334477

Illustration 4
Right side view of the 404D-22T Turbocharged engine
(13)
(14)
(15)
(16)
(17)
(18)

Top engine oil filler cap

Crankcase breather
Rear lifting eye
Air inlet elbow
Valve mechanism cover
Turbocharger

(19) Water temperature regulator housing

(20) Starting motor solenoid
(21) Electric starting motor
(22) Alternator
(23) Engine oil pan
(24) Engine oil drain plug

(25)
(26)
(27)
(28)

Fan drive belt

Crankshaft pulley
Coolant temperature switch
Cooling fan

i02617180

Fuel System
General Operation of the Fuel
System
Refer to Systems Operation, General Information
for locations of the components for the fuel system.

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9
Systems Operation Section

g01412329

Illustration 5
Typical example
(1)
(2)
(3)
(4)

Fuel tank
Hand primer
Sediment/water trap
Fuel priming pump

(5) Fuel filter

(6) Fuel injection pump
(7) Fuel injectors

When the engine is cranking, the fuel is pulled from

the fuel tank (1) by the fuel priming pump (4). An
optional sediment/water trap (3) may be installed
between the fuel tank (1) and the fuel priming pump
(4). The fuel priming pump forces the fuel through the
fuel filter (5) to the fuel injection pump (6).
The fuel filter (5) can also function as a water
separator. The fuel filter can be drained through a
valve that is located at the bottom of the filter housing.

(8) Fuel return line from the fuel injection

pump and the fuel injectors to the fuel
tank

The fuel injection pump sends fuel at high pressure

to each fuel injector (6). The fuel injector sprays fuel
into a precombustion chamber which slows the rate
of combustion in the cylinder. The following items
will result from reducing the rate of fuel combustion:
prevention of engine knock, reduction of noise, and
reduction of emissions.

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KENR6225-01

In order to release air from the fuel injection pump

and the fuel injectors, refer to Testing and Adjusting,
Fuel System - Prime.

Governor
The fuel rack is connected to the linkage, which
controls the fuel injection pump. This linkage is
located in the timing case (Front Housing).

Illustration 6

g00468241

Phases of operation of the fuel injector

These engines have a mechanical governor in order

to control engine speed. The governor operates for
all engine rpm. The governor weight assembly is
installed on the front of the gear of the camshaft. The
other components of the governor are installed in the
front housing.

(A) Closed valve

(B) Open valve
(C) Fully open valve

The fuel injector injects fuel into the precombustion

chamber at different angles during two phases. Most
of the fuel is injected when the valve is fully open
(C). This process is called indirect fuel injection. The
results are more even combustion and complete
combustion of the fuel at a reduced temperature.
Improved fuel combustion will increase power
output while reducing emissions and reducing fuel
consumption.
Excess fuel from the fuel injectors and the fuel
injection pump flows through the fuel return line (7)
and back to the fuel tank (1). The excess fuel aids the
cooling of the fuel injectors. Also, the fuel return line
removes any air that is trapped in the fuel injectors
and the fuel injection pump.
The fuel injection pump needs fuel for lubrication. If
the precision parts of the pump are not adequately
lubricated, the components may be easily damaged.
The engine must not be started until the fuel injection
pump is full of fuel that is free of air.
The system must be primed when any part of the
system is drained of fuel. The following list contains
examples of both service and repairs when you must
prime the system:

Illustration 7

g01374121

Governor control mechanism in the front housing without a BCD

(1)
(2)
(3)
(4)
(5)
(6)

Connection for the linkage to the fuel injection pump

Control lever
Lever return spring
Governor adjustment screw
Arm
Start spring

The fuel filter is changed.

The low pressure fuel line is removed.
The fuel injection pump is removed.
The fuel injectors are removed.
The fuel tank is drained.
A leak exists in the low pressure side of the fuel
system.

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KENR6225-01

11
Systems Operation Section

A spring connects the linkage to the fuel injection

pump and mechanical stop control (2). When the
engine is first started, the spring automatically
increases the fuel flow to the cylinders.

Boost Compensation Device

for Turbocharged Engines (if
equipped)

Illustration 8

g01384576

Governor control mechanism in the front housing with a BCD

(1) Connection for the linkage to the fuel injection pump
(2) Control lever
(3) Governor main spring
(4) Angleich
(5) Governor lever
(6) Start spring

The movement of the governor weight assembly is

transferred to the fuel rack on the fuel injection pump
by the control lever (2), the governor lever (5) and
the linkage to the fuel injection pump. The governor
main spring (3) connects the governor lever to the
control lever. The governor main spring controls
the movement of the governor weight assembly on
the camshaft. When the angle of the control lever
changes, the tension on the governor main spring
changes. This action controls the linkage to the fuel
rack on the fuel injection pump, which controls the
engine rpm.
The maximum fuel adjustment screw is mounted in
the front housing. This adjustment regulates the fuel
injection at high engine rpm. This adjustment should
only be made by personnel with the correct training.
The fuel injection pump timing, the low idle, and the
high idle are preset at the factory. Adjustments to
the pump timing and idle rpm should only be made
by personnel that have had the correct training. The
timing for the fuel injection pump should only change
if the camshaft or the cylinder block are replaced.
The fuel injection pump timing should not change if
the fuel injection pump is reinstalled with a shim that
is the same size.

Illustration 9

g01412342

Boost Compensation Device (BCD)

(1)
(2)
(3)
(4)
(5)

Adjustment screw
Diaphragm piston
Stopper
Intake manifold pressure inlet
Governor lever

If equipped, the Boost Compensation Device (BCD)

can be installed on turbocharged engines. The BCD
prevents overfuelling and the production of black
smoke during acceleration from low idle.
When the engine is accelerated from a low rpm, the
governor lever (5) on the fuel rack comes into contact
with the BCD fuel stopper (3) in order to prevent
excessive movement of the governor lever. This
prevents overfuelling.
As the engine rpm increases, the increased intake
manifold pressure is felt on the diaphragm in the
BCD. As the BCD fuel stopper is moved by the
diaphragm piston, the governor lever is allowed to
operate over the full range.

The fuel rack automatically returns to the excess fuel

position when the engine is stopped. The excess fuel
position aids the cold starting of the engine.

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Systems Operation Section

KENR6225-01

Fuel Injection Pump

The camshaft is driven by the idler gear in the timing

case. Lobes on the camshaft cause the pushrod
for each cylinder to reciprocate. The reciprocating
motion first draws the fuel. The reciprocating motion
then pressurizes the fuel. A fuel delivery valve (2)
for each cylinder acts as a check valve in order to
prevent a loss of pressure to the fuel injector.
The correct operation of the fuel injection pump
requires the pump to be completely full of fuel and
empty of air. When the vent screw (5) is loosened, air
can escape from the fuel injection pump.
The fuel injection pump will lubricate the components
during operation.

Fuel Injectors

Illustration 10

g00746909

Fuel injection pump (typical example)

(1) Fuel line to the fuel injectors
(2) Fuel delivery valve
(3) Nuts and setscrews for mounting the fuel injection pump to
the cylinder block
(4) Shim
(5) Vent screw for the fuel injection pump
(6) Fuel flow from the fuel transfer pump

The electric fuel shutoff solenoid must be energized

in order for fuel to flow through the system.
The fuel injection pump is a cassette type pump.
The cassette type pump contains the following
components: fuel delivery valves, fuel rack, and
pushrods. The fuel injection pump is installed directly
into the cylinder block.
The part number and code letters for the fuel injection
pump are stamped on the front of the pump.
The fuel injection pump is a pressurized system
that is totally enclosed. The pump sends the correct
amount of fuel under high pressure at the correct
time through the fuel injectors to the individual
cylinders. The fuel injection occurs near the end
of the compression stroke. The fuel injection pump
regulates the amount of fuel that is delivered to the
fuel injectors. This action controls the engine rpm by
the governor setting or the position of the throttle
control.

Illustration 11

g00836660

(1) Fuel injector

(2) Sealing washer

The sealing washer (2) helps to prevent blowby.

The sealing washer also sets the projection of the
fuel injector (1) into the precombustion chamber.
This projection affects the time that is required
for combustion in the cylinder. If the projection is
excessive, engine knock can occur at high rpm.
Note: When a fuel injector (1) is installed in the
cylinder head, a new sealing washer (2) should be
installed.
The operating pressure of the fuel injector is set and
tested at the factory. Refer to Specifications, Fuel
Injectors for the pressure settings of the fuel injector.
During operation, extra fuel is used as coolant and
lubricant for components of the fuel injector.

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KENR6225-01

13
Systems Operation Section

Fuel Priming Pump

i02180882

Air Inlet and Exhaust System

Naturally aspirated engines pull outside air through
an air cleaner directly into the inlet manifold. The
air flows from the inlet manifold to the engine
cylinders. The fuel is mixed with the air in the engine
cylinders. After the fuel combustion occurs in the
engine cylinder, the exhaust gases flow directly to
the outside air through the exhaust manifold and the
exhaust system.

Illustration 12

g00909677

The fuel priming pump creates a vacuum in order

to force fuel from the fuel tank. Pressure is created
in order to pump the fuel to the fuel injection pump.
The diaphragm prevents the leakage of the fuel into
the cylinder block. The diaphragm creates part of the
pumping action of the fuel priming pump. The outlet
valve and the inlet valve operate as check valves.
A lobe on the camshaft causes the arm to move
up and down. When the arm moves down, the
diaphragm assembly moves down. This down
movement increases the size of the chamber above
the diaphragm assembly. This suction opens the inlet
valve which draws fuel into the chamber above the
diaphragm assembly to the fuel priming pump.
When the arm moves up, the diaphragm assembly
moves up. This up movement pressurizes the
chamber above the diaphragm assembly. This
pressure opens the outlet valve which allows fuel
to flow out of the fuel priming pump toward the fuel
injection pump.

Glow Plugs
Each cylinder has a glow plug in order to aid the
cold starting of the engine. The glow plugs may be
energized by two different methods:

The ignition switch is moved to the auxiliary

position (if equipped).

The starting aid switch (if equipped) is moved to

the ON position.

In cold ambient temperatures, energizing the glow

plugs for six seconds will heat the cylinder sufficiently
for easy starting of the engine.

Turbocharged engines pull outside air through an air

cleaner into the air intake of the turbocharger. The
suction is caused by the turbocharger compressor
wheel. Then, the turbocharger compressor wheel
compresses the air. The air flows through the inlet
manifold which directs an even distribution of the air
to each engine cylinder. Air is pulled into the engine
cylinder during the intake stroke of the piston. Then,
the air is mixed with fuel from the fuel injectors.
Each piston makes four strokes:
1. Intake
Air is drawn into the cylinder through the open
inlet valve. Fuel is sprayed into the engine by the
fuel injector.
2. Compression
The mixture of air and fuel is compressed in
the cylinder in order to heat the mixture to the
temperature of combustion.
3. Power
The mixture of air and fuel ignites at the top of the
compression stroke. The expansion of gases from
the combustion forces the piston downward. This
force creates the power of the engine.
4. Exhaust
The piston moves upward in order to force the
gases of combustion from the cylinder through the
open exhaust valve.
The sequence of the strokes by all of the pistons in
all of the engine cylinders provides constant air flow
from the air inlet system during the engine operation.
The valve mechanism cover contains a closed
breather assembly. The gases in the valve cover,
which are caused by blowby, pass from the crankcase
to the inlet manifold. The breather is sealed from the
outside air by a diaphragm. Above the diaphragm,
the cover is vented to the outside air by a small vent
hole so that pressure does not build up.

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14
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KENR6225-01

Turbocharger
A turbocharger increases the temperature and the
density of the air that is sent to the engine cylinder.
This condition causes a lower temperature of ignition
to develop earlier in the compression stroke. The
compression stroke is also timed in a more accurate
way with the fuel injection. Surplus air lowers the
temperature of combustion. This surplus air also
provides internal cooling.
A turbocharger improves the following aspects of
engine performance:

Power output is increased.

Engine torque is increased.

The turbine wheel (8) and the compressor wheel (3)

are installed on the same shaft. Therefore, the turbine
wheel (8) and the compressor wheel (3) rotate at the
same rpm. The compressor wheel is enclosed by
the compressor housing (2). The compressor wheel
compresses the intake air. The intake air flows into
the engine cylinders through the inlet valves of the
cylinders.
The oil from the main gallery of the cylinder block
flows through the oil inlet port (5) in order to
lubricate the turbocharger bearings (4) and (6). The
pressurized oil passes through the bearing housing
of the turbocharger. The oil is returned through the oil
outlet port (10) to the oil pan.
The turbocharger has a wastegate. The wastegate is
controlled by the boost pressure. This allows some
of the exhaust gases to bypass the turbine wheel at
higher engine speeds. The wastegate is a type of
flapper valve that automatically opens at a preset
level of boost pressure in order to allow the exhaust
gas to flow around the turbine. The wastegate allows
the design of the turbocharger to be more effective
at lower engine speeds.

Engine efficiency is increased.

Cylinder Head And Valves

Illustration 13

g00302786

Components of a turbocharger (typical example)

(1) Air intake
(2) Compressor housing
(3) Compressor wheel
(4) Bearing
(5) Oil inlet port
(6) Bearing
(7) Turbine housing
(8) Turbine wheel
(9) Exhaust outlet
(10) Oil outlet port
(11) Exhaust inlet

Illustration 14

g00905459

Cross section of the inlet and exhaust valves in the cylinder head
(typical example)

A turbocharger is installed between the exhaust

and intake manifolds. The turbocharger is driven by
exhaust gases which flow through the exhaust inlet
(11). The energy of the exhaust gas turns the turbine
wheel (8). Then, the exhaust gas flows out of the
turbine housing (7) through the exhaust outlet (9).

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The camshaft gear is driven by the idler gear. The

camshaft gear, the idler gear and the crankshaft gear
are timed together. When the camshaft turns, the
valve lifters are moved up and down. The pushrods
move the rocker arm levers. The rocker arm levers
make the inlet valves and the exhaust valves open
and close. This is in sequence with the firing order of
the engine. The valve springs force the valves back
to the closed position.
i02181303

Lubrication System
The lubrication system contains the following
components:

Oil pump
Illustration 15

g00905464

Cylinder head and valves (typical example)

(1) Collets
(2) Valve spring retainer
(3) Valve spring
(4) Valve seal
(5) Valve guide
(6) Cylinder head
(7) Cylinder head gasket
(8) Pushrod
(9) Lifter
(10) Exhaust valve
(11) Inlet valve

The valves and the rocker shaft assembly control the

flow of air into the cylinders and out of the cylinders
during engine operation. The cylinder head assembly
has two valves for each cylinder. Each valve has one
valve spring (3). The ports for the inlet valve (11)
and the exhaust valve (10) are on the left side of the
cylinder head.
The valve moves along a steel valve guide (5). The
valve guides can be replaced.

Engine oil relief valve

Engine oil cooler (turbocharged engines)
Oil filter
Oil pan
Oil strainer and suction pipe
Oil level gauge
Oil pressure switch
An oil supply line to the cylinder head
The oil pump is contained within the idler gear. The
engine oil relief valve is installed in the right side of
the cylinder block.
The oil filter is a spin-on filter that is disposable.

