UENR4510

January 2015

Systems Operation
Testing and Adjusting
1506A-E88TA and 1506C-E88TA
Industrial Engines
LG (Engine)

This document has been printed from SPI2. 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 prema-
ture failures, product damage, personal injury or
death.

This document has been printed from SPI2. NOT FOR RESALE
 UENR4510 3
Table of Contents

Table of Contents Piston Ring Groove - Inspect............. ............. 66

Connecting Rod Bearings - Inspect........ ........ 66
Systems Operation Section Main Bearings - Inspect................. ................. 66
Cylinder Block - Inspect................. ................. 66
General Information..................... ..................... 4 Cylinder Liner Projection - Inspect......... ......... 67
Electronic Control System Components..... .... 10 Flywheel - Inspect...................... ..................... 69
Fuel System.......................... .......................... 15 Flywheel Housing - Inspect .............. .............. 70
Air Inlet and Exhaust System............. ............. 27 Vibration Damper - Check ............... ............... 72
Lubrication System ..................... .................... 31
Cooling System ....................... ....................... 33 Electrical System
Basic Engine.......................... ......................... 36 Battery - Test.......................... ......................... 73
Electrical System ...................... ...................... 39 Charging System - Test ................. ................. 73
Electric Starting System - Test............ ............ 73
Testing and Adjusting Section
Index Section
Testing and Adjusting
Belt Tension Chart ..................... ..................... 42 Index................................ ............................... 74

Fuel System
Fuel System - Inspect................... .................. 43
Air in Fuel - Test ....................... ....................... 43
Electronic Unit Injector - Test ............. ............. 44
Finding Top Center Position for No. 1 Piston. . 45
Fuel Quality - Test...................... ..................... 45
Fuel System - Prime .................... ................... 46
Fuel System Pressure - Test.............. ............. 47
Gear Group (Front) - Time ............... ............... 48

Air Inlet and Exhaust System

Air Inlet and Exhaust System - Inspect...... ..... 49
Turbocharger - Inspect .................. ................. 50
Exhaust Temperature - Test.............. .............. 52
Engine Crankcase Pressure (Blowby) - Test . . 53
Engine Valve Lash - Inspect/Adjust........ ........ 53

Lubrication System
Engine Oil Pressure - Test ............... ............... 56
Engine Oil Pump - Inspect ............... ............... 58
Excessive Bearing Wear - Inspect......... ......... 58
Excessive Engine Oil Consumption - Inspect. 59
Increased Engine Oil Temperature - Inspect . . 59

Cooling System
Cooling System - Check (Overheating)..... ..... 60
Cooling System - Inspect................ ................ 61
Cooling System - Test................... .................. 62
Water Temperature Regulator - Test........ ....... 64
Water Pump - Test ..................... ..................... 65

Basic Engine

This document has been printed from SPI2. NOT FOR RESALE
 4 UENR4510
Systems Operation Section

Systems Operation Section

i05958929

General Information

The 1506A-E88TA and 1506C-E88TA diesel engines

use the hydraulic electronic unit injector (HEUI) for
fuel injection. The HEUI eliminates many of the
mechanical components that are used in a pump-
and-line system. The HEUI provides increased
control of the timing and increased control of the fuel
air mixture. The timing advance is achieved by
precise control of the unit injector timing. Engine rpm
is controlled by adjusting the injection duration. A
special pulse wheel provides information to the
Electronic Control Module (ECM) for detection of
cylinder position and engine rpm.
The engine has built-in diagnostics in order to ensure
that all of the components are operating properly. The
electronic service tool can be used to read the
numerical code of the faulty component or condition.
Intermittent faults are logged and stored in memory.
The following model views show the engine features.
Due to individual applications, your engine may
appear different from the illustrations.

This document has been printed from SPI2. NOT FOR RESALE
 UENR4510 5
Systems Operation Section

Engine and Radiator

Illustration 1 g03733708
Typical example
(1) Engine air cleaner service indicator (4) Radiator pressure cap (7) Air cleaner
(2) Inspection guard (5) Air-to-air aftercooler (8) Vacuator valve (Dust valve)
(3) Radiator (6) Rain cap

This document has been printed from SPI2. NOT FOR RESALE
 6 UENR4510
Systems Operation Section

Engine Views

Illustration 2 g03734120
Typical example
(9) Cooling fan (12) Fuel priming pump (15) Belts for fan
(10) Oil filler cap (13) Secondary fuel filter
(11) Starting motor assembly (14) Primary fuel filter

This document has been printed from SPI2. NOT FOR RESALE
 UENR4510 7
Systems Operation Section

Illustration 3 g03734121
Typical example
(16) Rear lifting eye (20) Belt for water pump (24) Oil filter
(17) Coolant sampling valve (21) Crankshaft damper (25) Oil gauge (Dipstick)
(18) Housing for water temperature regulator (22) Idler for coolant belt (26) Sample valve for engine oil
(19) Front lifting location (23) Water pump

This document has been printed from SPI2. NOT FOR RESALE
 8 UENR4510
Systems Operation Section

Illustration 4 g03734133
Typical example
(27) Turbocharger (29) Oil pan (31) Flywheel housing
(28) Alternator (30) Oil drain tap (32) Flywheel

This document has been printed from SPI2. NOT FOR RESALE
 UENR4510 9
Systems Operation Section

Illustration 5 g03734135
Typical example
(33) Unit injector hydraulic pump (35) Crankcase breather (37) Breather outlet hose
(34) Fuel transfer pump (36) Electronic Control Module (ECM) (38) Oil drain plug

Starting The Engine

The ECM will automatically provide the correct
amount of fuel in order to start the engine. If the
engine fails to start in 20 seconds, release the
starting switch. Allow the starting motor to cool for 2
minutes before you use the starting motor again.
Refer to Operation and Maintenance Manual,
“Starting the Engine” for more information.

Cold Weather Starting

Starting the engine and operation in cold weather is
dependent on the type of fuel that is used, the oil
viscosity, and other optional starting aids. Refer to
Operation and Maintenance Manual, “Cold Weather
Operation” for more information.

This document has been printed from SPI2. NOT FOR RESALE
 10 UENR4510
Systems Operation Section

i05958934

Electronic Control System Components

Illustration 6 g03758556
Typical example
(1) Coolant temperature sensor (5) Inlet air temperature sensor (9) Fuel temperature sensor
(2) Injection actuation pressure control valve (6) Atmospheric pressure sensor (10) Fuel pressure sensor
(3) Injection actuation pressure sensor (7) Electronic Control Module (ECM) (11) Speed timing sensor
(4) Inlet air pressure sensor (8) Oil pressure sensor (12) Speed timing sensor

This document has been printed from SPI2. NOT FOR RESALE
 UENR4510 11
Systems Operation Section

Illustration 7 g03758576
Typical example
(1) Coolant temperature sensor (3) Injection actuation pressure sensor (5) Inlet air temperature sensor
(2) Injection actuation pressure control valve (4) Inlet air pressure sensor

This document has been printed from SPI2. NOT FOR RESALE
 12 UENR4510
Systems Operation Section

Illustration 8 g03758577
Typical example
(6) Atmospheric pressure sensor (8) Oil pressure sensor
(7) Electronic Control Module (ECM) (9) Fuel temperature sensor

This document has been printed from SPI2. NOT FOR RESALE
 UENR4510 13
Systems Operation Section

Illustration 9 g03758578
Typical example
(10) Fuel pressure sensor (11) Speed timing sensor (12) Speed timing sensor

This document has been printed from SPI2. NOT FOR RESALE
 14 UENR4510
Systems Operation Section

The electronic control system is integrally designed component can use that electrical energy in order to
into the fuel system and the air inlet and exhaust provide information.
system of the engine in order to electronically control
the fuel delivery and the injection timing. The As an example, a moving solenoid plunger will
electronic control system provides increased timing perform work. By performing work, the component
control and fuel air ratio control in comparison to has functioned in order to regulate the engine.
conventional mechanical engines. Injection timing is
achieved by precisely controlling the injector firing As an example, a panel light or an alarm will provide
time. Engine rpm is controlled by adjusting the information to the operator of the engine.
injection duration. The ECM energizes the unit
injector solenoids in order to start the injection of fuel. These electronic components provide the ability to
Also, the ECM de-energizes the unit injector electronically control the engine operation. Engines
solenoids in order to stop the injection of fuel. with electronic controls offer the following
advantages:
The personality module is used by the ECM to store
all the rated information for a particular application. • Improvement in performance
The personality module cannot be replaced
physically. The personality module must be flashed • Improvement in fuel consumption
with a computer. Refer to Systems Operation, Testing
and Adjusting, “Fuel System” for a complete • Reduction in emissions levels
explanation of the fuel injection process.
The engine uses the following types of electronic
components:
The engine uses the following three types of
electronic components:
• Input component

• Control component
• Output component
An input component is one that sends an electrical
signal to the ECM of the system. The signal that is
sent varies in either of the following ways:
• Voltage

• Frequency
• Pulse width
The variation of the signal is in response to a change
in some specific system of the vehicle. Some specific
examples of an input component are the engine
speed-timing sensors, the coolant temperature
sensor, and the cruise control switches. The ECM
interprets the signal from the input component as
information about the condition, environment, or
operation of the engine.
A control component receives the input signals from
the input components. Electronic circuits inside the
control component evaluate the signals from the input
components. These electronic circuits also supply
electrical energy to the output components of the
system. The electrical energy that is supplied to the
output components is based on predetermined
combinations of input signal values.
An output component is one that is operated by a
control module. The output component receives
electrical energy from the control group. The output
component uses that electrical energy in one of two
ways. The output component can use that electrical
energy in order to perform work. The output

This document has been printed from SPI2. NOT FOR RESALE
 UENR4510 15
Systems Operation Section

i05958955

Fuel System

Illustration 10 g01103030
Typical example
(1) Oil pump (9) Sensor for the Injection Actuation (17) Fuel pressure regulator
(2) Hydraulic electronic unit injectors Pressure (IAP) (18) Boost pressure sensor
(3) Oil filter (10) Fuel filter (19) Oil pressure sensor
(4) Oil cooler (11) Primary fuel filter and water separator (20) Coolant temperature sensor
(5) High-pressure oil (12) Fuel tank (21) Throttle position sensor (if equipped)
(6) Fuel (13) Camshaft gear (22) Inlet air temperature sensor
(7) Connector for the Injection Actuation (14) Speed/Timing sensors (23) Atmospheric pressure sensor
Pressure Control Valve (IAPCV) (15) Electronic Control Module (ECM) (24) Air inlet heater
(8) Unit injector hydraulic pump (16) Battery

This document has been printed from SPI2. NOT FOR RESALE
 16 UENR4510
Systems Operation Section

Introduction hydraulic cylinder in order to multiply the force of the

high-pressure oil. This multiplication of pressure is
The operation of the Hydraulic Electronic Unit Injector achieved by applying the force of the high-pressure
fuel system is different from any other fuel system oil to a piston. The piston is larger than the plunger by
that is actuated mechanically. The HEUI fuel system approximately six times. The piston that is powered
is free of adjustment. Adjustments to the components by engine lubrication oil under high pressure pushes
that are mechanical cannot be made. Changes in the plunger. The actuation pressure of the oil
performance are made by installing different software generates the injection pressure that is delivered by
in the Electronic Control Module (ECM). the unit injector. Injection pressure is greater than
actuation pressure of the oil by approximately six
This fuel system consists of four basic components: times.
• Hydraulic Electronic Unit Injector (HEUI) Low actuation pressure of the oil results in low
injection pressure of the fuel. High actuation pressure
• ECM of the oil results in high injection pressure of the fuel.
• Unit injector hydraulic pump
ECM
• Fuel transfer pump
The ECM is located on the left side of the engine. The
Note: The fuel transfer pump is a serviceable part. ECM is a powerful computer that provides total
The internal components of the HEUI fuel system are electronic control of engine performance. The ECM
not serviceable. uses data from engine performance that is gathered
by several sensors. The ECM uses this data in order
to adjust the fuel delivery, injection pressure, and
Component Description injection timing. The ECM contains programmed
performance maps (software) in order to define
Hydraulic Electronic Unit Injector horsepower, torque curves, and rpm.
The ECM logs faults of engine performance. The
ECM is also capable of running several diagnostic
tests automatically when the ECM and the electronic
service tool are used together.