The inlet valve and the exhaust valve are opened

and closed by the rotation and movement of the
following components:

Crankshaft
Idler gear
Camshaft
Valve lifters
Pushrods
Rocker arms
Valve springs

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KENR6225-01

When the engine rpm increases, the flow rate of the

oil pump increases. The increase in the flow rate from
the oil pump causes the pressure to increase. The
relief valve opens if the oil pressure is too high. When
the oil pressure on the plunger of the relief valve is
greater than the force of the spring in the relief valve,
the relief valve opens. The lubricating oil which flows
through the relief valve is returned to the oil pan.

Illustration 16

g00458938

The oil filter is installed on the right side of the

cylinder block. Turbocharged engines have an
engine oil cooler that is installed between the oil filter
and the cylinder block. The oil flows through the oil
filter into the main oil gallery. The main oil gallery is
drilled through the total length of the right side of the
cylinder block.

Idler gear and components of the oil pump

(1) Snap ring
(2) Collar
(3) Spring
(4) Shim
(5) Oil pump cover
(6) Inner rotor
(7) Spring
(8) Outer rotor
(9) Bush
(10) Idler gear
(11) Thrust washer

Pressure for the lubrication system is supplied by an

engine oil pump which uses rotors. The oil pump is
part of the idler gear (10). The idler gear is driven by
the crankshaft gear.
The oil pump has an inner rotor (6) and an outer rotor
(8). The axes of rotation of the rotors are off-center
relative to each other. There is a pin that is inserted
through a hole in the oil pump cover (5) into the outer
rotor. The pin functions as a key in order to keep the
outer rotor in a fixed position with the idler gear.
The outer rotor is pressed into the bush (9). The bush
is pressed into the idler gear (10).
The inner rotor has four lobes which mesh with the
five lobes of the outer rotor. When the outer lobe
rotates, the distance increases between the lobes
of the outer rotor and the lobes of the inner rotor in
order to create suction. Then, the space between the
lobes is filled with oil. When the distance decreases
between the lobes, pressure is created. This pressure
forces the oil into the chamber for the engine oil relief
valve.
Lubricating oil from the oil pan flows through a
strainer and a line to the suction side of the engine
oil pump. The suction side is in the timing gear case.
The lubricating oil flows from the outlet side of the
pump to a relief valve. The relief valve is installed on
the right side of the cylinder block. The lubricating
oil, which flows around the relief valve, flows to the
oil filter.

Oil flows from the main oil gallery through an

externally mounted oil supply line to the cylinder
head. An oil pressure switch measures the oil
pressure at this location. This oil lubricates the rocker
arm assembly. The oil passes through the rocker
shaft to the bore of each rocker arm lever. Then, the
oil flows from the rocker arm levers through holes
that are located in the top of the rocker arm levers.
The valve stems, the valve springs, and the tappets
are lubricated by the splash and the mist of the oil.
The lubricating oil flows through drilled holes in the
main oil gallery to passages in the main journals
of the crankshaft. Then, the oil flows to the main
bearings of the crankshaft. Also, the oil flows through
passages in the crankshaft to the large end bearings
of the connecting rods. The piston bearings, the
pistons, and the cylinder bores are lubricated by the
splash and the mist of the oil.
A hole is located in the bore of each main bearing.
This hole allows oil to flow through passages that
lubricate the journals of the camshaft for the valves.
The bearing for the front journal receives oil from the
front main journal of the crankshaft. The camshaft is
lubricated by the splash of the oil.
The timing gears are lubricated by the splash of the
oil. Lubricating oil from the timing case returns to
the oil pan.
i02747028

Cooling System
The coolant system contains the following
components:

Radiator
Pressure cap for the radiator

This document is printed from SPI. Not for RESALE

KENR6225-01

17
Systems Operation Section

Fan for the radiator

Drive pulley (if equipped) for the fan

i02964260

Basic Engine

Water pump
Drive pulley for the water pump

Cylinder Head and Block

Water temperature regulator

The cylinder head assembly has one inlet valve and

one exhaust valve for each cylinder. Each valve has
a single valve spring and a valve seal. The valve
and the valve spring are held in position by a valve
spring retainer and two collets. The valve seal fits
over the top of the valve guide. The valve guides can
be replaced.

Housing for the water temperature regulator

Coolant temperature switch
The coolant flows from the bottom of the radiator
to the centrifugal water pump. The water pump is
installed on the cylinder block above the timing case.
The water pump is driven by a pulley. The crankshaft
pulley turns a belt which drives the pulley of the water
pump.
The water pump forces the coolant to flow to the
water temperature regulator. When the engine is cold,
the water temperature regulator is closed. Then, the
coolant flows directly into the cylinder head. When
the engine warms, the water temperature regulator
begins to open. Then, the regulator allows some of
the coolant to flow to the top of the radiator.

The ports for the inlet and for the exhaust valves are
on the left side of the cylinder head.
The cylinder block does not have cylinder liners. The
cylinder walls are honed.
The valve mechanism cover is made from aluminum.
The cover contains the following components:

A closed breather assembly

An oil filler cap

The regulator opens fully when the engine reaches

the normal operating temperature. When the
regulator is fully open, the flow to the radiator is the
maximum. However, the regulator does not close the
flow of coolant into the cylinder head.

A seal for the face toward the cylinder head

Coolant flows continuously through the cylinder head

and the top of the cylinder block. This coolant flows
into the back of the water pump from the cylinder
block. This coolant then mixes with the coolant that is
pumped from the radiator by the water pump.

The cap nuts are threaded onto studs. The steel

studs are threaded into the cylinder head.

The water temperature regulator maintains the

correct engine temperature by adjusting the direct
flow of coolant to the top of the radiator. The coolant
is cooled by the radiator. Heat is removed from the
coolant by cooler air which passes over the radiator
fins. The fan causes a high volume of air to flow
between the radiator fins in order to provide sufficient
cooling. The coolant flows from the radiator through
the bottom hose to the coolant pump.

The valve mechanism cover contains a crankcase

breather. The gases in the valve cover, which are
caused by blowby, pass from the crankcase to the
inlet manifold.

The engine has a housing for the water temperature

regulator. The housing is installed on the left side of
the cylinder head.
The water temperature regulator housing for
the 402D-05 and 403D-07 engines is mounted
horizontally. The water temperature regulator housing
for all other engine models is mounted vertically.

Holes for four cap nuts

Holes for two setscrews

The setscrews are threaded onto the cover for the

rocker shaft assembly.

Pistons and Connecting Rods

The pistons of the engine have a combustion
chamber in the crown of the piston in order to provide
an efficient mix of the fuel and the air.
The piston pin is off-center in order to reduce the
noise level.
The pistons have two compression rings and an oil
control ring.

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18
Systems Operation Section

The correct piston height is important in order to

ensure that the piston does not contact the cylinder
head. The correct piston height also ensures the
efficient combustion of fuel which is necessary in
order to conform to requirements for emissions. The
piston must not be machined in order to obtain the
correct piston height.
A piston and connecting rod are matched to each
cylinder.
One height of piston is available. The inside of the
piston is marked Shibaura. This reference mark
faces the right side of the engine. Refer to Testing and
Adjusting, Piston Height - Inspect for procedures to
measure the piston height.
Identification marks on the connecting rod and the
connecting rod cap must align. The identification
marks face the right side of the engine.

KENR6225-01

The thrust washers are hemispherical in shape. The

403D-11 , 403D-15, 403D-15T and 403D-17 engines
have two thrust washers that are located on both
sides of the bottom half of holder for the rear main
bearing. The 404D-22, 404D-22T and 404D-22TA
engines have a third thrust washer that is located on
the rear side of the upper half of the holder for the
rear main bearing.
Note: The thrust washers on the 403D-11 and
403D-15, 403D-15T and 403D-17 engines are
machined into the aluminum holder for the rear main
bearing.
The crankshaft has a front oil seal and a rear oil seal.
The timing case is made of aluminum. The timing
gears are stamped with timing marks in order to
ensure the correct assembly of the gears.

The main bearing caps have a chamfered edge on

one side. The chamfer faces the front of the engine.

The number one piston is at the top center position

on the compression stroke when the following timing
marks are aligned:

Timing Gear Case and Gears

Idler gear, crankshaft gear and camshaft gear

The timing gear case contains the following

components:

Front oil seal for the crankshaft pulley

Bearing for the crankshaft gear
Engine oil pump
Adjustment screw for setting the maximum fuel

Crankshaft pulley and timing case

The crankshaft gear turns the idler gear which then
turns the camshaft gear.
The idler gear contains the oil pump. The idler gear
turns the gear for the tachometer.
The crankshaft pulley drives the pulley on the water
pump and the pulley which drives the alternator.

position

Adjustment screw for setting the maximum speed

position

Mechanical stop control

Linkage for the fuel injection pump
Fuel Control lever for the governor
Throttle
The crankshaft for the 402D-05 engine has two main
journal bearings. The crankshafts for the 403D-07,
403D-11, 403D-15, 403D-15T and 403D-17 engines
have four main journal bearings. The crankshafts for
the 404D-15, 404D-15T, 404D-22 NA/Turbocharged
and 404D-22 TA engines have five main journal
bearings. The crankshaft has a front bearing that is
pressed in the cylinder block.

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KENR6225-01

19
Systems Operation Section

i02996119

Electrical System
Engine Electrical System

g01339089

Illustration 17
(1) Warning lamp (alternator)
(2) Warning lamp (oil pressure)
(3) Warning lamp (coolant temperature)
(4) Fuel shutoff solenoid

(5)
(6)
(7)
(8)

Alternator
Engine oil pressure switch
Coolant temperature switch
Glow plugs

The electrical system has two separate circuits.

Charging circuit
Starting circuit
Some of the electrical system components are used
in more than one circuit. The following items are
common in each of the circuits:

Battery
Circuit breaker
Cables
Wires for the battery

(9) Signal for glow plugs

(10) Ignition switch
(11) Electric starting motor
(12) Battery

The charging circuit is in operation when the engine

is running. An alternator converts mechanical energy
to electrical energy for the charging circuit. A voltage
regulator in the circuit controls the electrical output in
order to keep the battery at full charge.
NOTICE
The disconnect switch, if equipped, must be in the ON
position in order to let the electrical system function.
There will be damage to some of the charging circuit
components if the engine is running with the disconnect switch in the OFF position.
If the engine has a disconnect switch, the starting
circuit can operate only after the disconnect switch is
put in the ON position.
The starting switch is in operation only when the start
switch is activated.

This document is printed from SPI. Not for RESALE

20
Systems Operation Section

KENR6225-01

The charging circuit is connected through the

ammeter. The starting circuit is not connected
through the ammeter.

Automatic Shutdown System

Wiring Diagram for a 14 and 15 Amp
Alternator

g01339109

Illustration 18
(1)
(2)
(3)
(4)
(5)
(6)

Warning lamp (alternator)

Regulator
Alternator
Battery
Electric starting motor
Warning lamp (oil pressure)

(7) Engine oil pressure switch

(8) Warning lamp (coolant temperature)
(9) Coolant temperature switch
(10) Fuse
(11) Ignition switch
(12) Signal for glow plugs

(13)
(14)
(15)
(16)
(17)

Glow plugs
Fuel shutoff solenoid
Automatic shutdown device
Electrical connector
Delay fuse

This document is printed from SPI. Not for RESALE

KENR6225-01

21
Systems Operation Section

Wiring Diagram for a 40 Amp Alternator

g00916844

Illustration 19
(1)
(2)
(3)
(4)
(5)
(6)

Warning lamp (alternator)

Alternator
Battery
Electric starting motor
Warning lamp (oil pressure)
Engine oil pressure switch

(7) Warning lamp (coolant temperature)

(8) Coolant temperature switch
(9) Fuse
(10) Fuse
(11) Ignition switch
(12) Signal for glow plug

(13)
(14)
(15)
(16)
(17)

Glow plugs
Fuel shutoff solenoid
Automatic shutdown device
Electrical connector
Delay fuse

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22
Systems Operation Section

KENR6225-01

Wiring Diagram for a 55 Amp Alternator

g00916845

Illustration 20
(1)
(2)
(3)
(4)
(5)

Warning lamp (alternator)

Alternator
Battery
Electric starting motor
Warning lamp (oil pressure)

(6) Engine oil pressure switch

(7) Warning lamp (coolant temperature)
(8) Coolant temperature switch
(9) Fuse
(10) Ignition switch

(11) Signal for glow plug

(12) Glow plugs
(13) Fuel shutoff solenoid
(14) Automatic shutdown device
(15) Electrical connector

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KENR6225-01

23
Systems Operation Section

Wiring Diagram for a 65 Amp Alternator

and a 85 Amp Alternator

g01519204

Illustration 21
(1)
(2)
(3)
(4)
(5)
(6)

Warning lamp (alternator)

Alternator
Battery
Electric starting motor
Tachometer
Warning lamp (oil pressure)

(7) Engine oil pressure switch

(8) Warning lamp (coolant temperature)
(9) Coolant temperature switch
(10) Fuse
(11) Ignition switch
(12) Signal for glow plug

(13)
(14)
(15)
(16)

Glow plugs
Fuel shutoff solenoid
Automatic shutdown device
Electrical connector

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24
Systems Operation Section

KENR6225-01

Charging System Components

Electrical Connector

NOTICE
Never operate the alternator without the battery in the
circuit. Making or breaking an alternator connection
with heavy load on the circuit can cause damage to
the regulator.

Alternator

Illustration 22

g00841411

Connector for the automatic shutdown device (typical example)

(1)
(2)
(3)
(4)
(5)
(6)

Ignition switch (red wire)

Ignition switch (orange wire)
Fuel shutoff solenoid (red and black wire)
Engine oil pressure switch (brown wire)
Coolant temperature switch (blue wire)
Ground (black wire)

Automatic Shutdown Conditions

The engine will shut down if the following conditions
continue for more than ten seconds while you start
the engine or for two seconds while you operate the
engine:
Coolant temperature exceeds the following values:
All engines ..................... 110 3C (230 5F)

Illustration 23

g00292313

Alternator
(1)
(2)
(3)
(4)
(5)
(6)
(7)
(8)

Regulator
Roller bearing
Stator winding
Ball bearing
Rectifier bridge
Field winding
Rotor assembly
Fan

Engine oil pressure falls below the following values:

Engine oil pressure switch that is located on the
valve mechanism cover ........... 29 kPa (4.27 psi)
Engine oil pressure switch that is located on the
cylinder block ......................... 98 kPa (14.22 psi)
Note: There is no automatic shutdown for low coolant
level.
Note: The capacity of the diode must be 3 amperes
with a reverse voltage of 600 volts.
Note: The rated current draw of the engine oil
pressure switch is 0.42 amperes (5 watts maximum
bulb).
Note: If necessary, a delay fuse should be used for
replacement.