Unit Injector Hydraulic Pump

Illustration 11 g00954881
Typical example

The fuel system utilizes a hydraulically actuated

electronically controlled unit injector.
All fuel systems for diesel engines use a plunger and
barrel in order to pump fuel under high pressure into Illustration 12 g00954883
the combustion chamber. The HEUI uses engine oil Typical example
under high pressure in order to power the plunger.
The HEUI uses engine lubrication oil that is The unit injector hydraulic pump is a variable delivery
piston pump. The unit injector hydraulic pump uses a
pressurized from 6 MPa (870 psi) to 28 MPa
(4061 psi) in order to pump fuel from the injector. The portion of the engine lubrication oil. The unit injector
hydraulic pump pressurizes the engine lubrication oil
high-pressure oil is called the injection actuation
to the injection actuation pressure that is required in
pressure. The HEUI operates in the same way as a
order to power the HEUI injectors.
This document has been printed from SPI2. NOT FOR RESALE
 UENR4510 17
Systems Operation Section

Fuel Transfer Pump • Fuel tank

The fuel transfer pump is mounted on the back of the • Primary fuel filter/water separator
unit injector hydraulic pump. The fuel transfer pump is
the only serviceable part of the unit injector hydraulic • Two micron secondary fuel filters
pump. The fuel transfer pump is used in order to draw
fuel from the fuel tank . Also, the fuel transfer pump is • Fuel transfer pump
used in order to pressurize the fuel to 450 kPa
(65 psi). The fuel transfer pump has an internal relief • Fuel pressure regulator
valve in order to protect the system. The pressurized
fuel is supplied to the injectors. Fuel is drawn from the fuel tank and flows through a
13 micron primary fuel filter/water separator. The
primary fuel filter/water separator removes large
Injection Actuation Pressure Sensor (IAP) debris from the fuel. The primary filter element also
separates water from the fuel. The water is collected
The IAP Sensor monitors injection actuation in the bowl at the bottom of the primary fuel filter/
pressure. The IAP Sensor sends a continuous water separator.
voltage signal back to the ECM . The ECM interprets
the signal. The ECM is aware of the injection Fuel flows from the primary fuel filter/water separator
actuation pressure at all times. The ECM analyzes to the inlet side of fuel transfer pump. Fuel flows from
the voltage from the sensor. The ECM then adjusts the inlet port in the pump to the outlet port.
the current to the solenoid. Pressurized fuel flows from the outlet port of the
pump to the 2 micron secondary fuel filter. These fuel
HEUI Fuel System filters are high efficiency. This filter removes small
abrasive contaminants from the fuel. The primary fuel
filter/water separator will not trap these small
Low Pressure Fuel System contaminants. Small abrasive particles in the fuel
cause abrasive deterioration of the unit injectors. The
secondary fuel filter removes particles in the size of 2
microns in size or particles that are greater than 2
microns in size. The use and regular maintenance of
this 2 micron filter will provide a significant
improvement in injector life.
Fuel flows from the 2 micron secondary filter to the
fuel supply passage in the cylinder head. The fuel
supply passage is a drilled hole which begins at the
front of the cylinder head. The fuel supply passage
extends to the back of the cylinder head. This
passage connects with each unit injector bore in
order to supply fuel to unit injectors. The excess fuel
flows out of the back of the cylinder head. The fuel
flows into the fuel pressure regulator.
The fuel pressure regulator consists of an orifice and
a check valve that is spring loaded. The orifice is a
flow restriction that pressurizes the supply fuel. The
check valve that is spring loaded will open at 35 kPa
(5 psi) in order to allow the fuel that has flowed
through the orifice to return to the fuel tank. When the
engine is off, there is no fuel pressure that is acting on
Illustration 13 g01453130 the check valve. With no fuel pressure on the check
Typical example valve, the check valve will close. The check valve will
close in order to prevent the fuel that is in the cylinder
(2) Hydraulic electronic unit injector head from draining back to the fuel tank.
(8) Unit injector hydraulic pump
(11) Secondary fuel filter
(12) Fuel tank Injection Actuation System
(17) Fuel pressure regulator
(25) Fuel transfer pump
(24) Primary fuel filter and water separator Actuation Oil Flow
The low-pressure fuel system serves two functions.
The low-pressure fuel system supplies fuel for
combustion to injectors. The low-pressure fuel
system also supplies excess fuel flow in order to
remove air from the system.
The low-pressure fuel system consists of five basic
components:
This document has been printed from SPI2. NOT FOR RESALE
 18 UENR4510
Systems Operation Section

Oil from the pump reservoir is pressurized in the unit

injector hydraulic pump. Then the oil is pushed out of
the outlet port of the pump under high pressure. Oil
then flows from the outlet port of the unit injector
hydraulic pump to the high-pressure oil passage in
the cylinder head.
Actuation oil that is under high-pressure flows from
the unit injector hydraulic pump through the cylinder
head to all of the injectors. Oil is contained in the
high-pressure oil passage until the oil is used by the
unit injectors. Oil that has been exhausted by the unit
injectors is expelled under the valve covers. This oil
returns to the crankcase through oil drain holes in the
cylinder head.

Illustration 14 g01453132
Typical example
(1) Engine oil pump
(3) Oil filter
(4) Oil cooler
(5) High-pressure oil
(8) Unit injector hydraulic pump

The injection actuation system serves two functions.

The injection actuation system supplies high-
pressure oil in order to power the injectors. Also, the
injection actuation system regulates the injection
pressure that is produced by the unit injectors by
changing the actuation pressure of the oil.
The injection actuation system consists of four basic
components:
• Engine oil pump

• Engine oil filter

• Unit injector hydraulic pump

• Injection actuation pressure sensor (IAP Sensor)

Oil that is drawn from the sump is pressurized to the
lubrication system oil pressure by the engine oil
pump. Oil flows from the engine oil pump through the
engine oil cooler, through the engine oil filter, and
then to the main oil gallery. A separate circuit from the
main oil gallery directs a portion of the lubrication oil
in order to supply the unit injector hydraulic pump. A
steel tube on the left side of the engine connects the
main oil gallery with the inlet port of the unit injector
hydraulic pump. The connection point is the top port
of the manifold on the engine side cover.
Oil flows into the inlet port of the unit injector hydraulic
pump and the oil fills the pump reservoir. The pump
reservoir provides oil to the unit injector hydraulic
pump during start-up. Also, the pump reservoir
provides oil to the unit injector hydraulic pump until
the engine oil pump can increase pressure.

This document has been printed from SPI2. NOT FOR RESALE
 UENR4510 19
Systems Operation Section

Actuation Oil Pressure Control

Illustration 15 g01453133
Typical example
(27) Control valve solenoid (32) Actuator piston (37) Drive gear
(28) Poppet valve (33) Eccentric drive plate (38) Check valve
(29) Armature (34) Idler (39) Piston
(30) Actuator spring (35) Spill port
(31) Sliding sleeve (36) Pump outlet ports

This document has been printed from SPI2. NOT FOR RESALE
 20 UENR4510
Systems Operation Section

The unit injector hydraulic pump is a variable delivery A reduction of current to the solenoid causes a
piston pump. The variable piston pump uses an reduction to the following items:
angled drive plate which rotates. The pistons do not
rotate. The pistons move in relation to the angled • The strength of the magnetic field
drive plate. The pistons move in the sliding sleeves.
• The force on the armature and poppet valve
The unit injector hydraulic pump is driven by the gear
train on the front of the engine. The drive gear on the • The control pressure which causes the actuator
front of the pump turns the common shaft. The angled piston to move to a position that results in less flow
drive plate is mounted on the common shaft. The
rotation of the angled drive plate causes the pump The ECM monitors actuation pressure. The ECM
piston to move in and out within the sliding sleeves. constantly changes current to the pump control valve
in order to control actuation pressure. Three
As the pistons move out of the sliding sleeves, oil is components work together in a closed loop circuit in
drawn into the inside of the pistons through the order to control actuation pressure:
passage in the drive plate. Oil is forced out of the
piston when the piston is pushed back into the sliding • ECM
sleeve and the ports are exposed.
• Sensor for the Injection Actuation Pressure (IAP)
Changing the relative position of the sliding sleeve to
the spill port changes the volume of oil in the piston. • Pump control valve
The location of the sliding sleeve is continuously
changing. The location of the sliding sleeve is The closed loop circuit works in the following manner:
determined by the ECM. Changing the location of the
sliding sleeves changes the flow of the pump. The • The ECM determines a desired actuation pressure
result is the amount of oil that can be pressurized. by gathering information from sensor inputs and
software maps.
The pressure of the injection actuation system is
controlled by matching pump outlet flow and pressure • The ECM monitors actual actuation pressure
demand for the injection actuation system. The through a constant signal voltage from the IAP
position of the sliding sleeves is changed in order to sensor.
control the pump outlet flow. Moving the sleeves to
the left covers the spill port for a longer distance. This • The ECM constantly changes control current to the
increases effective pumping stroke and pump outlet pump control valve. This changes the pump outlet
flow. Moving the sleeves to the right covers the spill flow.
ports for a shorter distance which reduces the
effective pumping stroke. This movement also There are two types of actuation pressure:
reduces the pump outlet flow.
• Desired actuation pressure
The sliding sleeves are connected by an idler. One
sleeve is connected to an actuator piston. Moving the • Actual actuation pressure
actuator piston right or left causes the idler and
sleeves to move the same distance to the right or to Desired actuation pressure is the injection actuation
the left. pressure that is required by the system for optimum
engine performance. The desired actuation pressure
Control pressure is determined by the amount of is established by the performance maps in the ECM.
current from the ECM to the solenoid. A small amount The ECM selects the desired actuation pressure. The
of pump outlet flow goes through a small passage in selection is based on the signal inputs from many
the actuator piston. This small amount goes out of an sensors. The ECM is getting signal inputs from some
orifice and into the control pressure cavity. The of the following sensors: throttle position sensor (if
pressure in this cavity is limited by a small poppet equipped), boost pressure sensor, speed-timing
valve. The opening of the poppet valve allows a sensors and coolant temperature sensor . The
portion of the oil in the cavity to flow to drain. A force desired actuation pressure is constantly changing.
holds the poppet valve closed. This force on the The change is based on various signal inputs. The
poppet valve is created by a magnetic field that acts changing engine speed and engine load also cause
on an armature. The strength of the magnetic field the desired actuation pressure to change. The
determines the required pressure in order to desired actuation pressure is only constant under
overcome the force of the actuator spring. steady state conditions (steady engine speed and
load).
An increase of current to the solenoid causes an
increase to the following items: Actual actuation pressure is the actual system
pressure of the actuation oil that is powering the
• The strength of the magnetic field injectors. The ECM and the pump pressure regulator
are constantly changing the amount of pump outlet
• The force on the armature and poppet valve flow. This constant changing makes the actual
actuation pressure equal to the desired actuation
• The control pressure which causes the actuator pressure.
piston to move to a position that results in more
flow

This document has been printed from SPI2. NOT FOR RESALE
 UENR4510 21
Systems Operation Section

Pump Control Valve Operation pressure oil passage. The ECM adjusts the current
levels to the control valve solenoid in order to make
The pump control valve has the following three the actual actuation pressure equal to the desired
stages: actuation pressure.

• Valve operation (engine off) Valve Operation (Running Engine)

• Valve operation (cranking the engine) Once the engine starts, the ECM controls the current
to the pump control valve in order to maintain the
• Valve operation (running engine) desired actuation pressure. The IAP Sensor monitors
the actual actuation pressure in the high-pressure oil
Valve Operation (Engine Off) passage in the cylinder head. The ECM compares
the actual actuation pressure to the desired actuation
When the engine is off, there is no pump outlet pressure 67 times per second. The ECM adjusts the
pressure and no current to the control valve solenoid. current levels to the pump control valve when the
The actuator spring pushes the actuator piston actual actuation pressure and the desired actuation
completely to the left. The idler which is not shown pressure do not match. These adjustments make the
and the sliding sleeves are moved to the left also, the actual injection actuation pressure equal to the
pump is in the position of maximum output. desired injection actuation pressure.

Valve Operation (Engine Cranking) Oil Flow (Engine Running)

During engine start-up, approximately 6 MPa A small amount of pump outlet flow flows through the
(870 psi) of injection actuation pressure is required in actuator piston and into the control pressure cavity.
order to activate the unit injector. This low injection Control pressure increases and the increased
actuation pressure generates a low fuel injection pressure unseats the poppet valve. The open poppet
pressure of about 35 MPa (5000 psi). This low fuel valve allows flow to the drain. The ECM changes
injection pressure aids cold starting. control pressure by increasing or reducing the current
to the control valve solenoid and resultant force on
In order to start the engine quickly, the injection the poppet.
actuation pressure must rise quickly. Because the
unit injector hydraulic pump is being turned at engine The following items create a closed loop system:
cranking speed, pump flow is low. The ECM sends a
strong current to the control valve solenoid in order to • ECM
keep the poppet valve closed. With the poppet valve
in the closed position, all of the flow to the drain is • IAP
blocked. The hydraulic forces that act on each side of
the actuator piston are equal. The actuator spring • Pressure Regulator
holds the actuator to the left. The pump produces This closed loop system provides infinitely variable
maximum flow until the 6 MPa (870 psi) desired control of pump outlet pressure. This pump outlet
pressure is reached. Now, the ECM reduces the pressure has a range from 6 MPa (870 psi) to
current to the pressure regulator solenoid in order to
28 MPa (4061 psi).
reduce control pressure. The reduced control
pressure allows the actuator piston to move to the
right. This movement reduces pump outlet flow in HEUI Injector (Components)
order to maintain the 6 MPa (870 psi) desired
pressure. The HEUI injector serves four functions. The HEUI
injector pressurizes supply fuel from 450 kPa (65 psi)
Note: If the engine is already warm, the pressure that to 175 MPa (25382 psi). The HEUI injector functions
is required to start the engine may be higher than as an atomizer by pumping high-pressure fuel
6 MPa (870 psi). The values for the desired actuation through orifice holes in the unit injector tip. The HEUI
pressures are stored in the performance maps of the injector delivers the correct amount of atomized fuel
into the combustion chamber. And the HEUI injector
ECM. The values for desired actuation pressures
disperses the atomized fuel evenly throughout the
vary with engine temperature. combustion chamber.
Once the unit injectors begin to operate, the ECM
controls the current to the control valve. The ECM
and the control valve solenoid will maintain the
actuation pressure at 6 MPa (870 psi) until the
engine starts. The ECM monitors the actual actuation
pressure through the IAP Sensor that is located in the
high-pressure oil manifold. The ECM establishes
desired actuation pressure by monitoring several
electrical input signals and the ECM sends a
predetermined current to the control valve solenoid.
The ECM also compares the desired actuation
pressure to the actual actuation pressure in the high-

This document has been printed from SPI2. NOT FOR RESALE
 22 UENR4510
Systems Operation Section

(57) Reverse flow check valve

(58) Nozzle check
(59) Nozzle tip

Refer to Illustration 16 . The HEUI injector consists of

three major parts:
• Upper end, or actuator (A)
• Middle, or pumping unit (B)

• Lower end, or nozzle assembly (C)

The upper end (A) consists of the following :
• Solenoid (40)
• Armature spring (41)

• Armature (42)
• Seated pin (43)

• Spool spring (44)

• Spool valve (45)

• Check ball for intensifier piston (46)

The middle of the injector (B) contains the following
items:
• Intensifier piston (47)

• Return spring (48)

• Plunger (49)

• Barrel (50)
The lower end of the injector (C) consists of the
following items:
• Nozzle case (51)

• Inlet fill check (52)

• Stop (53)

• Nozzle spring (54)

• Check piston (55)
Illustration 16 g01453134
Cross section of HEUI injector • Sleeve (56)
(40) Solenoid
(41) Armature spring • Reverse flow check valve (57)
(42) Armature
(43) Seated pin • Nozzle check (58)
(44) Spool spring
(45) Spool valve • Nozzle tip (59)
(46) Check ball for intensifier piston
(47) Intensifier piston These components work together in order to produce
(48) Return spring different rates for fuel injection. The rates for fuel
(49) Plunger
(50) Barrel injection are electronically controlled by performance
(51) Nozzle case software in the ECM.
(52) Inlet fill check
(53) Stop
(54) Nozzle spring
(55) Check piston
(56) Sleeve

This document has been printed from SPI2. NOT FOR RESALE
 UENR4510 23
Systems Operation Section

HEUI Fuel Injector (Operation)

Illustration 17 g01453135
The HEUI injector operates with a split injection cycle. Cross section of pre-injection cycle
The split injection cycle has five phases of injection: (41) Armature spring
(42) Armature
• Pre-injection (43) Seated pin
(44) Spool spring
• Pilot injection (45) Spool valve
(47) Intensifier piston
• Injection delay (49) Plunger
(55) Check piston
• Main injection (58) Nozzle check

• Fill Refer to Illustration 17 . The injector is in the phase of

pre-injection when the engine is running and the
injector is between firing cycles. Plunger (49) and the
Pre-Injection intensifier piston (47) are at the top of the piston bore.
The cavity below the plunger is full of fuel.
In the upper end, the armature (42) and the seated
pin (43) are held down by the armature spring (41).
High-pressure actuation oil flows into the injector. The
oil then flows around the seated pin to the top of the
check piston (55). This flow provides a positive
downward force on the nozzle check (19) at all times
when fuel is not being injected.
The spool valve (45) is held in the top of the bore for
the spool valve by the spool spring (44). In this
position, the spool valve blocks actuation oil from
reaching the intensifier piston. Actuation pressure is
felt on both the top and bottom of the spool, so
hydraulic forces on the spool are balanced. The spool
valve is held in the up position or the closed position
by the force of the spool spring.

Pilot Injection

This document has been printed from SPI2. NOT FOR RESALE
 24 UENR4510
Systems Operation Section

armature (42) and the seated pin (43). The seated pin
has a lower seat and an upper seat. When the seated
pin is lifted by the armature, the upper seat closes off
the flow of actuation pressure to the check. The lower
seat opens, allowing the actuation oil on top of check
piston (55) to flow to drain (61). Actuation oil that is
trapped below spool (45) will also flow to drain (61).
The actuation oil drains through a vent hole in the
side of the injector.
The drop in pressure under the spool causes a
hydraulic difference that acts on the spool. The spool
moves into the open position when hydraulic
pressure acts on the top of the spool. This hydraulic
pressure forces the spool downward. The downward
movement of the spool is stopped when the spool
and the pin force the check ball (46) onto the ball
seat. This action prevents any actuation pressure
from escaping from the cavity for the intensifier piston
(47). This drop in the actuation pressure also
removes the downward force on the check piston.
Actuation oil now flows past the open spool and to the
top of the intensifier piston. The downward movement
of the piston and plunger (49) pressurizes the fuel in
the plunger cavity to the nozzle tip (60). Pilot injection
begins when the injection pressure increases in order
to overcome the force of the nozzle spring (54) which
lifts the nozzle check (58).
Pilot injection will continue if the following conditions
exist:
• The solenoid is energized.

• The spool remains open.

• There is no actuation pressure on top of the check
piston.

Injection Delay

Illustration 18 g01453138
Cross section of pilot injection cycle
(40) Solenoid
(42) Armature
(43) Seated pin
(45) Spool valve
(46) Check ball for intensifier piston
(47) Intensifier piston
(49) Plunger
(54) Nozzle spring
(55) Check piston
(58) Nozzle check
(60) Nozzle tip
(61) Drain

Refer to Illustration 18 . Pilot injection occurs when

the ECM sends a control current to the solenoid (40).
The current creates a magnetic field which lifts the

This document has been printed from SPI2. NOT FOR RESALE
 UENR4510 25
Systems Operation Section

(41) pushes the armature and the seated pin (43)

downward. The seated pin closes the lower seat and
the seated pin opens the upper seat. This action
allows the actuation pressure to flow to the top of the
check piston (55). The hydraulic force on the check
piston quickly overcomes the injection pressure and
the nozzle check (58) closes. Injection stops.
Actuation pressure increases under the spool valve
(45) that creates the balance of hydraulic force on the
top and bottom of the spool. The weak spool spring
(44) now acts on the spool and closes the spool
slowly. As the spool remains open, actuation
pressure continues to flow past the spool to intensifier
piston (47) and to plunger (49). The injection pressure
in the nozzle and in the plunger cavity increases
quickly when the nozzle check is held in the closed
position.

Main Injection

Illustration 19 g01453139
Cross section of injection delay
(40) Solenoid
(41) Armature spring
(42) Armature
(43) Seated pin
(44) Spool spring
(45) Spool valve
(47) Intensifier piston
(49) Plunger
(55) Check piston
(58) Nozzle check

Refer to Illustration 19 . Injection delay begins when

the control current to the solenoid (40) stops and the
solenoid is de-energized. The armature (42) is held in
the up position by a magnetic field. When the
magnetic field is de-energized, the armature spring

This document has been printed from SPI2. NOT FOR RESALE
 26 UENR4510
Systems Operation Section

force that holds the nozzle check (58) closed quickly

dissipates and the injection pressure opens the
nozzle check. This opening pressure is the start of
main injection. A difference in hydraulic forces on the
spool is also created. This difference forces the spool
downward. The check ball (46) for the intensifier
piston is held in the closed position when the spool is
in this position. Main injection continues if the
solenoid remains energized.

Fill

Illustration 20 g01453141
Cross section of main injection cycle
(40) Solenoid
(42) Armature
(43) Seated pin
(45) Spool valve
(46) Check ball for intensifier piston
(55) Check piston
(58) Nozzle check
(61) Drain

Refer to Illustration 20 . Main injection begins when

the solenoid (40) is re-energized. The magnetic field
is instantly created and the force of the magnetic field
lifts the armature (42) and the seated pin (43). The Illustration 21 g01453142
upper seat closes off the flow of actuation pressure. Cross section of fill cycle
The upper seat opens the check piston (55) and the
bottom of the spool (6) to the drain (61). The hydraulic (40) Solenoid

This document has been printed from SPI2. NOT FOR RESALE
 UENR4510 27
Systems Operation Section

(41) Armature spring i05958984

(42) Armature
(43) Seated pin
(44) Spool spring
Air Inlet and Exhaust System
(45) Spool valve
(46) Check ball for intensifier piston
(47) Intensifier piston
(48) Return spring
(49) Plunger
(55) Check piston
(57) Reverse flow check valve
(58) Nozzle check
(61) Drain

Refer to Illustration 21 . The fill cycle begins when the

solenoid (40) is de-energized. The armature (42) and
the seated pin (43) are forced down by the armature
spring (41). The seated pin closes the lower seat and
the seated pin opens the upper seat. Actuation
pressure is restored to the top of the check piston
(55). This pressure closes the nozzle check (58) and
injection ends. Actuation pressure is also felt under
the valve spool (45) and restores the hydraulic
balance on the spool. The valve spring (44) slowly
closes the spool and stops the flow of actuation oil to
the intensifier piston (47).
As the spool raises, the check ball (46) for the
intensifier piston is no longer held closed. Oil in the
cavity for the intensifier piston lifts the check off the
seat. The oil flows to the drain (61) through a vent
hole in the side of the injector. The return spring (48) Illustration 22 g01456369
pushes up plunger (49) and the intensifier piston. This (1) Exhaust manifold
action pushes all of the oil out of the cavity for the (2) Air inlet heater (if equipped)
intensifier piston. The check valve (45) for the fuel (3) Aftercooler core
(4) Exhaust valve
inlet is taken off the valve seat as the plunger lifts. (5) Inlet valve
This lifting allows supply fuel to flow into the plunger (6) Air inlet
cavity. The fill cycle is complete when the plunger and (7) Exhaust outlet
the piston are at the top of the bore. The plunger (8) Compressor side of turbocharger
cavity is now full of fuel. (9) Turbine side of turbocharger