This document is printed from SPI. Not for RESALE

KENR6225-01

25
Systems Operation Section

The alternator is driven by the crankshaft pulley

through a belt. When the engine is running, the
pulley rotates the shaft inside the alternator. The
rotor assembly is attached to the shaft. The rotor
assembly has many magnetic poles. The magnetic
poles are similar to fingers. An air space exists
between each of the opposite poles. The poles have
residual magnetism that produces a small amount
of magnet-like lines of force (magnetic field). This
magnetic field is produced between the poles. As
the rotor assembly begins to turn between the field
winding and the stator windings, a small amount of
alternating current (AC) is produced in the stator
windings. The alternating current is produced from
the small magnetic lines of force that are created
by the residual magnetism of the poles. The AC is
changed into direct current (DC) when the current
passes through the diodes of the rectifier bridge. Most
of this current provides the battery charge and the
supply for the low amperage circuit. The remainder
of the current is sent to the field windings. The DC
current flow through the field windings (wires around
an iron core) increases the strength of the magnetic
lines of force. These stronger magnetic lines of force
increase the amount of AC that is produced in the
stator windings. The increased speed of the rotor
assembly also increases the current output of the
alternator and the voltage output of the alternator.

Regulator

Starting System Components

Electric Starting Motor

Illustration 25

g00292330

Starting motor cross section (typical example)

(1)
(2)
(3)
(4)
(5)
(6)
(7)

Field
Solenoid
Clutch
Starter pinion
Commutator
Brush assembly
Armature

The starting motor rotates the engine flywheel at a

rate that is fast enough to start the engine.
The starting motor has a solenoid (2). When the
start switch is activated, the solenoid (2) will move
the starter pinion (4) in order to engage the starter
pinion (4) to the ring gear on the engine flywheel. The
starter pinion (4) and the ring gear will engage when
the circuit between the battery and the starting motor
is closed by the electric contacts in the solenoid (2).
When the circuit between the battery and the starting
motor is complete, the starter pinion (4) will rotate
the engine flywheel. A clutch provides protection for
the starting motor so that the engine cannot turn the
starting motor too fast. When the switch is released,
the starter pinion (4) will move away from the ring
gear.

Illustration 24

g00360155

Typical regulator assembly

The voltage regulator is a solid-state electronic

switch. The voltage regulator senses the voltage
of the system. The regulator then uses switches to
control the current to the field windings. This controls
the voltage output in order to meet the electrical
demand of the system.

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26
Systems Operation Section

KENR6225-01

Solenoid

Illustration 26

g00292316

When two sets of windings in the solenoid are used,

the windings are called the hold-in winding and the
pull-in winding. Both of the windings wind around the
cylinder for an equal amount of times. The pull-in
winding uses a wire with a larger diameter in order
to produce a stronger magnetic field. When the start
switch is closed, part of the current flows from the
battery through the hold-in winding. The remainder
of the current flows through the pull-in windings, to
the motor terminal, and then to the ground. When
the solenoid is fully activated, the current is shut off
through the pull-in windings. Only the smaller hold-in
windings are in operation for the extended period of
time that is necessary for the engine to be started.
The solenoid will now take a smaller amount of
current from the battery. Heat that is created by the
solenoid will be kept at an acceptable level.

Typical solenoid schematic

A solenoid is an electromagnetic switch that performs

two basic functions:

Other Components
Circuit Breaker

The solenoid closes the high current starting motor

circuit with a low current start switch circuit.
The solenoid engages the starting motor pinion
with the ring gear.

The solenoid has windings (one set or two sets)

around a hollow cylinder. A plunger with a spring
load device is inside of the cylinder. The plunger can
move forward and backward. When the start switch
is closed and electricity is sent through the windings,
a magnetic field is created. The magnetic field pulls
the plunger forward in the cylinder. This moves the
shift lever in order for the pinion drive gear to engage
with the ring gear. The front end of the plunger then
makes contact across the battery and across the
motor terminals of the solenoid. The starting motor
then begins to turn the flywheel of the engine.
When the start switch is opened, current no longer
flows through the windings. The spring now returns
the plunger to the original position. At the same time,
the spring moves the pinion gear away from the
flywheel.

Illustration 27

g00281837

Circuit breaker schematic

(1)
(2)
(3)
(4)
(5)

Reset button
Disc in open position
Contacts
Disc
Battery circuit terminals

The circuit breaker is a switch that opens the battery

circuit if the current in the electrical system is higher
than the rating of the circuit breaker. The metal
disc (2) is activated by heat. As the current in the
electrical system increases, the temperature of the
metal disc (2) will increase. The heat that is caused
by the excessive current will cause a distortion in the
metal disc (2). When a distortion occurs in the metal
disc (2), the contacts (3) open. A circuit breaker that
is open can be reset when the metal disc becomes
cooler. Push the reset button (1) in order to close the
contacts (3) and reset the circuit breaker.

This document is printed from SPI. Not for RESALE

KENR6225-01

27
Testing and Adjusting Section

Testing and Adjusting

Section

Work carefully around an engine that is running.

Engine parts that are hot, or parts that are moving,
can cause personal injury.

Fuel System
i02182341

Fuel System - Inspect

2. Install a suitable fuel flow tube with a visual sight

gauge in the fuel return line. When possible, install
the sight gauge in a straight section of the fuel line
that is at least 304.8 mm (12 inches) long. Do not
install the sight gauge near the following devices
that create turbulence:

A problem with the components that send fuel to

the engine can cause low fuel pressure. This can
decrease engine performance.

Elbows

1. Check the fuel level in the fuel tank. Ensure that

the vent in the fuel cap is not filled with dirt.

Check valves

2. Check all fuel lines for fuel leakage. The fuel lines
must be free from restrictions and faulty bends.
Verify that the fuel return line is not collapsed.
3. Inspect the fuel filter for excessive contamination.
If necessary, install a new fuel filter. Determine the
source of the contamination. Make the necessary
repairs.

Relief valves

Observe the fuel flow during engine cranking.

Look for air bubbles in the fuel. If there is no fuel
that is present in the sight gauge, prime the fuel
system. Refer to Testing and Adjusting, Fuel
System - Prime for more information. If the engine
starts, check for air in the fuel at varying engine
speeds. When possible, operate the engine under
the conditions which have been suspect.

4. Service the primary fuel filter (if equipped).

5. Operate the hand priming pump (if equipped).
If excessive resistance is felt, inspect the fuel
pressure regulating valve. If uneven resistance is
felt, test for air in the fuel. Refer to Testing and
Adjusting, Air in Fuel - Test for more information.
6. Remove any air that may be in the fuel system.
Refer to Testing and Adjusting, Fuel System Prime.
i02182932

Air in Fuel - Test

This procedure checks for air in the fuel system. This
procedure also assists in finding the source of the air.

Illustration 28

1. Examine the fuel system for leaks. Ensure that

the fuel line fittings are properly tightened. Check
the fuel level in the fuel tank. Air can enter the
fuel system on the suction side between the fuel
priming pump and the fuel tank.

(1) A steady stream of small bubbles with a diameter of

approximately 1.60 mm (0.063 inch) is an acceptable amount
of air in the fuel.
(2) Bubbles with a diameter of approximately 6.35 mm (0.250 inch)
are also acceptable if there is two seconds to three seconds
intervals between bubbles.
(3) Excessive air bubbles in the fuel are not acceptable.

g00578151

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28
Testing and Adjusting Section

KENR6225-01

3. If excessive air is seen in the sight gauge in the

fuel return line, install a second sight gauge at the
inlet to the fuel priming pump. If a second sight
gauge is not available, move the sight gauge from
the fuel return line and install the sight gauge at
the inlet to the fuel priming pump. Observe the fuel
flow during engine cranking. Look for air bubbles
in the fuel. If the engine starts, check for air in the
fuel at varying engine speeds.
If excessive air is not seen at the inlet to the fuel
priming pump, the air is entering the system after
the fuel priming pump. Refer to the Testing and
Adjusting, Fuel System - Prime.
If excessive air is seen at the inlet to the fuel
priming pump, air is entering through the suction
side of the fuel system.

To avoid personal injury, always wear eye and face

protection when using pressurized air.
NOTICE
To avoid damage, do not use more than 55 kPa (8 psi)
to pressurize the fuel tank.

Illustration 29

g01110251

1. Remove the valve mechanism cover. Refer to

Disassembly and Assembly, Valve Mechanism
Cover - Remove and Install.
2. Remove the glow plugs. Refer to Disassembly
and Assembly, Glow Plugs - Remove and Install.

4. Pressurize the fuel tank to 35 kPa (5 psi). Do not

use more than 55 kPa (8 psi) in order to avoid
damage to the fuel tank. Check for leaks in the
fuel lines between the fuel tank and the fuel
priming pump. Repair any leaks that are found.
Check the fuel pressure in order to ensure that
the fuel transfer pump is operating properly. For
information about checking the fuel pressure, see
Testing and Adjusting, Fuel System Pressure Test.

3. Rotate the engine crankshaft until the exhaust

valve for No. 1 cylinder is nearly closed and the
inlet valve for No. 1 cylinder is starting to open.
Rotate the crankshaft through approximately 360
degrees and align the timing mark (2) on the
crankshaft pulley with the TOP mark (1) on the
timing case.

5. If the source of the air is not found, disconnect

the supply line from the fuel tank and connect an
external fuel supply to the inlet of the fuel priming
pump. If this corrects the problem, repair the fuel
tank or the stand pipe in the fuel tank.

5. Install the valve mechanism cover. Refer to

Disassembly and Assembly, Valve Mechanism
Cover - Remove and Install.

4. Install the glow plugs. Refer to Disassembly and

Assembly, Glow Plugs - Remove and Install.

i02965711
i02198351

Finding Top Center Position

for No. 1 Piston
This procedure sets the No. 1 piston at the top center
position on the compression stroke.

Fuel Injection Timing - Check

Fuel injection timing is set in the factory. Fuel injection
timing can not change during operation.
Note: If a fuel injection pump is removed, replace the
old shims with new shims of the same thickness. Old
shims must not be reused.

This document is printed from SPI. Not for RESALE

KENR6225-01

29
Testing and Adjusting Section

Note: If the thickness of the shim is 0.5 mm

(0.0197 inch) or the thickness of the shim is below
0.5 mm (0.0197 inch), install beaded shims. If the
shim thickness is above 0.5 mm (0.0197 inch), install
the non-beaded shim. Then install the beaded shim.
Ensure that the beading on the beaded shim faces
upward, toward the bottom of the fuel injection pump.

Table 4

Shim Thickness
(mm)

Part Number

Beaded

0.2

131437381

Yes

0.3

131437391

Yes

0.4

131437401

Yes

0.5

131437411

Yes

0.5

131437470

No

On 404D-22, 404D-22T and 404D-22TA engines,

select the correct combination of shims from table 1.
Table 1

On 404D-15 engines, select the correct combination

of shims from table 5.

Shim Thickness
(mm)

Part Number

Beaded

0.2

131437490

Yes

0.3

131437500

Yes

Beaded

131437510

Yes

Shim Thickness
(mm)

Part Number

0.4
0.5

131437520

Yes

0.2

131437670

Yes

0.5

131437530

No

0.3

131437680

Yes

0.4

131437690

Yes

0.5

1314374700

Yes

0.5

131437710

No

On 403D-15, 403D-15T and 403D-17 engines, select

the correct combination of shims from table 2.

Table 5

Table 2

Shim Thickness
(mm)

Part Number

Beaded

0.2

131437541

Yes

0.3

131437551

Yes

0.4

131437561

Yes

0.5

131437571

Yes

0.5

131437580

No

On 403D-07 and 403D-11 engines, select the correct

combination of shims from table 3.

If the original shim thickness can not be determined,

contact the Dealer Solution Network. The user must
provide the full engine number of the product that
is serviced.
i02183588

Fuel Injector - Test

Perform the following procedures in order to
determine if a fuel injector does not work correctly.

Table 3

Shim Thickness
(mm)

Part Number

Beaded

0.2

131437590

Yes

0.3

131437600

Yes

0.4

131437610

Yes

0.5

131437620

Yes

0.5

131437630

No

On 402D-05 engines, select the correct combination

of shims from table 4.
Illustration 30

g00846800

(1) Fuel injector

(2) Sealing washer

1. Run the engine at low idle.

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30
Testing and Adjusting Section

2. Loosen the nut for the fuel supply line at each

fuel injector (1). Listen for the low idle to decrease
or become rough when the nuts are loosened at
each cylinder.

KENR6225-01

Leakage Test

The fuel injector may be faulty if the following

items occur during the test:

Engine rpm does not decrease.

The engine continues to run properly.
3. If the fuel injector is worn or damaged, remove the
fuel injector for additional testing.
Note: If leakage at the nut for the fuel supply line
occurs, make sure that the fuel supply line and the
nut for the fuel supply line are correctly aligned with
the inlet connection of the fuel injector. Do not tighten
the nut for the fuel supply line on the high pressure
fuel line more than the recommended torque. If the
nut is tightened more, the fuel line may become
restricted or the threads of the fuel injector and the
nut may be damaged.

Inspection and Cleaning of the Fuel

Injectors
Before a fuel injector is tested, remove any loose
carbon from the tip of the nozzle. Do not use abrasive
material or a wire brush in order to clean the nozzle.
Note: Extra care should be used in handling the fuel
injector in order to prevent damage to the nozzle tip.
A scratch or a burr could cause needle leakage or
spray distortion. Dirt in the orifices of the nozzle tip
can damage engine components. The dirt can also
distort the spray pattern of the nozzle.

Illustration 31
(1)
(2)
(3)
(4)
(5)
(6)

g00470020

Adapter
Fuel injector
Tube Assembly
Extension
Fuel Collector
Filter

This procedure tests for leakage around all

components of the fuel injector.
1. Connect the fuel injector (2) to suitable tooling that
is similar to the Illustration 31.
Position fuel injector (2) so that the direction of
the fuel spray is into the extension (4) and the fuel
collector (5).
2. Pump the pressure to about 2030 kPa (294 psi)
below the opening pressure of the fuel injector (2).
Refer to Specifications, Fuel Injectors for the
correct setting of the opening pressure.
Release the handle. When the pressure begins
to decrease, note the time that is required for
the pressure to decrease to approximately 0 kPa
(0 psi). If the fuel injector (2) is not faulty, the time
will not be less than 5 seconds or more than 45
seconds.
If the time that is required for the pressure to
decrease to 0 kPa (0 psi) is less than 5 seconds,
too much fuel is leaking around the valve needle.
Replace fuel injector (2).

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31
Testing and Adjusting Section

3. Look for any leakage in the connection from the

adapter to the fuel injector (2). If leakage is visible,
make sure that the components are tightened to
the correct torque.
If leakage continues to occur, unscrew the body
of the fuel injector (2) from the nozzle nut. Inspect
the threaded surfaces for foreign particles and
damage.
If the faces are damaged, replace the fuel injector
(2).
If the faces are undamaged, clean the faces.
Repeat Steps 1 and 2. If leakage continues to
occur, replace the fuel injector.
4. Pump the pressure of the injector tester to
approximately 2030 kPa (294 psi) below the
opening pressure of fuel injector (2). Fuel should
not collect on the tip of the fuel injector (2) in a
sufficient quantity in order to drip from the tip for at
least ten seconds. A light dampness is acceptable.
If the results of the tests are not acceptable,
replace the fuel injector (2).

Pressure Test

Ensure that you wear eye protection at all times

during testing. When fuel injectors are tested, test
fluids travel through the orifices of the nozzle tip
with high pressure. Under this amount of pressure, the test fluid can pierce the skin and cause
serious injury to the operator. Always keep the tip
of the fuel injector pointed away from the operator
and into the fuel collector and extension.

Illustration 32
(1)
(2)
(3)
(4)
(5)
(6)

g00470020

Adapter
Fuel injector
Tube Assembly
Extension
Fuel Collector
Filter

NOTICE
Do not use dirty test fluids when you test fuel injectors.
Also, do not test fuel injectors unless you have the
correct service tools.The use of dirty test fluids and
the use of incorrect service tools will result in damage
to the fuel injectors.
Note: This procedure is a test of the opening
pressure of the fuel injector.
1. Connect the fuel injector (2) to suitable tooling that
is similar to the Illustration 32.
The spray from the fuel injector (2) must be
directed into the extension (4) and the fuel
collector (5).
Use clean calibration fluid when the fuel injectors
are tested. The calibration fluid should be
equivalent to SAE J-967 (ISO 4113) oil.
2. Close the gauge protector valve. Close the shutoff
valve. Open the pump isolator valve. Flush the
fuel injector (2) by operating the nozzle tester.
Operate the nozzle tester for 10 to 15 strokes at a
rate of approximately sixty strokes per minute.

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32
Testing and Adjusting Section

KENR6225-01

3. Open the gauge protector valve. Slowly increase

the pressure until the valve in the fuel injector (2)
opens. Note the highest pressure indication on the
dial indicator before the pointer moves to 0 kPa
(0 psi). This highest pressure indication is the
opening pressure of fuel injector (2). The opening
pressure occurs when the valve needle is lifted
from the nozzle seat.
Refer to Specifications, Fuel Injection Nozzles
for the correct pressure settings. If the opening
pressure is not within the range of the setting
which is given in the table, the fuel injector (2)
must be replaced.

This procedure tests for the correct spray pattern for

the fuel injectors.
1. Connect the fuel injector (2) to suitable tooling that
is similar to the Illustration 33.
Position the fuel injector (2) so that the direction
of the fuel spray is into the extension (4) and the
fuel collector (5).
2. Close the gauge protector valve and the shutoff
valve. Open the pump isolator valve.

Test for the Nozzle Spray Pattern

Ensure that you wear eye protection at all times

during testing. When fuel injectors are tested, test
fluids travel through the orifices of the nozzle tip
with high pressure. Under this amount of pressure, the test fluid can pierce the skin and cause
serious injury to the operator. Always keep the tip
of the fuel injector pointed away from the operator
and into the fuel collector and extension.

Illustration 34

g00468241

Phases of operation and spray pattern of the fuel injector

The spray angle is 4 degrees from the vertical when the nozzle is
fully open.
(A) Closed nozzle
(B) Open nozzle
(C) Fully open nozzle

3. Quickly pump the nozzle tester and look at the

spray pattern when the fluid begins to flow through
the orifices of fuel injector (2) .
The spray flows around the tip of the nozzle. A
difference in the nozzle spray patterns indicates
that the fuel injector (2) is faulty. Refer to the
correct spray pattern in Illustration 34.
Observe the following characteristics of the spray:

Drops of fuel should not be in the spray.

Fuel should be sprayed in the shape of a cone
Illustration 33
(1)
(2)
(3)
(4)
(5)
(6)

g00470020

Adapter
Fuel injector
Tube Assembly
Extension
Fuel Collector
Filter

The pressure adjustment must be correct before you

test the spray pattern.

around the nozzle.

Fuel should be sprayed evenly in a 360 degree

pattern around the nozzle.

Note: Be sure that the gauge protector valve is

closed before the fuel injector (2) is removed from the
nozzle tester. Closing the valve will prevent damage
to the pressure gauge.

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KENR6225-01

33
Testing and Adjusting Section

i01944302

Fuel Quality - Test

NOTICE
Use a suitable container to catch any fuel that might
spill. Clean up any spilled fuel immediately.

Use the following procedure to test for problems

regarding fuel quality:

NOTICE
Do not allow dirt to enter the fuel system. Thoroughly
clean the area around a fuel system component that
will be disconnected. Fit a suitable cover over disconnected fuel system component.

1. Determine if water and/or contaminants are

present in the fuel. Check the water separator (if
equipped). If a water separator is not present,
proceed to Step 2. Drain the water separator, if
necessary. A full fuel tank minimizes the potential
for overnight condensation.
Note: A water separator can appear to be full of fuel
when the water separator is actually full of water.
2. Determine if contaminants are present in the
fuel. Remove a sample of fuel from the bottom
of the fuel tank. Visually inspect the fuel sample
for contaminants. The color of the fuel is not
necessarily an indication of fuel quality. However,
fuel that is black, brown, and/or similar to sludge
can be an indication of the growth of bacteria or
oil contamination. In cold temperatures, cloudy
fuel indicates that the fuel may not be suitable for
the operating conditions. Refer to Operation and
Maintenance Manual, Fuel Recommendations
for more information.
3. If fuel quality is still suspected as a possible
cause of problems regarding engine performance,
disconnect the fuel inlet line, and temporarily
operate the engine from a separate source of
fuel that is known to be good. This will determine
if the problem is caused by fuel quality. If fuel
quality is determined to be the problem, drain the
fuel system and replace the fuel filters. Engine
performance can be affected by the following
characteristics:

Cetane number of the fuel

Illustration 35

g01109974

Typical example
(1) Vent screw on fuel filter
(2) Vent screw on the fuel injection pump

Use the following procedure to remove air from the

fuel system.
1. Loosen the vent screw (1) on the fuel filter.
2. Operate the hand primer until fuel that is free from
air flows from the vent screw. Tighten the vent
screw (1).

Air in the fuel

Other fuel characteristics

3. Loosen the vent screw (2) on the fuel injection

pump.
i02197873

Fuel System - Prime

Fuel leaked or spilled onto hot surfaces or electrical components can cause a fire. To help prevent possible injury, turn the start switch off when
changing fuel filters or water separator elements.
Clean up fuel spills immediately.

4. Operate the hand primer until fuel that is free from

air flows from the vent screw. Tighten the vent
screw (2).
5. Attempt to start the engine with the electric
starting motor for a maximum of 15 seconds. If the
engine does not start, wait for 30 seconds before
attempting to start the engine again. After the
engine has started, check all the fuel lines and the
components for leaks.

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34
Testing and Adjusting Section

KENR6225-01

i02617170

Table 6

Gear Group (Front) - Time

Required Tools
Tool

Part
Number

Part Description

Qty

21825617

Dial Indicator
graduated in 0.01 mm
(0.0004 inch)

Extension that
is 20 mm
(0.787 inch)long

27610331 Dial holder

27610332 Adapter for the

cylinder block

27610333 Calibration spring

Allen head screw (M4

x 20 mm x 0.70)

Optical Tachometer

Record the Governor Settings

Illustration 36

g01335186

1. Align timing mark (X) on idler gear (3) with the

timing mark on crankshaft gear (2) and align
timing mark (X) on idler gear (3) with the timing
mark on camshaft gear (1).
i02902107

Governor - Adjust

NOTICE
The engine must be in running condition in order to
carry out the governor adjustment procedure. If the
engine cannot be returned to a running condition contact an authorized Perkins distributor
NOTICE
If the engine is fitted with a Boost Compensation Device contact an authorized Perkins distributor.
If the front housing has been removed, install the
front housing. Refer to Disassembly and Assembly,
Housing (Front) - Install
The setting of the low idle stop screw and the high
idle stop screw must be recorded. The settings
are recorded in order to ensure that the governor
operation is restored.
Note: Engine speed must be recorded from the
crankshaft.
1. Operate the engine until the normal operating
temperature is reached.
2. Use Tooling (F) to record the engine rpm at low
idle.

Note: The setting of the front housing is only

necessary if the front housing is damaged or if the
front housing must be renewed.

3. Accelerate the engine to high idle. Use Tooling

(F) and record the engine rpm as Speed A.

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KENR6225-01

35
Testing and Adjusting Section

Note: The recorded Speed B will be lower than the

recorded Speed A .

Removal of the Old Front Housing

1.

Illustration 37

g01494533

Typical example

Illustration 39

g01490633

1. Remove fuel injection pump (6). Refer to

Disassembly and Assembly, Fuel Injection Pump
- Remove and Install for the correct procedure.
2. Remove the crankshaft pulley. Refer to
Disassembly and Assembly, Crankshaft Pulley
- Remove

Illustration 38

g01445067

4. Remove tamper proof caps (1).

5. Record Protrusion (X) of the high idle stop screw
(4).
6. Record Protrusion (Y) of the low idle stop screw
(5).
7. Release locknut (3). Turn high idle trimmer screw
(2) for four turns counterclockwise and tighten
locknut (3).
8. Accelerate the engine to high idle. Use Tooling
(F) and record the engine rpm as Speed B.

Illustration 40

g01490998

3. Remove front housing (7). Refer to Disassembly

and Assembly, Housing (Front) - Remove for the
correct procedure.

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36
Testing and Adjusting Section

KENR6225-01

4. Remove the gasket (8). Ensure that the face of

the front plate is clean.

Illustration 41

8. Install the fuel injection pump to the cylinder block.

Install the original shim. Refer to Disassembly and
Assembly, Fuel Injection Pump - Remove and
Install for the correct procedure.

g01494273

5. Install Tooling (E) to lever assembly (9). Tighten

tooling (E) to a torque of 0.4 Nm (3.540 lb in).

Illustration 43

g01494333

9. Install Tooling (C) into cylinder block (11).

10. Install Tooling (B) into Tooling (C).
11. Assemble Tooling (A).
12. Install Tooling (A) into Tooling (B) until the
extension on Tooling (A) touches the rack of the
fuel injection pump.

Illustration 42

g01494293

6. Remove start spring (10) and replace the start

spring with Tooling (D).
7. Install the front housing. Refer to Disassembly
and Assembly, Housing (Front) - Install for the
correct procedure.
Note: Do not install a gasket.

Illustration 44

g01446121

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37
Testing and Adjusting Section

13. Push Tooling (A) into Tooling (B) for a further

2 mm (0.0787 inch). Lock Tooling (B) in order to
retain Tooling (A) in position. Set Tooling (A) to
read 2.00 0.01 mm (0.0787 0.0004 inch).

5. Assemble the replacement front housing with

the parts that were removed from the original
front housing. Install a new fuel screw and a new
locknut. Refer to Disassembly and Assembly,
Housing (Front) - Assemble for the correct
procedure.
6. Remove Tooling (E) from the original front
housing. Install Tooling (E) to the lever assembly
of the replacement front housing. Tighten Tooling
(E) to a torque of 0.4 Nm (3.5 lb in).
7. Remove Tooling (D) from the original front
housing. Install Tooling (D) into the replacement
front housing.
8. Install the replacement front housing. Refer to
Disassembly and Assembly, Housing (Front) Install for the correct procedure.
Note: Do not install a gasket.

Illustration 45

g01446123

14. Push plunger (12) of Tooling (A) several times

in order to seat the rack of the fuel injection
pump. When the plunger is gently released,
check that Tooling (A) reads 2.00 0.01 mm
(0.0787 0.0004 inch).

9. Install the fuel injection pump to the cylinder block.

Install the original shim. Refer to Disassembly and
Assembly, Fuel Injection Pump - Remove and
Install for the correct procedure.
10. Remove the clip from plunger (12) of Tooling (A).

Setting the Fuel Screw

Note: If the rack of the fuel injection pump has heavy

resistance to movement, remove tooling (A). Remove
the fuel injection pump. Wash the fuel injection pump
with a suitable cleaner. Install the fuel injection pump.
Repeat steps 12, 13 and 14.

Setting the New Front Housing

Note: Do not move the position of Tooling (A), Tooling
(B) or Tooling (C) in the cylinder block.
1. Pull plunger (12) of Tooling (A) until the plunger
has reached the fully out position. Use a suitable
clip to retain the plunger in this position.
2. Remove the fuel injection pump. Refer to
Disassembly and Assembly, Fuel Injection Pump
- Remove and Install for the correct procedure.
3. Remove the original front housing. Refer to
Disassembly and Assembly, Housing (Front) Remove for the correct procedure.

Illustration 46

g01494853

4. Disassemble the original front housing. Refer to

Disassembly and Assembly, Housing (Front) Disassemble for the correct procedure.

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38
Testing and Adjusting Section

KENR6225-01

Final Installation of the New Front

Housing

Illustration 47

g01446186

1. Release the plunger on Tooling (A). Do not move

the position of Tooling (A), Tooling (B) or Tooling
(C) in the cylinder block.

Illustration 48

2. Use a ring spanner (Box wrench) (14) to retain the

locknut of the fuel screw in position.

2. Remove Tooling (C).

3. Use an allen wrench (13) to rotate the allen head

screw. Observe the reading on the dial indicator.
Adjust the allen head screw until the indicator
reads 2.00 0.01 mm (0.0787 0.0004 inch).
4. Tighten the locknut to a torque of 6 Nm (55 lb in)
in order to retain the allen head screw in position.
The fuel screw is now set.

g01495413

1. Remove Tooling (A) and Tooling (B).

3. Remove the fuel injection pump. Refer to

Disassembly and Assembly, Fuel Injection Pump
- Remove and Install for the correct procedure.
4. Remove the front housing. Refer to Disassembly
and Assembly, Housing (Front) - Remove for the
correct procedure.

5. Ensure that the reading of Tooling (A) is

2.00 0.01 mm (0.0787 0.0004 inch).

Illustration 49

g01494353

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KENR6225-01

39
Testing and Adjusting Section

5. Remove Tooling (D). Install original start spring

(10).

Illustration 52
Illustration 50

g01494273

g01494533

Typical example

6. Remove Tooling (E) from lever assembly (9).

Illustration 53

Illustration 51

g01445067

g01490998

7. Install a new gasket (8). Ensure that the gasket is

clean and free from damage.
8. Install the replacement front housing (7) Refer to
Disassembly and Assembly, Housing (Front) Install for the correct procedure.

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40
Testing and Adjusting Section

KENR6225-01

18. Install tamper proof caps (1) to the high idle

trimmer screw (2) and the high idle screw (4).
Install the tamper proof cap (not shown) to fuel
screw (15).
Note: Care should be taken when the tamper proof
cap is installed to the fuel screw.

Illustration 54

g01446551

9. Set the Protrusion (X) of the high idle stop screw

(4) to the same dimensions as the stop screws on
the original front housing.
10. Set the Protrusion (Y) of the low idle stop screw
(5) to the same dimensions as the stop screws on
the original front housing.
11. Release locknut (3). Set the high idle trimmer
screw (2) to the fully out position. Turn the screw
clockwise for two turns. Tighten locknut (3).
12. Install the fuel injection pump to the cylinder
block. Refer to Disassembly and Assembly, Fuel
Injection Pump - Remove and Install for the
correct procedure.
13. Start the engine and allow the engine to reach
normal operating temperature.
14. Run the engine at low idle and adjust the low idle
stop screw (5) to the speed that was previously
recorded, prior to the original front end removal.
15. Run the engine at high idle and adjust the
high idle stop screw (4) to the speed that was
previously recorded as Speed B.
16. Run the engine at high idle and release the
locknut (3). Adjust the high idle trimmer screw
(2) to the speed that was previously recorded as
Speed A. Tighten the locknut (3).
Note: The recorded Speed A will be higher than
the recorded Speed B .
17. Ensure correct operation of the engine.