The components of the air inlet and exhaust system

control the quality of air and the amount of air that is
available for combustion. The components of the air
inlet and exhaust system are the following
components:

• Air cleaner
• Turbocharger

• Aftercooler
• Cylinder head

• Valves and valve system components

• Piston and cylinder

• Exhaust manifold
Inlet air is pulled through the air cleaner into air inlet
(6) by turbocharger compressor wheel (8). The air is
compressed and heated to about 150 °C (300 °F)
before the air is forced to the aftercooler (3). As the
air flows through the aftercooler the temperature of
the compressed air lowers to about 43 °C (110 °F).
Cooling of the inlet air increases combustion
efficiency. Increased combustion efficiency helps
achieve the following benefits:

This document has been printed from SPI2. NOT FOR RESALE
 28 UENR4510
Systems Operation Section

• Lower fuel consumption Turbocharger

• Increased horsepower output
From the aftercooler, air is forced into the inlet
manifold. Air flow from the inlet chambers into the
cylinders is controlled by inlet valves (5). There are
two inlet valves and two exhaust valves (4) for each
cylinder. The inlet valves open when the piston
moves down on the intake stroke. When the inlet
valves open, cooled compressed air from the inlet
port is pulled into the cylinder. The inlet valves close
and the piston begins to move up on the compression
stroke. The air in the cylinder is compressed. When
the piston is near the top of the compression stroke,
fuel is injected into the cylinder. The fuel mixes with
the air and combustion starts. During the power
stroke, the combustion force pushes the piston
downward. The exhaust valves open and the exhaust
gases are pushed through the exhaust port into
exhaust manifold (1) as the piston rises on the
exhaust stroke. After the exhaust stroke, the exhaust
valves close and the cycle starts again. The complete
cycle consists of four strokes:
• Inlet
Illustration 23 g01456229

• Compression Cross section of turbocharger

(10) Compressor wheel housing
• Power (11) Oil inlet port
(12) Bearing
• Exhaust (13) Turbine wheel housing
(14) Turbine wheel
Exhaust gases from exhaust manifold (1) enter the (15) Air inlet
turbine side of the turbocharger in order to turn (16) Exhaust outlet
turbocharger turbine wheel (9). The turbine wheel is (17) Compressor wheel
(18) Bearing
connected to the shaft that drives the compressor (19) Oil outlet port
wheel. Exhaust gases from the turbocharger pass (20) Exhaust inlet
through the exhaust outlet (7).
The turbocharger is installed on the center section of
The air inlet heater (2) (if equipped) is controlled by the exhaust manifold. All the exhaust gases from the
the ECM. The air inlet heater aids in engine start-up engine go through the turbocharger. The compressor
and reducing white smoke during engine start-up. side of the turbocharger is connected to the
aftercooler by pipe.
The exhaust gases enter turbine housing (13)
through exhaust inlet (20). The exhaust gases then
push the blades of turbine wheel (14). The turbine
wheel is connected by a shaft to compressor wheel
(14).
Clean air from the air cleaners is pulled through
compressor housing air inlet (15) by the rotation of
compressor wheel (17). The action of the compressor
wheel blades causes a compression of the inlet air.
This compressor allows the engine to burn more fuel.
When the engine burns more fuel the engine
produces more power.
When the load on the engine increases, more fuel is
injected into the cylinders. The combustion of this
additional fuel produces more exhaust gases. The
additional exhaust gases cause the turbine and the
compressor wheels of the turbocharger to turn faster.
As the compressor wheel turns faster, more air is
forced into the cylinders. The increased flow of air
gives the engine more power by allowing the engine
to burn the additional fuel with greater efficiency.

This document has been printed from SPI2. NOT FOR RESALE
 UENR4510 29
Systems Operation Section

Bearings (12) and (18) for the turbocharger use Air Inlet Heater (If Equipped)
engine oil under pressure for lubrication and cooling.
The oil comes in through oil inlet port (11). The oil The engines are equipped with an electric heater that
then goes through passages in the center section in is located behind the air inlet elbow. The electric
order to lubricate the bearings. This oil also cools the heater has two functions:
bearings. Oil from the turbocharger goes out through
oil outlet port (19) in the bottom of the center section. • Aid in starting
The oil then goes back to the engine oil pan.
• Aid in white smoke cleanup during start-up
Valve System Components Under the proper conditions, the ECM turns on the
electric heater.
The system can deliver heat for 30 seconds prior to
start-up and during cranking of the engine. After the
engine has started, the system can deliver heat
constantly for seven minutes, or the system can cycle
the heat for 13 minutes. During the heating cycle, the
heat is on for ten seconds and the heat is off for ten
seconds.
If the air inlet heater malfunctions, the engine will still
start and the engine will still run. There may be a
concern regarding the amount of white smoke that is
present. Also, there may be a concern regarding the
need for an alternative starting aid.

System Components
The system of the air inlet heater consists of the
following basic components:
• Relay of the air inlet heater

Illustration 24 g03738898
• Heater element
Typical example • Coolant temperature sensor
(1) Rocker arm
(2) Pushrod • Inlet manifold temperature sensor
(3) Valve bridge
(4) Valve spring • ECM
(5) Valve
(6) Lifter
• Indicator lamp
The valve system components control the flow of inlet
air into the cylinders during engine operation. The
valve system components also control the flow of
exhaust gases out of the cylinders during engine
operation.
The crankshaft gear drives the camshaft gear through
an idler gear. The camshaft must be timed to the
crankshaft in order to get the correct relation between
the piston movement and the valve movement.
The camshaft has two camshaft lobes for each
cylinder. The lobes operate the inlet and exhaust
valves. As the camshaft turns, lobes on the camshaft
cause lifters (6) to move pushrods (2) up and down.
Upward movement of the pushrods against rocker
arms (1) results in downward movement (opening) of
valves (5).
Each cylinder has two inlet valves and two exhaust
valves. The valve bridge (3) actuates the valves at
the same time by movement of the pushrod and
rocker arm. Valve springs (4) close the valves when
the lifters move down. Illustration 25 g01456245
(30) Relay for air inlet heater

This document has been printed from SPI2. NOT FOR RESALE
 30 UENR4510
Systems Operation Section

When the engine achieves low idle the air inlet heater
and the lamp will remain on for an additional 7
minutes when the sum of the air temperature plus the
coolant temperature is less than 35° C (95° F) for low
altitude conditions or when the sum of the air
temperature plus the coolant temperature is less than
63° C (145° F) for high altitude conditions.

• Post heat cycle

The sum of the air temperature and the coolant
temperature is less than 35 °C (95°F) in low altitude
conditions or 63 °C (145 °F) in high altitude
conditions. The air inlet heater and the lamp are
cycled on and off for an additional 13 minutes. The
cycle is 10 seconds on and 10 seconds off.
Illustration 26 g01456248
After the engine has started the inlet air temperature
Location of components and the coolant temperature will determine the state
(31) Air inlet heater of the heater. The cycle has two strategies.
(32) Stud for the ground strap
The two strategies are continuous and intermittent.
The relay of the air inlet heater (31) turns the heater
ON and OFF in response to signals from the ECM. 1. During the continuous strategy, the heater remains
activated for seven minutes after the engine is
The air inlet heater (31) is located between the cover
of the air inlet and the air inlet elbow. The heater started. If the same conditions exist, the ECM will
element has a stud (32) for the ground strap that must activate the intermittent strategy.
be connected to the engine.
2. During the intermittent strategy, the heater is cycled
The operation of the air inlet heater is determined by for a maximum of 13 minutes. During this cycle,
five different conditions: the heater is turned on for ten seconds and the
• Power up cycle heater is turned off for ten seconds. After the 13
minute time limit, the heater is shut off.
The air inlet heater and the lamp are turned ON for 2
seconds after the ECM is first powered up. This will When one of the temperature sensors fails, the
happen regardless of temperatures and engine system will operate in the following manner:
speed.
• Coolant temperature sensor
• Mode of preheat
When the coolant temperature sensor has an open
This check is for low altitude conditions. When the circuit or a short circuit, the coolant temperature
sum of the coolant temperature plus the inlet air sensor has failed. During this condition, the heater
temperature is less than 25° C (77° F), the ECM will will be activated when the inlet air temperature is less
turn on the heater and the lamp for 30 seconds. The than 10° C (50° F).
ECM will turn off the heater and the lamp after 30
seconds if the engine speed remains at 0 regardless • Inlet air temperature sensor
of temperature.
When the inlet air temperature sensor has an open
This check is for high altitude conditions. When the circuit or a short circuit, the inlet air temperature
sum of the coolant temperature plus the inlet air sensor has failed. During this condition, the heater
temperature is less than 53° C (127° F), the ECM will will be activated when the coolant temperature is less
turn on the heater and the lamp for 30 seconds. The than 40° C (104° F).
ECM will turn off the heater and the lamp after 30
seconds if the engine speed remains at 0 regardless Under the proper condition, the heater will be
of temperature. reactivated. When the sum of the coolant temperature
and the inlet air temperature has dropped below
• Mode of cranking 25° C (77° F), the heater will be reactivated. This
condition could exist after a warm engine has cooled
The air inlet heater and the lamp will remain on and the operator attempts to start the engine.
continuously when engine speed is detected. The air
inlet heater and the lamp will remain on when the sum When the sum of the coolant temperature and the
of the coolant temperature plus the air inlet inlet air temperature does not attain 35 °C (95°F), the
temperature is less than 25 °C (77°F) for low altitude heater will be activated. The heater can be activated
no longer than 20 minutes (maximum). The ECM will
conditions and less than 763° C (145° F) for high
turn off the heater after the 20 minute time limit.
altitude conditions.
For additional information on the air inlet heater, refer
• Running of the engine to Troubleshooting, “Air Inlet Heater Circuit - Test”.