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KENR6225-01

41
Testing and Adjusting Section

Air Inlet and Exhaust

System
i02251899

Air Inlet and Exhaust System

- Inspect

5. If the breather tube is made of plastic, use low

pressure air to check for a blockage in the breather
tube. If a blockage is inside of the connector, the
cover assembly must be replaced. A broken valve
mechanism cover will result if you try to remove
the connection.
i02836941

Wastegate - Test

A general visual inspection should be made to the air

inlet and exhaust system. Make sure that there are
no signs of leaks in the system.
There will be a reduction in the performance of the
engine if there is a restriction in the air inlet system or
the exhaust system.

Hot engine components can cause injury from

burns. Before performing maintenance on the
engine, allow the engine and the components to
cool.

Making contact with a running engine can cause

burns from hot parts and can cause injury from
rotating parts.
When working on an engine that is running, avoid
contact with hot parts and rotating parts.
1. Inspect the engine air cleaner inlet and ducting
in order to ensure that the passageway is not
blocked or collapsed.
2. Inspect the engine air cleaner element. Replace
a dirty engine air cleaner element with a clean
engine air cleaner element.
3. Check for dirt tracks on the clean side of the
engine air cleaner element. If dirt tracks are
observed, contaminants are flowing past the
engine air cleaner element and/or the seal for the
engine air cleaner element.
4. For engines with plastic valve mechanism covers,
if you experience excessive crankcase pressure,
remove the valve mechanism cover and check the
end of the shroud for a skin of plastic. If the end of
the shroud has a skin of plastic, remove the skin
of plastic. Ensure that all of the debris is removed.

Hot engine components can cause injury from

burns. Before performing maintenance on the
engine, allow the engine and the components to
cool.
Note: The turbocharger is a nonserviceable item.
The pressure for the wastegate can be checked but
not adjusted.
Before the wastegate is tested, be sure that the inlet
air restriction is within the specifications for your
engine. Be sure that the exhaust system restriction
is within the specifications for your engine. Refer to
Testing and Adjusting, Air Inlet and Exhaust System
- Inspect.

Inspection of the Wastegate

The wastegate controls the amount of exhaust gas
that is allowed to bypass the turbine side of the
turbocharger. This valve then controls the rpm of the
turbocharger.
When the engine operates in conditions of low boost,
a spring presses against a diaphragm in the canister.
The actuating rod will move and the wastegate
will close. Then, the turbocharger can operate at
maximum performance.
When the boost pressure increases against the
diaphragm in the canister, the wastegate will open.
The rpm of the turbocharger becomes limited. The
rpm is limited because a portion of the exhaust gases
bypass the turbine wheel of the turbocharger.
The following levels of boost pressure indicate a
problem with the wastegate:

Too high in full load conditions

Too low in all low boost conditions
The boost pressure controls the maximum rpm of the
turbocharger, because the boost pressure controls
the position of the wastegate. The following factors
also affect the maximum rpm of the turbocharger:

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42
Testing and Adjusting Section

KENR6225-01

The engine rating

The valve lash is set correctly.

The horsepower demand on the engine

The compression gauge is accurate.

The high idle rpm

Inlet air restriction
Exhaust system restriction
Test the Wastegate for Proper Operation
Table 7

Tools Needed
Part
Number
21825617

Part Name

Qty

Dial Gauge

1. Remove the heat shield from the turbocharger.

Remove the guard for the wastegate.
2. Remove the boost line from the wastegate.
Connect an air supply to the wastegate that can
be adjusted accurately.
3. Fasten a dial gauge to the turbocharger so that
the end of the actuator rod is in contact with the
plunger of the dial gauge. This will measure axial
movement of the actuator rod.
4. Slowly apply air pressure to the wastegate so that
the actuator rod moves 1.0 mm (0.039 inch). The
air pressure should be within 52 kPa (7.5 psi).
Ensure that the dial gauge returns to zero when
the air pressure is released. Repeat the test
several times. This will ensure that an accurate
reading is obtained.
5. Consult your nearest approved Perkins dealer or
your nearest approved Perkins distributor if the
operation of the wastegate is not correct.

g00564993

Illustration 55
Checking compression of the engine

1. Remove the fuel injector from the cylinder in order

to measure the compression for that cylinder.
2. Connect a suitable compression gauge to the
cylinder.
3. Disconnect the fuel shutoff solenoid.
4. Operate the starter motor and record the pressure
on the compression gauge.
5. Repeat for each cylinder.
Note: Compression tests should only be used to
compare pressures between cylinders of an engine.
If one or more cylinders vary more than 350 kPa
(51 psi) then those cylinders may be damaged.

i02184786

Compression - Test
Compression

Note: The cylinder compression test should not

be the only test for determining the condition of an
engine.
Table 8

The following conditions can affect the results of the

cylinder compression test:

The battery is in good condition.

The battery is fully charged.

Compression
Pressure(1)
(1)

Standard at
Assembly

Repair Limit

2940 kPa
(426 psi)

2450 kPa
(355 psi)

The compression pressure is taken at 250 rpm.

6. Repair procedures must be taken if the

compression is lower than the repair limit.

The starter motor operates correctly.

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KENR6225-01

43
Testing and Adjusting Section

NOTICE
Be sure to measure the compression on all of the cylinders. If all of the cylinders are not checked an improper
diagnosis may result. The compression pressure will
vary with the change in engine rpm. It is necessary to
keep the engine rpm constant for all cylinders when
you are taking a compression reading.

i02786426

Engine Valve Lash Inspect/Adjust

Too much valve lash can cause broken valve stems,

springs, and spring retainers. Too much valve lash
can be an indication of the following problems:

Worn camshaft and valve lifters

Worn rocker arms
Bent pushrods
Broken socket on the upper end of a pushrod
Loose adjustment screw for the valve lash
If the camshaft and valve lifters show rapid wear,
look for fuel in the lubrication oil or dirty lubrication
oil as a possible cause.
The valve lash is measured between the top of the
valve stem and the rocker arm lever.

To prevent possible injury, do not use the starter

to turn the flywheel.
Hot engine components can cause burns. Allow
additional time for the engine to cool before measuring valve clearance.

Valve Lash Setting

Note: No. 1 cylinder is at the front of the engine.

Remove the valve mechanism cover and perform the
following procedures in order to adjust the valve lash:
Note: When these procedures are performed, the
front housing must be installed.

The valve lash setting is for a cold engine.

Valve lash setting
Inlet valve .. 0.2 0.05 mm (0.008 0.0020 inch)
Exhaust valve .............................. 0.2 0.05 mm
(0.008 0.0020 inch)

Valve Lash Adjustment

If the valve lash requires adjustment several times
in a short period of time, excessive wear exists in a
different part of the engine. Repair the problem in
order to prevent more damage to the engine.

Illustration 56

g01107989

Setting the valve lash

Not enough valve lash can be the cause of rapid

wear of the camshaft and valve lifters. Not enough
valve lash can indicate that the seats for the valves
are worn.
Valves become worn due to the following causes:

Incorrect operation of fuel injectors

Excessive dirt and oil are present on the filters for
the inlet air.

Incorrect fuel settings on the fuel injection pump.

The load capacity of the engine is frequently

(1) Feeler gauge

(2) Adjustment screw

Accidental engine starting can cause injury or

death to personnel.
To prevent accidental engine starting, turn the ignition switch to the OFF position, place a do not
operate tag at the ignition switch location and disconnect and tape the electrical connection to the
stop solenoid that is located on the fuel injection
pump.

exceeded.

This document is printed from SPI. Not for RESALE

44
Testing and Adjusting Section

Valve Lash Adjustment for Two Cylinder

Engines
1. Rotate the crankshaft in a clockwise direction that
is viewed from the front of the engine. When the
inlet valve of the No. 1 cylinder has started to open
and the exhaust valve of the No. 1 cylinder has
not completely closed, check the valve lash of the
inlet valve of No. 2 cylinder and the exhaust valve
of No. 2 cylinder. If necessary, make adjustment.
a. Loosen the valve adjustment screw locknut
that is on adjustment screw (2).
b. Place the appropriate feeler gauge (1) between
the rocker arm and the valve. Turn adjustment
screw (2) while the valve adjustment screw
locknut is being held from turning. Adjust the
valve lash until the correct specification is
achieved.
c. After each adjustment, tighten the valve
adjustment screw locknut while adjustment
screw (2) is being held from turning.

KENR6225-01

2. Rotate the crankshaft in a clockwise direction that

is viewed from the front of the engine. When the
inlet valve of the No. 2 cylinder has started to
open and the exhaust valve of the No. 2 cylinder
has not completely closed, check the valve lash of
the inlet valve for No. 3 cylinder and the exhaust
valve for No. 1 cylinder.
If adjustment is necessary, refer to Steps 1.a, 1.b,
and 1.c above.
3. Rotate the crankshaft in a clockwise direction that
is viewed from the front of the engine. When the
inlet valve of the No. 3 cylinder has started to
open and the exhaust valve of the No. 3 cylinder
has not completely closed, check the valve lash of
the inlet valve for No. 1 cylinder and the exhaust
valve for No. 2 cylinder.
If adjustment is necessary, refer to Steps 1.a, 1.b,
and 1.c above.

Valve Lash Adjustment for Four Cylinder

Engines

2. Rotate the crankshaft in a clockwise direction that

is viewed from the front of the engine. When the
inlet valve of the No. 2 cylinder has started to
open and the exhaust valve of the No. 2 cylinder
has not completely closed, check the valve lash of
the inlet valve for No. 1 cylinder and the exhaust
valve for No. 1 cylinder.
If adjustment is necessary, refer to Steps 1.a, 1.b,
and 1.c above.

Valve Lash Adjustment for Three Cylinder

Engines
1. Rotate the crankshaft in a clockwise direction that
is viewed from the front of the engine. When the
inlet valve of the No. 1 cylinder has started to open
and the exhaust valve of the No. 1 cylinder has
not completely closed, check the valve lash of the
inlet valve of No. 2 cylinder and the exhaust valve
of No. 3 cylinder. If necessary, make adjustment.
a. Loosen the valve adjustment screw locknut
that is on adjustment screw (2).

Illustration 57

g01391947

Crankshaft pulley and Timing case

b. Place the appropriate feeler gauge (1) between

the rocker arm and the valve. Turn adjustment
screw (2) while the valve adjustment screw
locknut is being held from turning. Adjust the
valve lash until the correct specification is
achieved.
c. After each adjustment, tighten the valve
adjustment screw locknut while adjustment
screw (2) is being held from turning.

This document is printed from SPI. Not for RESALE

KENR6225-01

45
Testing and Adjusting Section

If adjustment is necessary, refer to Steps 1.a, 1.b,

and 1.c above.
3. Rotate the crankshaft in a clockwise direction
180. When the inlet valve of the No. 1 cylinder
has started to open and the exhaust valve of the
No. 1 cylinder has not completely closed, ensure
that the Top mark (3) on the timing case aligns
with Single dot (5) on the crankshaft pulley.
Check the valve lash of the inlet valve and the
exhaust valve of the No. 4 cylinder. If necessary,
make an adjustment.
If adjustment is necessary, refer to Steps 1.a, 1.b,
and 1.c above.

Illustration 58

g01392787

Top center markings for the Crankshaft pulley

1. Rotate the crankshaft in a clockwise direction that

is viewed from the front of the engine. When the
inlet valve of the No. 4 cylinder has started to open
and the exhaust valve of the No. 4 cylinder has
not completely closed, ensure that the Top mark
(3) on the timing case aligns with Single dot (5)
on the crankshaft pulley. Check the valve lash of
the inlet valve and the exhaust valve of the No. 1
cylinder. If necessary, make an adjustment.
Note: The Single dot (5) on the crankshaft pulley is
the reference point for the top center position of No.
1 and No. 4 cylinders. The Middle dot (6) on the
crankshaft pulley is the top center reference point for
No. 2 and No. 3 cylinders.
a. Loosen the valve adjustment screw locknut
that is on adjustment screw (2).
b. Place the appropriate feeler gauge (1) between
the rocker arm and the valve. Turn adjustment
screw (2) while the valve adjustment screw
locknut is being held from turning. Adjust the
valve lash until the correct specification is
achieved.

4. Rotate the crankshaft in a clockwise direction

180. When the inlet valve of the No. 3 cylinder
has started to open and the exhaust valve of the
No. 3 cylinder has not completely closed, ensure
that the Top mark (3) on the timing case aligns
with Middle dot (6) on the crankshaft pulley.
Check the valve lash of the inlet valve and the
exhaust valve of the No. 2 cylinder. If necessary,
make an adjustment.
If adjustment is necessary, refer to Steps 1.a, 1.b,
and 1.c above.
i02193792

Valve Depth - Inspect

Table 9

Required Tools
Part
Number

Part Description

Qty

21825617

Dial gauge

21825496

Dial gauge holder

c. After each adjustment, tighten the valve

adjustment screw locknut while adjustment
screw (2) is being held from turning.
2. Rotate the crankshaft in a clockwise direction
180. When the inlet valve of the No. 2 cylinder
has started to open and the exhaust valve of the
No. 2 cylinder has not completely closed, ensure
that the Top mark (3) on the timing case aligns
with Middle dot (6) on the crankshaft pulley.
Check the valve lash of the inlet valve and the
exhaust valve of the No. 3 cylinder. If necessary,
make an adjustment.

This document is printed from SPI. Not for RESALE

46
Testing and Adjusting Section

KENR6225-01

i01962876

Valve Guide - Inspect

Perform this test in order to determine if a valve guide
should be replaced.

Illustration 59

g00953530

(1) Dial gauge

(2) Dial gauge holder

1. Use the dial gauge (1) with the dial gauge holder
(2) to check the depths of the inlet valves and
the exhaust valves below the face of the cylinder
head. Use the cylinder head face (3) to zero the
dial gauge (1).
2. Position the dial gauge holder (2) and the dial
gauge (1) in order to measure the valve depth.
Measure the depth of the inlet valve and the
exhaust valve before the valve springs are
removed.
Refer to Specifications, Cylinder Head Valves
for the minimum, the maximum, and the service
wear limits for the valve depth below the cylinder
head face.
If the valve depth below the cylinder head face
exceeds the service limit, use a new valve to check
the valve depth. If the valve depth still exceeds the
service limit, renew the cylinder head or renew the
valve seat inserts (if equipped). If the valve depth
is within the service limit, renew the valves.
3. Inspect the valves for cracks and other damage.
Check the valve stems for wear. Check that the
valve springs are the correct length under the
test force. Refer to Specifications, Cylinder Head
Valves for the dimensions and tolerances of the
valves and valve springs.

Illustration 60
(1)
(2)
(3)
(4)
(5)

g00314806

Valve guide
Radial movement of the valve in the valve guide
Valve stem
Dial indicator
Valve head

1. Place a new valve in the valve guide.

2. Place the dial indicator with the magnetic base on
the face of the cylinder head.
3. Lift the edge of the valve head to a distance of
15.0 mm (0.60 inch).
4. Move the valve in a radial direction away from
the dial indicator. Make sure that the valve moves
away from the dial indicator as far as possible.
Position the contact point of the dial indicator on
the edge of the valve head. Set the position of the
needle of the dial indicator to zero.
5. Move the valve in a radial direction toward the dial
indicator as far as possible. Note the distance of
movement which is indicated on the dial indicator.
If the distance is greater than the maximum
clearance of the valve in the valve guide, replace
the valve guide. Refer to Specifications, Cylinder
Head Valves for the maximum clearance of the
valve in the valve guide.

This document is printed from SPI. Not for RESALE

KENR6225-01

47
Testing and Adjusting Section

Lubrication System

i02617860

Engine Oil Pump - Inspect

i02193793

Engine Oil Pressure - Test

An oil pressure gauge that has a defect can indicate
low oil pressure.
Use a suitable gauge that measures the oil pressure
in the engine.

If any part of the engine oil pump is worn enough

in order to affect the performance of the engine oil
pump, the engine oil pump must be replaced.
Perform the following procedures in order to inspect
the engine oil pump. Refer to Specifications, Engine
Oil Pump.

1. Ensure that the engine is filled to the correct oil

level.
2. Connect the gauge to a pressure tap location for
engine oil.
3. Operate the engine. Allow the engine to obtain
normal operating temperature.
4. Keep the oil temperature constant with the engine
at the rated rpm. Read the pressure gauge.
5. Refer to Table 10 in order to determine if the
engine oil pressure is in tolerance.

Illustration 61

g00458938

Idler gear and components of the engine oil pump

Table 10

Oil Pressure(1)
Oil Pressure at high idle

196 to 441 kPa

(28.4 to 64 psi)

Oil Pressure at low idle

49 kPa (7.1 psi) or more

(1)

The oil temperature must be 80 to 110C (176 to 230F).

Troubleshoot the cause of the problem and correct

the problem if the results of the test do not fall within
the pressure range in Table 10. Engine failure or a
reduction in engine life can be the result if engine
operation is continued with oil pressure outside this
range.
Note: A record of engine oil pressure at regular
intervals can be used as an indication of possible
problems of the engine. A record of engine oil
pressure at regular intervals can also be used as
an indication of possible damage to the engine.
The engine should be inspected and the problem
should be corrected if there is a sudden increase or a
sudden decrease of 70 kPa (10 psi) in oil pressure.

(1) C-clip
(2) Collar
(3) Spring
(4) Shim
(5) Oil pump cover
(6) Inner rotor
(7) Spring
(8) Outer rotor
(9) Bushing
(10) Idler gear
(11) Thrust washer

1. Remove the front housing. Remove C-clip (1).

Note: If the front housing is removed, do not turn the
crankshaft.
2. Disassemble the engine oil pump. Refer to
Disassembly and Assembly, Engine Oil Pump
- Remove for additional information. Do not
remove bushing (9) from idler gear (10) unless
damage is observed.
3. Clean all of the parts and inspect the parts for
cracks in the metal or other damage. Look for
wear on the components. Ensure that bushing (9)
is not loose in idler gear (10).

This document is printed from SPI. Not for RESALE

48
Testing and Adjusting Section

KENR6225-01

The distance between the faces is adjusted with

shims (4). The thicknesses of the shims are given
in Specifications, Engine Oil Pump.

Illustration 64

Illustration 62

g00459701

Clearance between the inner rotor and the outer rotor

4. Install the idler gear and the inner rotor on the

shaft. Measure clearance (A) between inner rotor
(6) and outer rotor (8).
Refer to Specifications, Engine Oil Pump.

g00826185

7. Install the components of the engine oil pump and

the front housing on the cylinder block. Make sure
that the two dowels align with the bushing, the
outer rotor, and the holes in the idler gear.
Align the timing mark (15) on idler gear (10) with
the timing mark on crankshaft gear (16) when you
install the idler gear on the oil pump shaft. Also,
align the other timing mark (15) on idler gear (10)
with the timing mark on the camshaft gear (13).
The hole (14) in oil pump cover (5) should align
with the locating pin in the front housing.
Note: When the front housing is not installed on the
engine, do not rotate the crankshaft.
i01126690

Excessive Bearing Wear Inspect

Illustration 63

g01290817

Face of the cover for the oil pump above the face of the idler gear
(1) C-clip
(2) Collar
(4) Shim
(12) Feeler gauge

5. Use feeler gauge (12) to measure the distance

between C-clip (1) and collar (2).
6. When the components of the engine oil pump are
installed on the front housing, measurement (B)
between C-clip (1) and collar (2) must be between
0.10 to 0.15 mm (0.004 to 0.006 inch)for new
components. Dimension B must be not more than
0.20 mm (0.008 inch) for used parts.

When some components of the engine show bearing

wear in a short time, the cause can be a restriction in
an oil passage.
An engine oil pressure indicator may show that there
is enough oil pressure, but a component is worn
due to a lack of lubrication. In such a case, look at
the passage for the oil supply to the component.
A restriction in an oil supply passage will not allow
enough lubrication to reach a component. This will
result in early wear.

This document is printed from SPI. Not for RESALE

KENR6225-01

49
Testing and Adjusting Section

i02487769

Excessive Engine Oil

Consumption - Inspect
Engine Oil Leaks on the Outside of
the Engine
Check for leakage at the seals at each end of the
crankshaft. Look for leakage at the gasket for the
engine oil pan and all lubrication system connections.
Look for any engine oil that may be leaking from
the crankcase breather. This can be caused by
combustion gas leakage around the pistons. A dirty
crankcase breather will cause high pressure in the
crankcase. A dirty crankcase breather will cause the
gaskets and the seals to leak.

Engine Oil Leaks into the

Combustion Area of the Cylinders
Engine oil that is leaking into the combustion area of
the cylinders can be the cause of blue smoke. There
are several possible ways for engine oil to leak into
the combustion area of the cylinders:

Leaks between worn valve guides and valve stems

Worn components or damaged components

(pistons, piston rings, or dirty return holes for the

engine oil)

Incorrect installation of the compression ring and/or

the intermediate ring

Leaks past the seal rings in the turbocharger shaft

Overfilling of the crankcase
Wrong dipstick or guide tube
Sustained operation at light loads
Excessive consumption of engine oil can also
result if engine oil with the wrong viscosity is used.
Engine oil with a thin viscosity can be caused by fuel
leakage into the crankcase or by increased engine
temperature.

This document is printed from SPI. Not for RESALE

50
Testing and Adjusting Section

KENR6225-01

Cooling System

b. Check for debris or damage between the fins

of the radiator core. Debris between the fins of
the radiator core restricts air flow through the
radiator core. Refer to Testing and Adjusting,
Cooling System - Inspect.

i02193795

Cooling System - Check

(Overheating)
Above normal coolant temperatures can be caused
by many conditions. Use the following procedure
to determine the cause of above normal coolant
temperatures:
1. Check the coolant level in the cooling system. If
the coolant level is too low, air will get into the
cooling system. Air in the cooling system will
cause a reduction in coolant flow and bubbles
in the coolant. Air bubbles will keep the coolant
away from the engine parts, which will prevent the
transfer of heat to the coolant. Low coolant level is
caused by leaks or incorrectly filling the expansion
tank.
2. If contamination of the coolant is suspected, refer
to Operation and Maintenance, Maintenance
Sectionfor the correct specification of coolant.
3. Check for air in the cooling system. Air can enter
the cooling system in different ways. The most
common causes of air in the cooling system
are not filling the cooling system correctly and
combustion gas leakage into the cooling system.
Combustion gas can get into the system through
inside cracks, a damaged cylinder head, or a
damaged cylinder head gasket. Air in the cooling
system causes a reduction in coolant flow and
bubbles in the coolant. Air bubbles keep the
coolant away from the engine parts, which
prevents the transfer of heat to the coolant.
4. Check the sending unit. In some conditions, the
temperature sensor in the engine sends signals to
a sending unit. The sending unit converts these
signals to an electrical impulse which is used by a
mounted gauge. If the sending unit malfunctions,
the gauge can show an incorrect reading. Also if
the electric wire breaks or if the electric wire shorts
out, the gauge can show an incorrect reading.
5. Check the radiator.
a. Check the radiator for a restriction to coolant
flow. Check the radiator for debris, dirt, or
deposits on the inside of the core. Debris,
dirt, or deposits will restrict the flow of coolant
through the radiator.

6. Check the filler cap. A pressure drop in the cooling

system can cause the boiling point to be lower.
This can cause the cooling system to boil. Refer
to Testing and Adjusting, Cooling System - Test.
7. Check the fan and/or the fan shroud. The fan
shroud must be the proper size and the fan shroud
must be positioned correctly.
8. Check for loose drive belts.
a. A loose fan drive belt will cause a reduction
in the air flow across the radiator. Check the
fan drive belt for proper belt tension. Adjust
the tension of the fan drive belt, if necessary.
Refer to the Testing and Adjusting Section,
Belt Tension Chart.
b. A loose water pump drive belt will cause a
reduction in coolant flow through the radiator.
Check the water pump drive belt for proper
belt tension. Adjust the water pump drive belts
tension, if necessary. Refer to the Testing and
Adjusting Section, Belt Tension Chart.
9. Check the cooling system hoses and clamps.
Damaged hoses with leaks can normally be
seen. Hoses that have no visual leaks can soften
during operation. The soft areas of the hose
can become kinked or crushed during operation.
These areas of the hose can cause a restriction
in the coolant flow. Hoses become soft and/or get
cracks after a period of time. The inside of a hose
can deteriorate, and the loose particles of the
hose can cause a restriction of the coolant flow.
10. Check for a restriction in the air inlet system. A
restriction of the air that is coming into the engine
can cause high cylinder temperatures. High
cylinder temperatures require higher than normal
temperatures in the cooling system.
11. Check for a restriction in the exhaust system.
A restriction of the air that is coming out of the
engine can cause high cylinder temperatures.
a. Make a visual inspection of the exhaust system.
b. Check for damage to exhaust piping. Check for
damage to the exhaust elbow. If no damage
is found, check the exhaust system for a
restriction.

This document is printed from SPI. Not for RESALE

KENR6225-01

51
Testing and Adjusting Section

12. Check the water temperature regulator. A water

temperature regulator that does not open, or a
water temperature regulator that only opens part
of the way can cause overheating. Refer to Testing
and Adjusting, Water Temperature Regulator Test.
13. Check the water pump. A water pump with a
damaged impeller does not pump enough coolant
for correct engine cooling. Remove the water
pump and check for damage to the impeller.
14. Consider high outside temperatures. When
outside temperatures are too high for the rating
of the cooling system, there is not enough of
a temperature difference between the outside
air and coolant temperatures. The maximum
temperature of the ambient air that enters the
engine should not exceed 50 C (120 F).
15. When a load that is applied to the engine is too
large, the engine rpm does not increase with an
increase of fuel. This lower engine rpm causes
a reduction in coolant flow through the system.
This combination of less air and less coolant flow
during high input of fuel will cause above normal
heating.
16. Timing of the engine which is incorrect may also
cause overheating of the engine. Late timing
creates more heat in the engine. Early timing
creates less heat in the engine.
Note: If the timing of the engine is incorrect, the
exhaust valves may be burned and damage to the
exhaust manifold may occur.
i01300404

Cooling System - Inspect

Cooling systems that are not regularly inspected are
the cause for increased engine temperatures. Make
a visual inspection of the cooling system before any
tests are performed.

Note: A small amount of coolant leakage across

the surface of the water pump seals is normal. This
leakage is required in order to provide lubrication for
this type of seal. A hole is provided in the water pump
housing in order to allow this coolant/seal lubricant
to drain from the pump housing. Intermittent leakage
of small amounts of coolant from this hole is not an
indication of water pump seal failure.
3. Make sure that air flow through the radiator does
not have a restriction. Look for bent core fins
between the folded cores of the radiator. Also, look
for debris between the folded cores of the radiator.
4. Inspect the drive belts for the fan.
5. Check for damage to the fan blades.
6. Look for air or combustion gas in the cooling
system.
7. Inspect the filler cap, and check the surface that
seals the filler cap. This surface must be clean.
8. Look for large amounts of dirt in the radiator core.
Look for large amounts of dirt on the engine.
Remove the dirt from the radiator core and the
engine.
9. Fan shrouds that are loose or missing cause poor
air flow for cooling.
i01964006

Cooling System - Test

Remember that temperature and pressure work
together. When a diagnosis is made of a cooling
system problem, temperature and pressure must
be checked. The cooling system pressure will have
an effect on the cooling system temperature. For
an example, refer to Illustration 65. This will show
the effect of pressure on the boiling point (steam) of
water. This will also show the effect of height above
sea level.

Personal injury can result from escaping fluid under pressure.

If a pressure indication is shown on the indicator,
push the release valve in order to relieve pressure
before removing any hose from the radiator.
1. Check the coolant level in the cooling system.
2. Look for leaks in the system.

This document is printed from SPI. Not for RESALE

52
Testing and Adjusting Section

Illustration 65

KENR6225-01

g00286266

Cooling system pressure at specific altitudes and boiling points

of water

Personal injury can result from hot coolant, steam

and alkali.
At operating temperature, engine coolant is hot
and under pressure. The radiator and all lines
to heaters or the engine contain hot coolant or
steam. Any contact can cause severe burns.
Remove filler cap slowly to relieve pressure only
when engine is stopped and radiator cap is cool
enough to touch with your bare hand.
The coolant level must be to the correct level in order
to check the coolant system. The engine must be
cold and the engine must not be running.
After the engine is cool, loosen the pressure cap
in order to relieve the pressure out of the cooling
system. Then remove the pressure cap.
The level of the coolant should not be more than
13 mm (0.5 inch) from the bottom of the filler pipe. If
the cooling system is equipped with a sight glass,
the coolant should be to the correct level in the sight
glass.

Checking the Filler Cap

One cause for a pressure loss in the cooling system
can be a faulty seal on the radiator pressure cap.

Illustration 66

g00296067

Typical schematic of filler cap

(1) Sealing surface between the pressure cap and the radiator

Personal injury can result from hot coolant, steam

and alkali.
At operating temperature, engine coolant is hot
and under pressure. The radiator and all lines
to heaters or the engine contain hot coolant or
steam. Any contact can cause severe burns.
Remove filler cap slowly to relieve pressure only
when engine is stopped and radiator cap is cool
enough to touch with your bare hand.
To check for the amount of pressure that opens the
filler cap, use the following procedure:
1. After the engine cools, carefully loosen the filler
cap. Slowly release the pressure from the cooling
system. Then, remove the filler cap.
2. Inspect the pressure cap carefully. Look for
damage to the seal. Look for damage to the
surface that seals. Remove any debris on the cap,
the seal, or the sealing surface.
Carefully inspect the filler cap. Look for any
damage to the seals and to the sealing surface.
Inspect the following components for any foreign
substances:

Filler cap
Seal
Surface for seal
Remove any deposits that are found on these
items, and remove any material that is found on
these items.

This document is printed from SPI. Not for RESALE

KENR6225-01

3. Install the pressure cap onto a suitable

pressurizing Pump.
4. Observe the exact pressure that opens the filler
cap.
5. Compare the pressure to the pressure rating that
is found on the top of the filler cap.
6. If the filler cap is damaged, replace the filler cap.