This document has been printed from SPI2. NOT FOR RESALE
 UENR4510 31
Systems Operation Section

i05959021

Lubrication System

Illustration 27 g01112073
A typical lubrication system schematic
(1) Unit injector hydraulic pump (9) Oil gallery plug (18) Passage to cylinder block
(2) High-pressure relief valve (10) Piston cooling jets (19) Passage to oil pump idler gear bearing
(3) Oil passage to the rocker arms (11) Camshaft bearings (20) Engine oil filter
(4) High-pressure oil line (12) Oil filter bypass valve (21) Engine oil cooler
(5) Valve mechanism cover (13) Oil cooler bypass valve (22) Main bearings
(6) High-pressure oil passage (14) Main oil gallery (23) Engine oil pump
(7) Oil supply line to the unit injector (15) Passage to front housing (24) Oil pump bypass valve
hydraulic pump (16) Turbocharger oil supply line (25) Passage to engine oil pan
(8) Cylinder head gallery (17) Passage to camshaft idler gear bearing (26) Engine oil pan

This document has been printed from SPI2. NOT FOR RESALE
 32 UENR4510
Systems Operation Section

The engine oil pump (23) is mounted to the bottom of the rocker arm mechanism. A passage (19) sends oil
the cylinder block. The oil pump is located inside the to the oil pump idler gear bearing.
oil pan (26). The engine oil pump (23) pulls oil from
the engine oil pan (26). The engine oil pump pushes Oil from the front main bearing enters a passage (17)
the oil through the passage to the engine oil cooler to the camshaft idler gear bearing. Oil passages in
(21). Oil then flows through engine oil filter (20). The the crankshaft send oil from all the main bearings (22)
filtered oil then enters the turbocharger oil supply line through the connecting rods to the connecting rod
(16). The filtered oil also enters the main oil gallery bearings.
(14).
Note: Engines that are equipped with an auxiliary oil
filter will receive oil from a port. The filtered oil will be
returned to the engine oil pan (26).
The unit injector hydraulic pump (1) is a gear-driven
axial piston pump. The unit injector hydraulic pump
raises the engine oil pressure from the typical
operating oil pressure to the actuation pressure that is
required by the unit injectors.
The oil circuit consists of a low-pressure circuit and a
high-pressure circuit. The low-pressure circuit
typically operates at a pressure of 240 kPa (35 psi) to
480 kPa (70 psi). The low-pressure circuit provides
engine oil that has been filtered to the unit injector
hydraulic pump (1). Also, the low-pressure circuit
Illustration 28 g01112096
provides engine oil that has been filtered to the
lubricating system of the engine. Oil is drawn from the
(13) Oil cooler bypass valve engine oil pan (26). Oil is supplied through the engine
(20) Oil filter
(12) Oil filter bypass valve
oil cooler (21) and engine oil filter (20) to both the
(21) Oil cooler engine and the unit injector hydraulic pump (1).
The high-pressure circuit provides actuation oil to the
unit injector. The high-pressure circuit operates in a
pressure range typically between 6 MPa (870 psi)
and 25 MPa (3626 psi). This high-pressure oil flows
through a line into the cylinder head. The cylinder
head stores the oil at actuation pressure. The oil is
ready to actuate the unit injector. Oil is discharged
from the unit injector under the valve cover so that no
return lines are required.
After the lubrication oil has lubricated the engine
components, the lubrication oil returns to the engine
oil pan.
The oil pump bypass valve (24) limits the pressure of
the oil that is coming from the engine oil pump (23).
The engine oil pump (23) can pump more than
Illustration 29 g01112098 enough oil into the system. When there is more than
(1) Unit injector hydraulic pump enough oil, the oil pressure increases. When the oil
pressure increases, the oil pump bypass valve (24)
The main oil gallery (14) distributes oil to the following will open. This allows the oil that is not needed to go
areas: main bearings (22), piston cooling jets (10) back to the suction side of the engine oil pump (23).
and camshaft bearing (11). Oil from main oil gallery
(14) exits the front of the block. The oil then enters a The bypass valves (12) and (13) will open when the
groove that is cast in the front housing. engine is cold (starting conditions). Opening the
bypass valves achieves immediate lubrication of all
Oil enters the crankshaft through holes in the bearing components. Immediate lubrication is critical. Cold oil
surfaces (journals) for the main bearing (22). with high viscosity causes a restriction to the oil flow
Passages connect the bearing surface (journal) for through engine oil cooler (21) and engine oil filter
the main bearing (22) with the bearing surface (20). The engine oil pump (23) sends the cold oil
(journal) for the connecting rod. through the oil cooler bypass valve. This causes the
oil to bypass the engine oil cooler (21). The oil filter
The front housing passage sends the oil flow in two bypass also allows the oil to bypass the engine oil
directions. At the upper end of the passage, oil is filter (20). The oil is then pumped through the
directed back into the block. The oil then flows up to turbocharger oil supply line (16) and the main oil
the cylinder head gallery (8) through passage (3) to gallery (14) in the cylinder block.

This document has been printed from SPI2. NOT FOR RESALE
 UENR4510 33
Systems Operation Section

When the oil gets warm, the pressure difference in flow from the piston cooling jet returns to the engine
the bypass valves decreases and the bypass valves oil pan (26) through the clearance gap between the
close. After the bypass valves close, there is a normal crown and the skirt. Four holes that are drilled from
flow of oil through the engine oil cooler and the the piston oil ring groove to the interior of the piston
engine oil filter. drain excess oil from the oil ring.

The bypass valves will also open when there is a

restriction in the engine oil cooler (21) or in the engine
oil filter (20). This design allows the engine to be
lubricated even though engine oil cooler (21) or
engine oil filter (20) are restricted.
High-pressure relief valve (24) regulates high
pressure in the system. When the oil pressure is at
695 kPa (100 psi) or more, high-pressure relief valve
(24) opens. When the high-pressure relief valve
opens, oil is returned to engine oil pan (26).
The oil flow continues to the engine oil cooler (21).
Coolant flows through engine oil cooler (21) in order
to cool the oil.
If the oil pressure differential across the engine oil
cooler reaches 155 ± 17 kPa (22 ± 2 psi), the valve
will open. Opening the valve allows the oil flow to
bypass the engine oil cooler (21).
Approximately 5 percent of the oil flow is directed
through an orificed passage to oil filter bypass valve
(12). The oil then flows to the auxiliary oil filter (if Illustration 30 g01112104
equipped) and to the engine oil pan (26). The main oil (27) Breather
flow now reaches the main engine oil filter (20). When (28) Hose
the oil pressure differential across the oil filter bypass
valve (13) reaches 170 kPa (25 psi), the valve opens The Crankcase breather (27) allows engine blowby to
in order to allow the oil flow to go around the oil filter escape from the crankcase. The engine blowby is
(20). The oil flow continues in order to lubricate the discharged through hose (28) into the atmosphere.
engine components. When the oil is cold, an oil This prevents pressure from building up that could
pressure difference in the bypass valve also causes cause seals or gaskets to leak.
the valve to open. This bypass valve then provides
immediate lubrication to all the engine components i05959113
when cold oil with high viscosity causes a restriction
to the oil flow through the engine oil filter (20). The
bypass valve will also open when there is a restriction Cooling System
in the engine oil filter (20). This design allows the
engine to be lubricated even though engine oil filter
(20) is restricted. The engine has a pressure type cooling system that
is equipped with a shunt line (9).
Note: Refer to Specifications, “Engine Oil Filter
Base”. A pressure type cooling system offers two
advantages:
Filtered oil flows through the main oil gallery (14) in
the cylinder block. Oil is supplied from the main oil • The cooling system can operate safely at a
gallery (14) to the following components: temperature that is higher than the normal boiling
point of water.
• Piston cooling jets (10)
• The cooling system prevents cavitation in the
• Valve mechanism
water pump.
• Camshaft bearing (11) Cavitation is the sudden formation of low-pressure
bubbles in liquids by mechanical forces. The
• Crankshaft main bearings formation of air or steam pockets is more difficult
• Turbocharger cartridge within a pressure type cooling system.

An oil cooling chamber is formed by the lip that is The shunt line (9) prevents cavitation by the water
forged at the top of the skirt of the piston and the pump. The shunt line (9) provides a constant flow of
coolant to the water pump.
cavity that is behind the ring grooves in the crown. Oil
flow for the piston cooling jet enters the cooling
chamber through a drilled passage in the skirt. Oil

This document has been printed from SPI2. NOT FOR RESALE
 34 UENR4510
Systems Operation Section

Note: In air-to-air aftercooled systems, a coolant

mixture with a minimum of 30 percent ethylene glycol
base antifreeze must be used for efficient water pump
performance. This mixture keeps the cavitation
temperature range of the coolant high enough for
efficient performance. Refer to Operation and
Maintenance Manual for more information on the
recommended coolant mixtures.

Illustration 32 g01123308
Typical example

Illustration 31 g01123296
Typical example
(1) Cylinder head
(2) Water temperature regulator housing
(3) Expansion tank
(4) Bypass hose
(5) Cylinder block
(6) Oil cooler
(7) Water pump
(8) Radiator
(9) Shunt line
Illustration 33 g01121591
Water pump (7) is located on the right side of the
cylinder block. The water pump is driven by a belt that Typical example
is powered by the crankshaft pulley. Coolant can (7) Water pump
enter the water pump in three places: (10) Bypass inlet

• Inlet at the bottom of the water pump

• Bypass hose (4) which is located on the top of the
water pump
• Shunt line which is located on the top of the water
pump
Coolant from the bottom of the radiator is pulled into
the bottom inlet of the pump by impeller rotation. The
coolant exits the back of the pump directly into the oil
cooler cavity of the block.
All of the coolant passes through the core of the oil
cooler and the coolant enters the internal water
manifold of the cylinder block. The manifold disperses
the coolant to water jackets around the cylinder walls.

This document has been printed from SPI2. NOT FOR RESALE
 UENR4510 35
Systems Operation Section

Water temperature regulator (11) controls the

direction of flow. When the coolant temperature is
below the normal operating temperature, the water
temperature regulator is closed. The coolant is
directed through bypass hose (4) and into the top
inlet of the water pump. When the coolant
temperature reaches the normal operating
temperature, water temperature regulator (11) opens.
When the water temperature regulator is open, the
bypass is closed. Most of the coolant goes through
bypass inlet (10) to the radiator for cooling. The
remainder flows through bypass hose (4) and into the
water pump.
Note: Coolant systems may contain one or two water
temperature regulators.
The shunt line (9) extends from the top of the water
pump to an expansion tank. The shunt line must be
routed properly in order to avoid trapping any air. By
providing a constant flow of coolant to the water
pump, the shunt line keeps the water pump from
cavitation.
Illustration 34 g01123344
Note: Water temperature regulator (11) is an
A typical example of a single water temperature
regulator housing important part of the cooling system. The water
temperature regulator divides coolant flow between
(1) Cylinder head
(2) Water temperature regulator housing
the radiator and the bypass in order to maintain the
(4) Bypass hose normal operating temperature. If the water
(11) Water temperature regulator temperature regulator is not installed in the system,
there is no mechanical control, and most of the
coolant will travel the path of least resistance through
the bypass. This will cause the engine to overheat in
hot weather and the engine will not reach normal
operating temperature in cold weather.
Note: The air vent valve will allow the air to escape
past the water temperature regulator from the cooling
system while the radiator is being filled. During
normal operation, the air vent valve will be closed in
order to prevent coolant flow past the water
temperature regulator.

Illustration 35 g01123311
A typical example of a dual water temperature
regulator housing
(2) Water temperature regulator housing
(4) Bypass hose
(11) Water temperature regulator

From the cylinder block, the coolant flows into

passages in the cylinder head. The passages send
the flow around the unit injector sleeves and the inlet
and the exhaust passages. The coolant now enters
water temperature regulator housing (2) at the front
right side of the cylinder head.

This document has been printed from SPI2. NOT FOR RESALE
 36 UENR4510
Systems Operation Section

i05959142 The cylinder head is separated from the cylinder

block by a graphite gasket with a steel backing.
Basic Engine Coolant flows out of the cylinder block through gasket
openings and into the cylinder head. This gasket also
seals the oil supply and drain passages between the
cylinder block and the cylinder head. The air inlet
Cylinder Block And Head ports are on the left side of the cylinder head, while
the exhaust ports are located on the right side of the
cylinder head. There are two inlet valves and two
exhaust valves for each cylinder. Each set of inlet
valves and each set of exhaust valves is actuated at
the same time by the use of a valve bridge. The valve
bridge is actuated by the pushrod. Replaceable valve
guides are pressed into the cylinder head. The
hydraulically actuated electronically controlled unit
injector is located between the four valves. Fuel is
injected directly into the cylinders at very high
pressure. A pushrod valve system controls the
valves.

Piston, Rings And Connecting

Rods

Illustration 36 g01123834
Typical example

The cylinder block has seven main bearings. The

main bearing caps are fastened to the cylinder block
with two bolts per each cap.
Removal of the oil pan allows access to the following
components:

• Crankshaft
• Main bearing caps

• Piston cooling jets

Illustration 38 g01123836
• Oil pump Typical example
(1) Piston
(2) Piston cooling jet
(3) Connecting rod

High output engines with high cylinder pressures

require two-piece articulated pistons. The two-piece
articulated piston consists of a forged steel crown that
is connected to an aluminum skirt by the piston pin.