53
Testing and Adjusting Section

The reading on the gauge goes down.

You do NOT observe any outside leakage.
Make any repairs, as required.
i01666401

Water Temperature Regulator

- Test

Testing The Radiator And Cooling

System For Leaks
Use the following procedure to test the radiator and
the cooling system for leaks.

Personal injury can result from hot coolant, steam

and alkali.
At operating temperature, engine coolant is hot
and under pressure. The radiator and all lines
to heaters or the engine contain hot coolant or
steam. Any contact can cause severe burns.
Remove filler cap slowly to relieve pressure only
when engine is stopped and radiator cap is cool
enough to touch with your bare hand.
1. When the engine has cooled, loosen the filler cap
to the first stop. Allow the pressure to release from
the cooling system. Then remove the filler cap.
2. Make sure that the coolant covers the top of the
radiator core.
3. Put a suitable pressurizing Pump onto the radiator.
4. Use the pressurizing pump to increase the
pressure to an amount of 20 kPa (3 psi) more than
the operating pressure of the filler cap.
5. Check the radiator for leakage on the outside.
6. Check all connections and hoses of the cooling
system for leaks.
The radiator and the cooling system do not have
leakage if all of the following conditions exist:

You do NOT observe any leakage after five

Personal injury can result from escaping fluid under pressure.

If a pressure indication is shown on the indicator,
push the release valve in order to relieve pressure
before removing any hose from the radiator.
1. Remove the water temperature regulator from the
engine.
2. Heat water in a pan until the temperature of
the water is equal to the fully open temperature
of the water temperature regulator. Refer to
Specifications, Water Temperature Regulator
for the fully open temperature of the water
temperature regulator. Stir the water in the pan.
This will distribute the temperature throughout the
pan.
3. Hang the water temperature regulator in the pan
of water. The water temperature regulator must
be below the surface of the water. The water
temperature regulator must be away from the
sides and the bottom of the pan.
4. Keep the water at the correct temperature for ten
minutes.
5. After ten minutes, remove the water temperature
regulator. Immediately measure the opening
of the water temperature regulator. Refer to
Specifications, Water Temperature Regulator
for the minimum opening distance of the
water temperature regulator at the fully open
temperature.
If the distance is less than the amount listed in the
manual, replace the water temperature regulator.

minutes.

The dial indicator remains constant beyond five

minutes.

The inside of the cooling system has leakage only

if the following conditions exist:

This document is printed from SPI. Not for RESALE

54
Testing and Adjusting Section

KENR6225-01

i02193835

Water Pump - Inspect

Illustration 67

g01109205

1. Start the engine. Inspect the water pump for

excessive leaks at the vent hole (1).
Note: A small amount of coolant leakage across
the surface of the seal for the jacket water pump is
normal. This leakage is required to provide lubrication
for this type of seal. A hole is provided in the water
pump housing in order to allow this coolant/seal
lubricant to drain from the water pump housing.
Intermittent leakage of small amounts of coolant from
this hole is not an indication of water pump seal
failure.
2. Inspect the water pump shaft for unusual noise,
excessive looseness and/or vibration of the
bearings.

This document is printed from SPI. Not for RESALE

KENR6225-01

55
Testing and Adjusting Section

Basic Engine

Inspect the Piston Ring End Gap

i02965792

Piston Ring Groove - Inspect

Inspect the Piston and the Piston
Rings
1. Check the piston for wear and other damage.
2. Check that the piston rings are free to move in the
grooves and that the rings are not broken.

Inspect the Clearance of the Piston

Ring
1. Remove the piston rings and clean the grooves
and the piston rings.

Illustration 69

g01109214

(1) Feeler gauge

(2) Piston ring

1. Clean all carbon from the top of the cylinder bores.

2. Place each piston ring (2) in the cylinder bore.
3. Use a suitable feeler gauge (1) to measure piston
ring end gap. Refer to Specifications, Piston and
Rings for the dimensions.
Note: The coil spring must be removed from the oil
control ring before the gap of the oil control ring is
measured.
i02193842

Connecting Rod - Inspect

Illustration 68

g01109213

(1) Feeler gauge

(2) Piston grooves
(3) Piston ring

2. Fit new piston rings (3) in the piston grooves (2).

3. Check the clearance for the piston ring by placing
a suitable feeler gauge (1) between piston
groove (2) and the top of piston ring (3). Refer
to Specifications, Piston and Rings for the
dimensions.

This procedure determines the following

characteristics of the connecting rod:

The distortion of the connecting rod

The parallel alignment of the bores of the
connecting rod

Note: On 403D-15T, 404D-22T and

404D-22TAengines, the pistons have a tapered top
groove and the piston ring is wedged. The clearance
for the top piston ring cannot be checked by the
above method when this occurs.

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56
Testing and Adjusting Section

KENR6225-01

i01748770

Connecting Rod Bearings Inspect

Check the connecting rod bearings and the
connecting rod bearing journal for wear or other
damage.
Connecting rod bearings are available with a smaller
inside diameter than the original size bearings. These
bearings are for crankshafts that have been ground.
Illustration 70

g00690891

Inspection of the connecting rod parallel alignment.

(1) Measuring pins
(2) Connecting rod
(A) Measure the distance 100 mm (3.94 inch) from the connecting
rod.
(B) Measure the distance between the center of the bore for the
piston pin bearing and the center of the connecting rod bearing
bore.

1. Use the appropriate tools in order to measure the

distances for the connecting rod (2).

Appropriate gauges for measuring distance

Measuring pins (1)

i01748792

Main Bearings - Inspect

Check the main bearings for wear or other damage.
Replace both halves of the bearings and check the
condition of the other bearings if a main bearing is
worn or damaged.
Main bearings are available with a smaller inside
diameter than the original size bearings. These
bearings are for main bearing journals that have
been ground.

Note: The connecting rod bearings should be

removed before taking the measurements.
2. Measure the connecting rod for distortion and
parallel alignment between the bores.

i02193978

Cylinder Block - Inspect

The measurements must be taken at distance (A).

Distance (A) has a value of 100 mm (3.94 inch)
from both sides of the connecting rod.
Measure length (B).
The total difference in measurements of length
(B) from each side should not vary more than
0.08 mm ( 0.0031 inch).
3. Inspect the piston pin bearing and the piston pin
for wear and other damage.
4. Measure the clearance of the piston pin in
the piston pin bearing. Refer to Specifications,
Connecting Rod for clearance dimensions.

Illustration 71

g00907375

Use a straight edge and a feeler gauge to check the

six positions for flatness. Refer to Illustration 71.
Inspect the top of the cylinder block for cracks,
damage, and warpage.

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KENR6225-01

57
Testing and Adjusting Section

Inspect each cylinder bore. There should be no

scoring, rust or corrosion. Use a suitable gauge in
order to measure each cylinder bore. Measure the
area of each cylinder bore that is in contact with the
top, middle and bottom piston rings. Each cylinder
bore should be measured at 90 degrees to the
crankshaft.
NOTICE
The flex-hone process must not be used on these engines.
If the cylinder bores exceed the service limit,
the cylinder block must be renewed. Refer to
Specifications, Cylinder Block for the bore
diameters and tolerances.
i02965811

Cylinder Head - Inspect

Illustration 74

g01109567

Bolt tightening sequence for the 404D-15, 404D-22, 404D-22T

and 404D-22TAengines

1. Remove the bolts in the cylinder head in the

reverse sequence that is shown in Illustrations 72,
73 and 74.
Remove the cylinder head from the engine.
2. Clean the cylinder head thoroughly. Ensure that
the contact surface of the cylinder head and the
contact surface of the cylinder block are clean,
smooth, and flat.
3. Inspect the bottom surface of the cylinder head
for pitting, corrosion, and cracks. Inspect the area
around the valve seats and the holes for the fuel
injectors.

Illustration 72

g01317344

Bolt tightening sequence for the 402D-05 engine

Illustration 73

g01317351

Bolt tightening sequence for the 403D-07, 403D-11, 403D-15,

403D-15T and 403D-17 engines

Illustration 75

g00842292

Typical example

4. Put the cylinder head (1) on suitable supports (2).

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58
Testing and Adjusting Section

KENR6225-01

Note: The top of the piston must not be machined.

If the original piston is installed, be sure that the
original piston is assembled to the correct connecting
rod and installed in the original cylinder.

g00907448

Illustration 76
Typical example

5. Use a straight edge and a feeler gauge to check

the six positions of the cylinder head for distortion.
Refer to Specifications, Cylinder Head for the
requirements of flatness.
i02194219

Piston Height - Inspect

Illustration 77

g00953648

(1) Dial gauge

(2) Dial gauge holder
Table 11

1. Use the dial gauge (1) and the dial gauge holder
(2) in order to measure the piston height above
the cylinder block. Use the cylinder block face to
zero the dial gauge (1).

Required Tools
Part
Number

Part Description

21825617

Dial gauge

21825496

Dial gauge holder

Qty

If the height of the piston above the cylinder block

is not within the tolerance that is given in the
Specifications Module, Piston and Rings, the
bearing for the piston pin must be checked. Refer to
Testing and Adjusting, Connecting Rod - Inspect.
If any of the following components are replaced or
remachined, the piston height above the cylinder
block must be measured:

2. Rotate the crankshaft until the piston is at the

approximate top center.
3. Position the dial gauge holder (2) and the dial
gauge (1) in order to measure the piston height
above the cylinder block. Slowly rotate the
crankshaft in order to determine when the piston
is at the highest position. Record this dimension.
Compare this dimension with the dimensions that
are given in Specifications, Cylinder Head.

Crankshaft
Cylinder head
Connecting rod
Bearing for the piston pin
The correct piston height must be maintained in order
to ensure that the engine conforms to the standards
for emissions.

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KENR6225-01

59
Testing and Adjusting Section

i02194222

Flywheel Runout

Flywheel - Inspect
Alignment of the Flywheel Face

g00987752

Illustration 79

1. Install the dial indicator. Refer to Illustration 79.

2. Set the pointer of the dial indicator to 0 mm
(0 inch).
Illustration 78

g00987751

1. Install the dial indicator. Refer to Illustration 78.

2. Set the pointer of the dial indicator to 0 mm
(0 inch).
3. Turn the flywheel. Read the dial indicator for every
90 degrees.
Note: During the check, keep the crankshaft pressed
toward the front of the engine in order to remove any
end clearance.
4. Calculate the difference between the lowest
measurement and the highest measurement of the
four locations. This difference must not be greater
than 0.03 mm (0.001 inch) for every 25 mm
(1.0 inch) of the radius of the flywheel. The radius
of the flywheel is measured from the axis of the
crankshaft to the contact point of the dial indicator.

3. Turn the flywheel. Read the dial indicator for every

90 degrees.
4. Calculate the difference between the lowest
measurement and the highest measurement of
the four locations. This difference must not be
greater than 0.20 mm (0.008 inch).
i02619762

Flywheel Housing - Inspect

Table 12

Required Tools
Part
Number
21825617

Part Name
Dial Indicator group

Qty
1

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60
Testing and Adjusting Section

KENR6225-01

Face Runout (Axial Eccentricity) of

the Flywheel Housing

Illustration 80

g00285931

Bore Runout (Radial Eccentricity)

of the Flywheel Housing

Illustration 82

g00285934

21825617 Dial Indicator group

8T-5096 Dial Indicator

1. Fasten a dial indicator to the flywheel so the anvil

of the dial indicator will contact the face of the
flywheel housing.

1. Fasten a dial indicator to the flywheel so the anvil

of the dial indicator will contact the bore of the
flywheel housing.

2. Put a force on the crankshaft toward the rear

before the dial indicator is read at each point.

Illustration 83

g00285932

Checking bore runout of the flywheel housing

Illustration 81

g00285932

Checking face runout of the flywheel housing

3. Turn the flywheel while the dial indicator is set at

0.0 mm (0.00 inch) at location (A). Read the dial
indicator at locations (B), (C) and (D).
4. The difference between the lower measurements
and the higher measurements that are performed
at all four points must not be more than 0.20 mm
(0.008 inch) for an SAE 5 flywheel housing.
The difference between the lower measurements
and the higher measurements that are performed
at all four points must not be more than
0.23 mm (0.009 inch) for an SAE 4 flywheel
housing. These measurements are the maximum
permissible face runout (axial eccentricity) of the
flywheel housings.

2. Turn the flywheel while the dial indicator is set at

0.0 mm (0.00 inch) at location (A). Read the dial
indicator at locations (B), (C) and (D).
3. The difference between the lower measurements
and the higher measurements that are performed
at all four points must not be more than 0.20 mm
(0.008 inch) for an SAE 5 flywheel housing.
The difference between the lower measurements
and the higher measurements that are performed
at all four points must not be more than
0.23 mm (0.009 inch) for an SAE 4 flywheel
housing. These measurements are the maximum
permissible bore runout (radial eccentricity) of the
flywheel housings.

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KENR6225-01

61
Testing and Adjusting Section

i02617095

Gear Group - Inspect

Illustration 84

g00907566

1. Inspect the gears for wear or damage. If one or

more of the gears are worn or damaged, use new
parts for replacement.
2. Measure the backlash of the gears with a feeler
gauge. Refer to Illustration 84. If the backlash
measurement is greater than the maximum, install
new gears.
Note: Refer to Specifications, Gear Group
(Front) for the minimum and maximum backlash
measurements.

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62
Testing and Adjusting Section

KENR6225-01

Electrical System
i02195377

Alternator - Test
1. Put the positive lead + of a suitable multimeter
on the Bat terminal of the alternator. Put the
negative - lead on the ground terminal or on the
frame of the alternator. Put a suitable ammeter
around the positive output wire of the alternator.
2. Turn off all electrical accessories. Turn off the fuel
to the engine. Operate the starter motor for 30
seconds. Wait for two minutes in order to cool the
starter motor. If the electrical system appears to
operate correctly, operate the starter motor again
for 30 seconds.
Note: Operating the starter motor for 30 seconds
partially discharges the batteries in order to do a
charging test. If the battery has a low charge, do not
perform this step. Jump start the engine or charge
the battery before the engine is started.
3. Start the engine and run the engine at high idle.
4. Check the output current of the alternator. The
initial charging current should be equal to the
minimum full load current or greater than the
minimum full load current. Refer to Specifications,
Alternator and Regulator for the correct minimum
full load current.
Table 13

Fault Conditions And Possible Causes

Current At Start-up

The Voltage Is Below

Specifications After 10
Minutes.

The Voltage Is Within

Specifications After 10
Minutes.

The Voltage Is Above

Specifications After 10
Minutes.

Less than the

specifications

Replace the alternator.

Check the circuit of the
ignition switch.

Turn on all accessories. If the

voltage decreases below the
specifications, replace the
alternator.

Decreases after matching

specifications

Replace the alternator.

The alternator and the battery

match the specifications.
Turn on all accessories in
order to verify that the voltage
stays within specifications.

Replace the alternator.

The voltage consistently

exceeds specifications.

Test the battery. Test the

alternator again.

The alternator operates

within the specifications. Test
the battery.

Replace the alternator.

Inspect the battery for
damage.

5. After approximately ten minutes of operating the

engine at high idle, the output voltage of the
alternator should be 14.0 0.5 volts. Refer to the
Fault Conditions And Possible Causes in Table 13.