Illustration 37 g00748989
Typical example

This document has been printed from SPI2. NOT FOR RESALE
 UENR4510 37
Systems Operation Section

Crankshaft

Illustration 39 g01123838
Typical example
Illustration 40 g01456633
(4) Compression ring
(5) Intermediate ring Typical example
(6) Oil ring (9) Crankshaft
(7) Forged steel crown (10) Gear
(8) Aluminum skirt
The crankshaft converts the linear motion of the
All of the rings are located above the piston pin bore. pistons into rotational motion. A vibration damper is
The compression ring is a Keystone ring. Keystone used at the front of the crankshaft to reduce torsional
rings have a tapered shape. The action of the ring in vibrations (twist on the crankshaft) that can cause
the piston groove that is tapered helps prevent damage to the engine.
seizure of the rings. Seizure of the rings is caused by
deposits of carbon. The intermediate ring is The crankshaft drives a group of gears on the front of
rectangular with a sharp lower edge. The oil ring is a the engine. The gear group drives the following
standard type of ring or a conventional type of ring. devices:
Oil returns to the crankcase through holes in the oil
ring groove. • Oil pump

Oil from the piston cooling jets sprays the underside • Camshaft
of the pistons. The spray lubricates the pistons and
the spray cools the pistons. The spray also improves • Hydraulic oil pump
the life of the piston and the spray also improves the
life of the piston rings. In addition, belt pulleys on the front of the crankshaft
drive the following components:
The connecting rod has a taper on the pin bore end.
Two bolts hold the connecting rod cap to the • Radiator fan
connecting rod. The connecting rod can be removed
through the cylinder. • Water pump
• Alternator
Hydrodynamic seals are used at both ends of the
crankshaft to control oil leakage. The hydrodynamic
grooves in the seal lip move lubrication oil back into
the crankcase as the crankshaft turns. The front seal
is located in the front housing. The rear seal is
installed in the flywheel housing.

This document has been printed from SPI2. NOT FOR RESALE
 38 UENR4510
Systems Operation Section

Viscous Vibration Damper

Illustration 41 g01456648
Schematic of oil passages in crankshaft
(11) Oil gallery Illustration 42 g01456651
(12) Main bearings Cross section of viscous vibration damper
(13) Rod bearings
(14) Case
(15) Crankshaft
Pressure oil is supplied to all main bearings through (16) Weight
drilled holes in the webs of the cylinder block. The oil
then flows through drilled holes in the crankshaft in The viscous vibration damper is installed on the front
order to provide oil to the connecting rod bearings. of the crankshaft (15). A viscous vibration damper
The crankshaft is held in place by seven main uses a weight (16) inside a case (14). The space
bearings. A thrust bearing next to the rear main between the weight and the case is filled with a
bearing controls the end play of the crankshaft. viscous fluid. The weight moves in the case in order
to limit the torsional vibration.
Vibration Damper
Camshaft
The force from combustion in the cylinders will cause
the crankshaft to twist. This is called torsional
vibration. If the vibration is too great, the crankshaft
will be damaged. The vibration damper limits the
torsional vibrations to an acceptable amount in order
to prevent damage to the crankshaft.

Illustration 43 g00748980

The camshaft is located in the upper left side of the

cylinder block. The camshaft is driven by gears at the
front of the engine. The camshaft is supported by
bearings that are pressed into the cylinder block.
There are four camshaft bearings. A thrust plate is
mounted between the camshaft drive gear and a
shoulder of the camshaft in order to control the end
play of the camshaft.

This document has been printed from SPI2. NOT FOR RESALE
 UENR4510 39
Systems Operation Section

The camshaft is driven by an idler gear which is Charging System Components

driven by the crankshaft gear. The camshaft rotates in
the same direction as the crankshaft. The crankshaft Alternator
rotates in the counterclockwise direction when the
engine is viewed from the flywheel end of the engine.
There are timing marks on the crankshaft gear, the The alternator is driven by a belt from the crankshaft
idler gear, and the camshaft gear in order to ensure pulley. This alternator is a three-phase, self-rectifying
the correct camshaft timing to the crankshaft for charging unit, and the regulator is part of the
proper valve operation. alternator.

As the camshaft turns, each lobe moves a lifter The alternator design has no need for slip rings and
assembly. There are two lifter assemblies for each the only part that has movement is the rotor
cylinder. Each lifter assembly moves a pushrod. Each assembly. All conductors that carry current are
pushrod moves either the inlet valves or the exhaust stationary. The following conductors are in the circuit:
valves. The camshaft must be in time with the
crankshaft. The relation of the camshaft lobes to the • Field winding
crankshaft position causes the valves in each cylinder
to operate at the correct time. • Stator windings

• Six rectifying diodes

i05959184
• Regulator circuit components
Electrical System
The rotor assembly has many magnetic poles that
look like fingers with air space between each of the
opposite poles. The poles have residual magnetism.
Grounding Practices The residual magnetism produces a small magnetic
field between the poles. As the rotor assembly begins
Correct grounding for the application electrical to turn between the field winding and the stator
system and engine electrical systems is necessary windings, a small amount of alternating current (AC)
for correct performance and reliability. Improper is produced. The AC current is produced in the stator
grounding will result in uncontrolled electrical circuit windings from the small magnetic field. The AC
paths and unreliable electrical circuit paths. current is changed to direct current (DC) when the AC
current passes through the diodes of the rectifier
Uncontrolled engine electrical circuit paths can result bridge. The current is used for the following
in damage to main bearings, crankshaft bearing applications:
journal surfaces, and aluminum components.
• Charging the battery
To ensure correct functioning of the application and
engine electrical systems, an engine-to-frame ground • Supplying the accessory circuit that has the low
strap with a direct path to the negative battery post amperage
must be used. This may be provided by way of a
starting motor ground, a frame to starting motor • Strengthening the magnetic field
ground, or a direct frame to engine ground. Refer to
Operation and Maintenance Manual for more The first two applications use the majority of the
information. current. As the DC current increases through the field
windings, the strength of the magnetic field is
Engine Electrical System increased. As the magnetic field becomes stronger,
more AC current is produced in the stator windings.
The electrical system has the following separate The increased speed of the rotor assembly also
circuits: increases the current and voltage output of the
alternator.
• Charging The voltage regulator is a solid-state electronic
switch. The voltage regulator senses the voltage in
• Starting (If equipped) the system. The voltage regulator switches ON and
OFF many times per second in order to control the
• Accessories with low amperage
field current for the alternator. The alternator uses the
The charging circuit is in operation when the engine is field current in order to generate the required voltage
output.
running. An alternator makes electricity for the
charging circuit. A voltage regulator in the circuit
controls the electrical output in order to keep the NOTICE
battery at full charge. Never operate the alternator without the battery in the
circuit. Making or breaking an alternator connection
The starting circuit is activated only when the start with heavy load on the circuit can cause damage to
switch is activated. the regulator.

This document has been printed from SPI2. NOT FOR RESALE
 40 UENR4510
Systems Operation Section

Illustration 44 g00425518 Illustration 46 g00425521

Typical alternator components Typical starting motor components
(1) Regulator (1) Field
(2) Roller bearing (2) Solenoid
(3) Stator winding (3) Clutch
(4) Ball bearing (4) Pinion
(5) Rectifier bridge (5) Commutator
(6) Field winding (6) Brush assembly
(7) Rotor assembly (7) Armature
(8) Fan
The starting solenoid (2) is an electromagnetic switch
that performs the following basic operations:
Starting System Components
• The starting solenoid (2) closes the high current
Starting Solenoid starting motor circuit with a low current start switch
circuit.
• The starting solenoid (2) engages the pinion of the
starting motor (4) with the ring gear.
Solenoid (2) has windings (one or two sets) around a
hollow cylinder. A plunger that is spring loaded is
inside 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 (1) is made. The magnetic field (1) pulls the
plunger forward in the cylinder. This moves the shift
lever in order to engage the pinion drive gear with the
ring gear. The front end of the plunger then makes
contact across the battery and motor terminals of
solenoid (2). Next, the starting motor begins to turn
the flywheel of the engine.
Illustration 45 g00317613
When the start switch is opened, current no longer
Typical starting solenoid flows through the windings. The spring now pushes
the plunger back to the original position. At the same
time, the spring moves the pinion gear away from the
flywheel.

This document has been printed from SPI2. NOT FOR RESALE
 UENR4510 41
Systems Operation Section

When two sets of solenoid windings are used, the

windings are called the hold-in winding and the pull-in
winding. Both sets of windings have the same
number of turns around the cylinder, but the pull-in
winding uses a wire with a larger diameter. The wire
with a larger diameter produces a greater magnetic
field (1). When the start switch is closed, part of the
current flows from the battery through the hold-in
windings. The rest of the current flows through the
pull-in windings to the motor terminal. The current
then flows through the motor to ground. Solenoid (2)
is fully activated when the connection across the
battery and the motor terminal is complete. When
solenoid (2) is fully activated, the current is shut off
through the pull-in windings. At this point, only the
smaller hold-in windings are in operation. The hold-in
windings operate for the duration of time that is
required in order to start the engine. Solenoid (2) will
now draw less current from the battery, and the heat
that is generated by solenoid (2) will be kept at an
acceptable level.

This document has been printed from SPI2. NOT FOR RESALE
 42 UENR4510
Testing and Adjusting

Testing And Adjusting

Section

Testing and Adjusting

i05995470

Belt Tension Chart

Table 1
Required Tools

Tool Part Number Part Description Qty

A - Belt Tension Gauge 1

Table 2
Fan Drive Belt Tension Chart
Gauge Reading
SAE or RMA Belt
Width of Belt
Size Initial Belt Tension(1) Used Belt Tension(2)
15/16 23.83 mm (0.94 inch) 912 N (205 lb) 730 N (164 lb)

Measure the tension of the belt that is farthest from the engine.
(1) Initial Belt Tension refers to a new belt.
(2) Used Belt Tension refers to a belt that has been in operation for 20 minutes or more at the rated speed.

Install Tooling (A) at the center of the longest free

length of belt and check the tension on the belt.
Check and adjust the tension on the tightest belt. To
adjust the belt tension, refer to Operation and
Maintenance Manual, “Belts - Inspect/Adjust”.
Note: When the belts are replaced, always replace
the belts as a set.
Table 3
Water Pump Drive Belt Tension Chart

Gauge Reading
SAE or RMA Belt
Width of Belt
Size Initial Belt Tension(1) Used Belt Tension(2)
1/2 or 13A 13.89 mm (0.55 inch) 734 N (165 lb) 580 N (130 lb)

Measure the tension of the belt that is farthest from the engine.
(1) Initial Belt Tension refers to a new belt.
(2) Used Belt Tension refers to a belt that has been in operation for 20 minutes or more at the rated speed.

Install Tooling (A) at the center of the longest free

length of belt and check the tension on the belt.
Check and adjust the tension on the tightest belt. To
adjust the belt tension, refer to Operation and
Maintenance Manual, “Belts - Inspect/Adjust”.

This document has been printed from SPI2. NOT FOR RESALE
 UENR4510 43
Fuel System

Fuel System • Elbows

• Relief valves

• Check valves
i02773147 Observe the fuel flow during engine cranking. Look
for air bubbles in the fuel. If there is no fuel in the
Fuel System - Inspect sight gauge, prime the fuel system. Refer to
System Operation, Testing and Adjusting, “Fuel
System - Prime” for more information. If the engine
starts, check for air in the fuel at varying engine
A problem with the components that send fuel to the speeds. When possible, operate the engine under
engine can cause low fuel pressure. This can the conditions which have been suspect of air in
decrease engine performance. the fuel.
1. Check the fuel level in the fuel tank. Ensure that
the vent in the fuel cap is not filled with dirt.

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. Install a new fuel filter.

4. Cut the old filter open with a suitable filter cutter.
Inspect the filter for excess contamination.
Determine the source of the contamination. Make
the necessary repairs.

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

6. 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 Systems
Operation, Testing and Adjusting, “Air in Fuel -
Test” for more information.
Illustration 47 g01096678
7. Remove any air that may be in the fuel system. (1) A steady stream of small bubbles with a diameter of
Refer to Systems Operation, Testing and approximately 1.60 mm (0.063 inch) is an acceptable amount
of air in the fuel.
Adjusting, “Fuel System - Prime”. (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.
i02773148
(3) Excessive air bubbles in the fuel are not acceptable.

Air in Fuel - Test 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 transfer pump. If a second sight gauge
This procedure checks for air in the fuel. This is not available, move the sight gauge from the fuel
procedure also assists in finding the source of the air.
return line and install the sight gauge at the inlet to
1. Examine the fuel system for leaks. Ensure that the the fuel transfer pump. Observe the fuel flow
fuel line fittings are properly tightened. Check the during engine cranking. Look for air bubbles in the
fuel level in the fuel tank. Air can enter the fuel fuel. If the engine starts, check for air in the fuel at
system on the suction side between the fuel varying engine speeds.
transfer pump and the fuel tank. If excessive air is not seen at the inlet to the fuel
transfer pump, the air is entering the system after
2. Install a suitable fuel flow tube with a visual sight the fuel transfer pump. Proceed to Step 6.
gauge in the fuel return line. When possible, install
the sight gauge in a straight section of the fuel line If excessive air is seen at the inlet to the fuel
transfer pump, air is entering through the suction
that is at least 304.8 mm (12 inches) long. Do not side of the fuel system.
install the sight gauge near the following devices
that create turbulence:

This document has been printed from SPI2. NOT FOR RESALE
 44 UENR4510
Fuel System

2. Remove the valve cover and look for broken parts.

Repair any broken parts or replace any broken
To avoid personal injury, always wear eye and parts that are found. Inspect all wiring to the
face protection when using pressurized air. solenoids. Look for loose connections. Also look
for frayed wires or broken wires. Ensure that the
4. Pressurize the fuel tank to the recommendations of connector for the unit injector solenoid is properly
the OEM in order to avoid damage to the fuel tank. connected. Perform a pull test on each of the
Check for leaks in the fuel lines between the fuel wires. Refer to Troubleshooting, “Electrical
tank and the fuel transfer pump. Repair any leaks Connectors - Inspect”. Inspect the posts of the
that are found. Check the fuel pressure in order to solenoid for arcing. If arcing or evidence of arcing
ensure that the fuel transfer pump is operating is found, remove the cap assembly. Refer to
properly. For information about checking the fuel Disassembly and Assembly, “Electronic Unit
pressure, see System Operation, Testing and Injector - Remove”. Clean the connecting posts.
Adjusting, “Fuel System Pressure - Test”. Reinstall the cap assembly and tighten the
solenoid nuts to the correct torque. Refer to
5. If the source of the air is not found, disconnect the Disassembly and Assembly, “Electronic Unit
supply line from the fuel tank and connect an Injector - Install”.
external fuel supply to the inlet of the fuel transfer
pump. If this corrects the problem, repair the fuel 3. Check the valve lash setting for the cylinder of the
tank or the stand pipe in the fuel tank. suspect unit injector. Refer to Systems Operation,
Testing and Adjusting, “Engine Valve Lash -
6. If the injector sleeve is worn or damaged, Inspect/Adjust”.
combustion gases may be leaking into the fuel
system. Also, if the O-rings on the injector sleeves 4. Ensure that the bolts that hold the unit injector is
are worn, missing, or damaged, combustion gases tightened to the proper torque. If necessary, loosen
may leak into the fuel system. the bolts that hold the unit injector and tighten the
bolts to the correct torque. Refer to Disassembly
i05996212 and Assembly, “Electronic Unit Injector - Install”.

5. Remove the suspect unit injector and check the

Electronic Unit Injector - Test unit injector for signs of exposure to coolant. Refer
to Disassembly and Assembly, “Electronic Unit
Injector - Remove”. Exposure to coolant will cause
This procedure assists in identifying the cause for an
injector misfiring. Perform this procedure only after rust to form on the injector. If the unit injector
performing the Cylinder Cutout Test. Refer to shows signs of exposure to coolant, remove the
Troubleshooting for more information. injector sleeve and inspect the injector sleeve.
Refer to Disassembly and Assembly, “Electronic
1. Check for air in the fuel, if this procedure has not Unit Injector Sleeve - Remove”. Replace the
already been performed. Refer to Systems injector sleeve if the injector sleeve is damaged.
Operation, Testing and Adjusting, “Air in Fuel - Check the unit injector for an excessive brown
Test”. discoloration that extends beyond the injector tip. If
excessive discoloration is found, check the quality
of the fuel. Refer to Systems Operation, Testing
and Adjusting, “Fuel Quality - Test”. Replace the
Electrical shock hazard. The electronic unit injec- seals on the injector and reinstall the injector.
tor system uses 90-120 volts. Refer to Disassembly and Assembly, “Electronic
Unit Injector - Install”. Also refer to Disassembly
and Assembly, “Electronic Unit Injector Sleeve -
Install”.
6. If the problem is not resolved, replace the suspect
injector with a new injector.

This document has been printed from SPI2. NOT FOR RESALE
 UENR4510 45
Fuel System

i05995451 2. Insert Tooling (B) into the timing hole (2). The
timing hole is located approximately
Finding Top Center Position for 127 to 152 mm (5.0 to 6.0 inch) above the turning
hole for Tooling (A) in the flywheel housing. Use
No. 1 Piston Tooling (A) in order to turn the engine flywheel.
Turn the flywheel in the direction of engine rotation.
Table 4
The direction of engine rotation is
counterclockwise, as the engine is viewed from the
Required Tools
flywheel end. Turn the flywheel until Tooling (C)
Tool Part Number Part Description Qty engages with the hole in the flywheel.
A CH11148 Engine Turning Tool 1 Note: If the flywheel is turned beyond the point of
B CVT0015 Adapter 1 engagement, the flywheel must be turned in the
direction that is reverse of normal engine rotation.
C 27610286 Timing Pin 1 Turn the flywheel by approximately 30 degrees. Then
turn the flywheel in the direction of normal rotation
until Tooling (C) engages with the hole in the flywheel.
This procedure removes the play from the gears
when the No. 1 piston is at the top center position.

3. Remove the valve mechanism cover from the

engine.

4. The inlet and exhaust valves for the No. 1 cylinder

are fully closed if No. 1 piston is on the
compression stroke and the rocker arms can be
moved by hand. If the rocker arms cannot be
moved and the valves are slightly open, the No. 1
piston is on the exhaust stroke.

Note: When the actual stroke position is identified,

and the other stroke position is needed, remove
Tooling (C) from the hole in the flywheel. Then turn
the flywheel by 360 degrees in the direction of normal
engine rotation and reinstall Tooling (C) into the hole
in the flywheel.
Note: Never turn the engine by the crankshaft
vibration damper. The crankshaft vibration damper is
a precision part. Major engine failure may occur as a
result of damaging the crankshaft vibration damper.

i02773153

Illustration 48 g01395098 Fuel Quality - Test

Typical example
(1) Flywheel housing
(2) Timing hole plug Ensure that all adjustments and repairs are
(3) Cover bolt performed by authorized personnel that have had the
(4) Cover correct training.

1. Remove two bolts (3) and remove cover (4) from Use the following procedure to test for problems
flywheel housing (1) in order to open the turning regarding fuel quality:
hole. 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.

This document has been printed from SPI2. NOT FOR RESALE
 46 UENR4510
Fuel System

Note: A water separator can appear to be full of fuel • The fuel tank is empty or the fuel tank has been
when the water separator is actually full of water. partially drained.

2. Determine if contaminants are present in the fuel. • The engine has been in storage.
Remove a sample of fuel from the bottom of the
• The fuel filter has been replaced.
fuel tank. Visually inspect the fuel sample for
contaminants. The color of the fuel is not • The pressure fuel lines have been disconnected.
necessarily an indication of fuel quality. However,
fuel that is black, brown, and/or similar to sludge 1. Ensure that the key switch is in the OFF position.
can be an indication of the growth of bacteria or oil Ensure that the fuel tank is full of clean diesel fuel.
contamination. In cold temperatures, cloudy fuel Check that the fuel supply valve (if equipped) is in
indicates that the fuel may not be suitable for the “ON” position.
operating conditions.
Refer to Operation and Maintenance Manual,
“Fluid Recommendations” for more information.
3. If fuel quality is still suspected as a possible cause
to 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

• Air in the fuel

• Other fuel characteristics

i05995450 Illustration 49 g03742605

Typical example
Fuel System - Prime
2. Unlock the fuel priming pump handle (1). Turn
handle counter clockwise. Operate the fuel pump
handle until strong pressure can be felt.

Fuel leaked or spilled onto hot surfaces or electri- 3. When strong pressure can be felt, press in the fuel
cal components can cause a fire. To help prevent pump handle and lock the handle into the fuel
possible injury, turn the start switch off when pump body (2). In order to lock the handle, turn
changing fuel filters or water separator elements. handle clockwise.
Clean up fuel spills immediately.
Note: The stronger the pressure in the fuel system
Refer to Operation and Maintenance Manual, the quicker the engine will start.
“General Hazard Information” before any adjustments
or repairs are performed NOTICE
Do not crank the engine continuously for more than
If necessary, perform minor adjustments. Repair any 30 seconds. Allow the starting motor to cool for two
leaks from the fuel system and from the cooling, minutes before cranking the engine again.
lubrication, or air systems. Ensure that all
adjustments and repairs are performed by authorized
personnel that have had the correct training. 4. Start the engine, refer to Operation and
Maintenance Manual, “Starting the Engine” for
The fuel system should be primed under the
following conditions: more information.
5. If the engine will not start, repeat Step 2 to Step 3.

This document has been printed from SPI2. NOT FOR RESALE
 UENR4510 47
Fuel System

6. Once the engine starts, allow the engine to operate Fuel Pressure Readings
with no load for 5 minutes.
The typical fuel pressure of the engine at operating
7. If the engine will not start, refer to Troubleshooting, temperature can vary. At low idle, the fuel pressure
“Engine Cranks but will not Start”. can be 538 kPa (78 psi). At high rpm, the fuel
pressure can be 641 kPa (93 psi).
i05995569 The performance of the unit injector deteriorates
when the fuel pressure drops below 241 kPa (35 psi).
Fuel System Pressure - Test Low-power complaints and erratic operation can
occur in this situation. Check for a plugged fuel filter
or air in the fuel lines as possible causes for these
complaints before replacing fuel system components.
Low Fuel Pressure
Checking Fuel Pressure
Low fuel pressure can cause low power. Low fuel
pressure can also cause cavitation of the fuel which Table 5
can damage the fuel injectors. The following Required Tools
conditions can cause low fuel pressure:
Tool Part Number Part Description Qty
• Plugged fuel filters
A - Pressure Gauge 1
• Debris in the check valves for the fuel priming
pump

• Debris in the pressure regulating valve

• Partially open check valve

• Sticking or worn fuel pressure regulating valve in

the fuel transfer pump

• Severe wear on return fuel pressure regulating

valve in the fuel filter base
• Worn gears in the fuel transfer pump

• Pinched fuel lines or undersized fuel lines

• Old fuel lines that have a reduced interior diameter
that was caused by swelling
• Fuel lines with deteriorating interior surfaces

• Pinched fuel line fittings or undersized fuel line

fittings
• Debris in the fuel tank, fuel lines, or fuel system
components that create restrictions

High Fuel Pressure

Excessive fuel pressure can cause fuel filter gaskets
to rupture. The following conditions can cause high Illustration 50 g03756141
fuel pressure:
Typical example
• Plugged orifices in the fuel pressure regulating
valve To check the fuel pressure after the secondary filter,
remove fuel pressure sensor (1) from the fuel filter
• Stuck fuel pressure regulating valve in the fuel base. Refer to Disassembly and Assembly, “Fuel
transfer pump Pressure Sensor - Remove and Install” for the correct
procedure. If necessary, remove adaptor (2). Install a
• Pinched fuel return line pressure gauge, and start the engine.
To check the fuel pressure between the fuel transfer
pump and the secondary filter, remove plug (3) from
the fuel filter base. Install a pressure gauge, and start
the engine.