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63
Testing and Adjusting Section

6. After ten minutes of engine operation, the charging

current should decrease to approximately 10
amperes. The actual length of time for the
decrease to 10 amperes depends on the following
conditions:

The battery charge

The ambient temperature
The rpm of the engine
Refer to the Fault Conditions And Possible
Causes in Table 13.
i01126605

Battery - Test
Most of the tests of the electrical system can be done
on the engine. The wiring insulation must be in good
condition. The wire and cable connections must be
clean, and both components must be tight.

i02196181

Charging System - Test

The condition of charge in the battery at each
regular inspection will show if the charging system
is operating correctly. A repair is necessary when
the battery is constantly in a low condition of charge
or a large amount of water is needed. There are no
adjustments on maintenance free batteries. A large
amount of water would be more than one ounce of
water per cell per week or per every 100 service
hours.
Whenever it is possible, test the charging unit and
the voltage regulator on the engine. This test will use
wiring and components that are a permanent part of
the system. Off-engine testing or bench testing will
give a test of the charging unit and voltage regulator
operation. This testing will give an indication of
needed repair. After repairs are made, perform a test
in order to prove that the units have been repaired to
the original condition of operation.

Alternator Regulator
Never disconnect any charging unit circuit or battery circuit cable from the battery when the charging unit is operated. A spark can cause an explosion from the flammable vapor mixture of hydrogen and oxygen that is released from the electrolyte through the battery outlets. Injury to personnel can be the result.
The battery circuit is an electrical load on the charging
unit. The load is variable because of the condition of
the charge in the battery.
NOTICE
The charging unit will be damaged if the connections
between the battery and the charging unit are broken
while the battery is being charged. Damage occurs
because the load from the battery is lost and because
there is an increase in charging voltage. High voltage
will damage the charging unit, the regulator, and other
electrical components.
See Special Instruction, SEHS7633, Battery Test
Procedure for the correct procedures to use to
test the battery. This publication also contains the
specifications to use when you test the battery.

The charging rate of the alternator should be checked

when an alternator is charging the battery too much
or not charging the battery enough.
Alternator output should be 14 0.5 volt. No
adjustment can be made in order to change the rate
of charge on the alternator regulator. If the rate of
charge is not correct, a replacement of the regulator
is necessary. For individual alternator output, refer to
Specification, Alternator and Regulator.
i02196186

Coolant Temperature Switch Test

This procedure tests the coolant temperature switch
for correct operation. Perform this procedure when
the engine is running.
1. Use a suitable digital multimeter to measure the
resistance of the coolant temperature switch.
When the temperature of the coolant is 50 C
(122 F) or less, disconnect the wire connector
from the coolant temperature switch.
2. Place one lead of the multimeter on the connector
of the coolant temperature switch. Place the other
lead of the multimeter on a ground for the coolant
temperature switch.

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64
Testing and Adjusting Section

KENR6225-01

Measure the resistance. The resistance should be

54 2 ohms.
3. Repeat the previous step when the temperature of
the coolant is approximately 120 C (248 F). The
resistance should not be less than 15 ohms.
4. If the resistance through the coolant temperature
switch is not within the given resistances, replace
the coolant temperature switch.
i02196199

Electric Starting System - Test

Fasten one multimeter lead to the start switch at the

connection (terminal) for the wire from the battery.
Fasten the other lead to a good ground. A zero
reading indicates a broken circuit from the battery.
Check of the circuit breaker and wiring. If there is a
voltage reading, the problem is in the start switch or
in the wires for the start switch.
A starter motor that operates too slowly can have an
overload due to excessive friction in the engine that is
being started. Slow operation of the starter motor can
also be caused by a short circuit, loose connections,
and/or dirt in the starter motor.
i02196230

Use a suitable multimeter in the DC volts range

to find starting system components which do not
function.
Move the start control switch in order to activate the
starter solenoid. The operation of the starter solenoid
can be heard as the pinion of the starter motor is
engaged with the ring gear on the engine flywheel.
If the solenoid for the starter motor will not operate,
it is possible that the current from the battery did
not reach the solenoid. Fasten one lead of the
multimeter to the connection (terminal) for the battery
cable on the solenoid. Connect the other lead to a
good ground. A zero reading indicates that there
is a broken circuit from the battery. More testing is
necessary when there is a voltage reading on the
multimeter.
The operation of the solenoid also closes the electric
circuit to the starter motor. Connect one lead of the
multimeter to the solenoid connection (terminal) that
is fastened to the starter motor. Connect the other
lead to a good ground. Activate the starter solenoid
and look at the multimeter. A voltage reading of
the battery shows that the problem is in the starter
motor. The starter motor must be removed for further
testing. A zero reading on the multimeter shows that
the solenoid contacts do not close. This indicates the
need for repair to the solenoid, or to the clearance for
the starter motor pinion.
Perform a test. Fasten one multimeter lead to
the connection (terminal) for the small wire at the
solenoid and fasten the other lead to the ground.
Look at the multimeter and activate the starting
solenoid. A voltage reading shows that the problem
is in the solenoid. A zero reading indicates that the
problem is in the start switch or the wires for the start
switch.

Engine Oil Pressure Switch Test

This procedure tests the engine oil pressure switch
for correct operation.
1. Turn the ignition switch to the ON, but do not start
the engine. The warning light for low engine oil
pressure should turn on.
If the warning light does not turn on, check the
electrical circuit to the warning light and the engine
oil pressure switch for shorts or an open circuit.
Check the bulb for the warning light for damage.
If the circuit is correct, replace the engine oil
pressure switch. If the circuit is repaired or if the
engine oil pressure switch or warning lamp are
replaced, repeat this Step in order to ensure that
the warning light turns on.
Note: The engine oil pressure switch may be
mounted on either the cylinder block or the valve
mechanism cover.
2. Remove the engine oil pressure switch from
the cylinder block or from the valve mechanism
cover. Disconnect the wire connector on the
wiring harness from the engine oil pressure
switch. Use a 12 volt battery as a power source.
Connect the terminals of the battery, the engine oil
pressure switch and the leads of a suitable digital
multimeter in series. Measure the current through
the engine oil pressure switch.
3. The current should be 0.30 to 0.40 amperes. If
the current through the engine oil pressure switch
is greater than 0.42 amperes, replace the engine
oil pressure switch.

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KENR6225-01

65
Testing and Adjusting Section

The current should be 1.0 0.1 amperes. If the

current is not within this tolerance, replace the fuel
shutoff solenoid.

i02196363

Fuel Shutoff Solenoid - Test

4. Install the fuel shutoff solenoid on the engine.

Refer to Disassembly and Assembly, Fuel Shutoff
Solenoid - Remove and Install.
i02966741

Glow Plugs - Test

Illustration 85
(1)
(2)
(3)
(4)
(5)

g01115662

Positive + lead
Electrical connector
Plunger
Body of the fuel shutoff solenoid
Negative lead

This procedure tests the fuel shutoff solenoid for

correct operation.
1. Remove the fuel shutoff solenoid from the engine.
Refer to Disassembly and Assembly, Fuel Shutoff
Solenoid - Remove and Install.
2. Use a 12 volt battery as a power source. Connect
the lead from the battery positive terminal (1) to
one of the pins in the electrical connector (2) on
the fuel shutoff solenoid. Connect the lead from
the battery negative terminal (5) to the remaining
pin in the electrical connector (2) on the fuel
shutoff solenoid.

Illustration 86
(1)
(2)
(3)
(4)

g01109557

Nut
Washer
Connector
Glow plug

Continuity Test
1. Connect a suitable test light between a ground
and the terminal of the glow plug (4). Choose the
glow plug that is farthest away from the battery.
Turn the starting aid switch to the ON position.
If the circuit is correct, the test light should turn on.
If the test light does not turn on, inspect the circuit
for loose connections, broken wires, and other
damage.

The plunger (3) on the fuel shutoff solenoid (4)will

extend the maximum distance when the leads are
connected.

2. Loosen the nut (1) on each glow plug and then

disconnect the connectors (3) from the glow
plugs(4).

If the plunger does not move or if the plunger does

not extend the maximum distance, replace the
fuel shutoff solenoid.

3. Use a suitable digital multimeter to measure the

resistance between the electrical terminal of the
glow plug (4) and ground. The point for the ground
should be as close to the glow plug as possible.

3. Use a suitable digital multimeter to measure the

current through the fuel shutoff solenoid. Connect
the battery, the fuel shutoff solenoid, and the leads
of the multimeter in series.

Maximum resistance for the glow plugs.

402D-05, 403D-07 and 404D-15 ...... 1.0 ohm
403D-11, 403D-15, 403D-15T,
403D-17, 404D-22, 404D-22T and
404D-22TA .................................. 0.0139 ohm

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Testing and Adjusting Section

KENR6225-01

4. Connect the test light to the positive terminal of

the battery and to the electrical terminal of the
glow plug (4). If the light turns on, the continuity in
the glow plug is correct.
If the light does not turn on, replace the glow plug.
Repeat this step for each glow plug.
5. Install the connector (3) on each glow plug (4) and
tighten the nut (1).

Glow Plug Circuit

1. Disconnect the power supply cable from the
connector (3). Loosen the nut (1) and remove the
connector (3) from the electrical terminal of the
glow plug (4).
2. Connect the leads of a suitable ammeter between
the power supply cable and the terminal of a glow
plug and then connect the leads of the digital
multimeter between the terminal of the glow plug
and a ground. Turn on the starting aid switch.
Observe the amperage reading of the ammeter
and the voltage reading on the multimeter.
402D-05, 403D-07 and 404D-15
Maximum current through the glow
plug .............................................. 11 amperes
Current through the glow plug after 6
seconds ..................................... 8.5 amperes
403D-11, 403D-15, 403D-15T, 403D-17, 404D-22,
404D-22T and 404D-22TA
Maximum current through the glow
plug ............................................ 110 amperes
Current through the glow plug after 6
seconds ........................... 11.5 1.5 amperes
The voltage should not drop more than 0.5 volts.
Perform step 2 for each glow plug.
3. If the multimeter reading is below the specified
amperes, the glow plug should be replaced. If
there is no reading, replace the glow plug.
If the voltage reading of the multimeter is
zero, inspect the starting aid switch and the
power supply for faulty components and loose
connections.
4. When the tests are complete, install the connector
(3) to the terminal of each of the glow plugs (4)
and tighten the nut (1). Connect the cable for the
power supply to the glow plugs.

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67
Index Section

Index
A

Air in Fuel - Test..................................................... 27

Air Inlet and Exhaust System .......................... 13, 41
Cylinder Head And Valves ................................. 14
Turbocharger ..................................................... 14
Air Inlet and Exhaust System - Inspect.................. 41
Alternator - Test ..................................................... 62

Finding Top Center Position for No. 1 Piston......... 28

Flywheel - Inspect.................................................. 59
Alignment of the Flywheel Face......................... 59
Flywheel Runout ................................................ 59
Flywheel Housing - Inspect ................................... 59
Bore Runout (Radial Eccentricity) of the Flywheel
Housing ............................................................ 60
Face Runout (Axial Eccentricity) of the Flywheel
Housing ............................................................ 60
Fuel Injection Timing - Check ................................ 28
Fuel Injector - Test ................................................. 29
Inspection and Cleaning of the Fuel Injectors.... 30
Leakage Test...................................................... 30
Pressure Test ..................................................... 31
Test for the Nozzle Spray Pattern ...................... 32
Fuel Quality - Test.................................................. 33
Fuel Shutoff Solenoid - Test .................................. 65
Fuel System....................................................... 8, 27
Boost Compensation Device for Turbocharged
Engines (if equipped) ........................................ 11
Fuel Injection Pump ........................................... 12
Fuel Injectors ..................................................... 12
Fuel Priming Pump ............................................ 13
General Operation of the Fuel System ................ 8
Glow Plugs......................................................... 13
Governor ............................................................ 10
Fuel System - Inspect............................................ 27
Fuel System - Prime .............................................. 33

B
Basic Engine.................................................... 17, 55
Cylinder Head and Block ................................... 17
Pistons and Connecting Rods............................ 17
Timing Gear Case and Gears ............................ 18
Battery - Test ......................................................... 63
C
Charging System - Test ......................................... 63
Alternator Regulator........................................... 63
Compression - Test................................................ 42
Compression...................................................... 42
Connecting Rod - Inspect ...................................... 55
Connecting Rod Bearings - Inspect....................... 56
Coolant Temperature Switch - Test........................ 63
Cooling System ............................................... 16, 50
Cooling System - Check (Overheating) ................. 50
Cooling System - Inspect....................................... 51
Cooling System - Test............................................ 51
Checking the Filler Cap...................................... 52
Testing The Radiator And Cooling System For
Leaks................................................................ 53
Cylinder Block - Inspect......................................... 56
Cylinder Head - Inspect ......................................... 57
E
Electric Starting System - Test............................... 64
Electrical System ............................................. 19, 62
Automatic Shutdown System ............................. 20
Charging System Components .......................... 24
Engine Electrical System ................................... 19
Other Components............................................. 26
Starting System Components ............................ 25
Engine Oil Pressure - Test..................................... 47
Engine Oil Pressure Switch - Test ......................... 64
Engine Oil Pump - Inspect..................................... 47
Engine Valve Lash - Inspect/Adjust ....................... 43
Valve Lash Adjustment ...................................... 43
Valve Lash Setting ............................................. 43
Excessive Bearing Wear - Inspect......................... 48
Excessive Engine Oil Consumption - Inspect........ 49
Engine Oil Leaks into the Combustion Area of the
Cylinders .......................................................... 49
Engine Oil Leaks on the Outside of the Engine.. 49

G
Gear Group - Inspect............................................. 61
Gear Group (Front) - Time..................................... 34
General Information................................................. 4
Engine Description............................................... 4
Engine Model Views ............................................ 4
Lifting the Engine ................................................. 4
Glow Plugs - Test................................................... 65
Continuity Test ................................................... 65
Glow Plug Circuit ............................................... 66
Governor - Adjust .................................................. 34
Final Installation of the New Front Housing ....... 38
Record the Governor Settings ........................... 34
Removal of the Old Front Housing..................... 35
Setting the Fuel Screw....................................... 37
Setting the New Front Housing .......................... 37
I
Important Safety Information ................................... 2
L
Lubrication System .......................................... 15, 47

This document is printed from SPI. Not for RESALE

M
Main Bearings - Inspect......................................... 56
P
Piston Height - Inspect ..........................................
Piston Ring Groove - Inspect.................................
Inspect the Clearance of the Piston Ring...........
Inspect the Piston and the Piston Rings ............
Inspect the Piston Ring End Gap.......................

58
55
55
55
55

S
Systems Operation Section ..................................... 4
T
Table of Contents..................................................... 3
Testing and Adjusting Section ............................... 27
V
Valve Depth - Inspect ............................................ 45
Valve Guide - Inspect ............................................ 46
W
Wastegate - Test....................................................
Inspection of the Wastegate ..............................
Water Pump - Inspect............................................
Water Temperature Regulator - Test .....................

2008 Perkins Engines Company Limited

All Rights Reserved

41
41
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53

This document is printed from SPI. Not for RESALE

Printed in U. K.