This document has been printed from SPI2. NOT FOR RESALE
 48 UENR4510
Fuel System

i02828067

Gear Group (Front) - Time

Illustration 51 g01109497
Front Gear Group
(1) Camshaft gear and timing reference gear
(2) Timing marks
(3) Camshaft idler gear
(4) Crankshaft gear

Correct fuel injection timing and correct valve

mechanism operation is determined by the timing
reference gear and the alignment of the front gear
group. The timing reference gear is located on the
camshaft gear. The timing reference gear is used to
measure crankshaft rotation. During installation of the
front gear, timing marks (2) on idler gear (3) must be
in alignment with the timing marks on crankshaft gear
(4) and the timing marks on camshaft gear (1).
Check the teeth on the timing reference gear. The
teeth should not be defaced. The teeth should have
sharp clean edges and the teeth should be free of
contaminants.

Note: The electronic injection timing must be

calibrated after reassembly of the front gear train.
Refer to Troubleshooting, “Engine Speed/Timing
Sensor - Calibrate”.

This document has been printed from SPI2. NOT FOR RESALE
 UENR4510 49
Air Inlet and Exhaust System

Air Inlet and Exhaust 4. Use Tooling (A) for this test.

System

i05957594

Air Inlet and Exhaust System -

Inspect

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.
Table 6
Required Tools

Tool Part Number Part Description Qty

Differential Pressure
A - 1
Gauge

Air Inlet Restriction

There will be a reduction in the performance of the
engine if there is a restriction in the air inlet system.

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.

Hot engine components can cause injury from

burns. Before performing maintenance on the en-
gine, 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.

This document has been printed from SPI2. NOT FOR RESALE
 50 UENR4510
Air Inlet and Exhaust System

Illustration 52 g03738412
A typical example of air inlet piping
(1) Air Cleaner (2) Test location (3) Turbocharger

Maximum restriction...........6.2 kPa (25 in of H2O)

a. Connect the vacuum port of the differential
pressure gauge to test location (2). Test The air flow through a new engine air cleaner element
location (2) may be located anywhere along must not have a restriction of more than the following
the air inlet piping after air cleaner (1) but amount:
before turbocharger (3).
Maximum restriction...........3.7 kPa (15 in of H2O)
b. Leave the pressure port of the differential
pressure gauge open to the atmosphere. i02788812

c. Start the engine. Run the engine at full load. Turbocharger - Inspect
d. Record the value.
e. Compare the result from step 4.d. to the
appropriate values that follow.
Hot engine components can cause injury from
The air flow through a used engine air cleaner may burns. Before performing maintenance on the en-
have a restriction. The air flow through a plugged gine, allow the engine and the components to
engine air cleaner will be restricted to some cool.
magnitude. In either case, the restriction must not be
more than the following amount:

This document has been printed from SPI2. NOT FOR RESALE
 UENR4510 51
Air Inlet and Exhaust System

2. Clean the compressor wheel and clean the

compressor housing if you find buildup of foreign
Personal injury can result from rotating and mov- material. If there is no buildup of foreign material,
ing parts. go to Step 3.

Stay clear of all rotating and moving parts. 3. Turn the rotating assembly by hand. While you turn
the assembly, push the assembly sideways . The
Never attempt adjustments while the machine is assembly should turn freely. The compressor
moving or the engine is running unless otherwise
specified. wheel should not rub the compressor housing.
Replace the turbocharger if the compressor wheel
The machine must be parked on a level surface rubs the compressor wheel housing. If there is no
and the engine stopped. rubbing or scraping, go to Step 4.

4. Inspect the compressor and the compressor wheel

NOTICE housing for oil leakage. An oil leak from the
Keep all parts clean from contaminants. compressor may deposit oil in the aftercooler.
Contaminants may cause rapid wear and shortened Drain and clean the aftercooler if you find oil in the
component life. aftercooler.
a. Check the oil level in the crankcase. If the oil
NOTICE level is too high, adjust the oil level.
Care must be taken to ensure that fluids are con-
b. Inspect the air cleaner element for restriction. If
tained during performance of inspection, mainte-
nance, testing, adjusting and repair of the product. Be restriction is found, correct the problem.
prepared to collect the fluid with suitable containers
c. Inspect the engine crankcase breather. Clean
before opening any compartment or disassembling
any component containing fluids. the engine crankcase breather or replace the
engine crankcase breather if the engine
Dispose of all fluids according to local regulations and crankcase breather is plugged.
mandates.
d. Remove the oil drain line for the turbocharger.
Inspect the drain opening. Inspect the oil drain
Before you begin inspection of the turbocharger, be
sure that the inlet air restriction is within the line. Inspect the area between the bearings of
specifications for your engine. Be sure that the the rotating assembly shaft. Look for oil
exhaust system restriction is within the specifications sludge. Inspect the oil drain hole for oil sludge.
for your engine. Refer to Systems Operation, Testing Inspect the oil drain line for oil sludge in the
and Adjusting, “Air Inlet and Exhaust System - drain line. If necessary, clean the rotating
Inspect”.
assembly shaft. If necessary, clean the oil
The condition of the turbocharger will have definite drain hole. If necessary, clean the oil drain line.
effects on engine performance. Use the following
inspections and procedures to determine the e. If Steps 4.a. through 4.d. did not reveal the
condition of the turbocharger. source of the oil leakage, the turbocharger has
internal damage. Replace the turbocharger.
• Inspection of the Compressor and the Compressor
Housing Inspection of the Turbine Wheel
• Inspection of the Turbine Wheel and the Turbine and the Turbine Housing
Housing
Remove the air piping from the turbine housing.
Inspection of the Compressor and
the Compressor Housing
Remove air piping from the compressor inlet.

1. Inspect the compressor wheel for damage from a

foreign object. If there is damage, determine the
source of the foreign object. As required, clean the
inlet system and repair the intake system. Replace
the turbocharger. If there is no damage, go to Step
3.

This document has been printed from SPI2. NOT FOR RESALE
 52 UENR4510
Air Inlet and Exhaust System

a. Remove the oil drain line for the turbocharger.

Inspect the drain opening. Inspect the area
between the bearings of the rotating assembly
shaft. Look for oil sludge. Inspect the oil drain
hole for oil sludge. Inspect the oil drain line for
oil sludge. If necessary, clean the rotating
assembly shaft. If necessary, clean the drain
opening. If necessary, clean the drain line.

b. If crankcase pressure is high, or if the oil drain

is restricted, pressure in the center housing
may be greater than the pressure of turbine
housing (1). Oil flow may be forced in the
wrong direction and the oil may not drain.
Check the crankcase pressure and correct any
problems.

c. If the oil drain line is damaged, replace the oil

drain line.
Illustration 53 g00763164
d. Check the routing of the oil drain line.
Typical example Eliminate any sharp restrictive bends. Make
(1) Turbine Housing sure that the oil drain line is not too close to the
(2) Turbine Wheel
(3) Turbocharger engine exhaust manifold.

e. If Steps 4.a. through 4.d. did not reveal the

1. Inspect the turbine for damage by a foreign object. source of the oil leakage, turbocharger (3) has
If there is damage, determine the source of the internal damage. Replace turbocharger (3).
foreign object. Replace turbocharger (3). If there is
no damage, go to Step 2.
i02788813

2. Inspect turbine wheel (2) for buildup of carbon and

other foreign material. Inspect turbine housing (1) Exhaust Temperature - Test
for buildup of carbon and foreign material. Clean
turbine wheel (2) and clean turbine housing (1) if
Table 7
you find buildup of carbon or foreign material. If
there is no buildup of carbon or foreign material, go Required Tools
to Step 3. Tool Part Number Part Description Qty

3. Turn the rotating assembly by hand. While you turn A - Infrared Thermometer 1
the assembly, push the assembly sideways. The
assembly should turn freely. Turbine wheel (2) When the engine runs, the temperature of an exhaust
should not rub turbine wheel housing (1). Replace manifold port can indicate the condition of a fuel
turbocharger (3) if turbine wheel (2) rubs turbine injection nozzle.
housing (1). If there is no rubbing or scraping, go to A low temperature indicates that no fuel is flowing to
Step 4. the cylinder. An inoperative fuel injection nozzle or a
problem with the fuel injection pump could cause this
4. Inspect the turbine and turbine housing (1) for oil low temperature.
leakage. Inspect the turbine and turbine housing
(1) for oil coking. Some oil coking may be cleaned. A very high temperature can indicate that too much
Heavy oil coking may require replacement of the fuel is flowing to the cylinder. A malfunctioning fuel
injection nozzle could cause this very high
turbocharger. If the oil is coming from the temperature.
turbocharger center housing go to Step 4.a..
Use Tooling (A) to check exhaust temperature.

This document has been printed from SPI2. NOT FOR RESALE
 UENR4510 53
Air Inlet and Exhaust System

i02788814

Engine Crankcase Pressure This engine uses high voltage to control the fuel
(Blowby) - Test injectors.
Disconnect electronic fuel injector enable circuit
connector to prevent personal injury.
Table 8
Required Tools Do not come in contact with the fuel injector ter-
minals while the engine is running.
Tool Part Number Part Name Quantity

A - Pressure Gauge 1 Note: Valve lash is measured between the rocker

arm and the valve bridge. All measurements and
Damaged pistons or rings can cause too much adjustments must be made with the engine stopped
pressure in the crankcase. This condition will cause and the valves fully closed.
the engine to run rough. There will be more than the
normal amount of fumes (blowby) rising from the Valve Lash Check
crankcase breather. The breather can then become
restricted in a very short time, causing oil leakage at An adjustment is NOT NECESSARY if the
gaskets and seals that would not normally have measurement of the valve lash is in the acceptable
leakage. Blowby can also be caused by worn valve range in Table 9 .
guides or by a failed turbocharger seal.
Prior to checking the valve lash, put the No. 1 piston
Install Tooling (A) to the most convenient location on at the top center position on the compression stroke.
the output tube for the crankcase breather or the Refer to Testing and Adjusting, “Finding Top Center
breather hose. The pressure for the engine blowby Position for No. 1 Piston”.
should be 0.25 kPa (1 inch of H2O). Table 9

Note: Do not use the data alone to determine if the Inlet Valves Exhaust Valves
engine should be overhauled. Other indicators such Valve Lash
0.38 ± 0.08 mm 0.64 ± 0.08 mm
as high oil consumption, low power, hard starting, and Check (Stopped
(0.015 ± 0.003 inch) (0.025 ± 0.003 inch)
excessive fuel consumption must be considered. Engine)

After a new engine is used for a short time, the TC Compres-

1-2-4 1-3-5
blowby can decrease as the rings are seated. New sion Stroke
engines should be checked for blowby during all TC Exhaust
maintenance checks. As the piston rings and cylinder 3-5-6 2-4-6
Stroke(1)
walls wear, the blowby will gradually increase.
Firing Order 1-5-3-6-2-4(2)
The blowby on a worn engine may be two times or (1) 360° from TC compression stroke
more than the blowby of a new engine and may (2) The No. 1 cylinder is at the front of the engine.
indicate the need for an overhaul.
If the measurement is not within this range, an
i05957447 adjustment is necessary. Refer to “Valve Lash
Adjustment” for the proper procedure.
Engine Valve Lash - Inspect/
Adjust

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 meas-
uring valve clearance.

This document has been printed from SPI2. NOT FOR RESALE
 54 UENR4510
Air Inlet and Exhaust System

Valve Lash Adjustment

Illustration 54 g01101255
Cylinder and valve location
(A) Exhaust valves
(B) Inlet valves

Use the following procedure to adjust the valve lash: Illustration 55 g01104149
Adjustment of the valves
1. Put the No. 1 piston at the top center position on
(1) Inlet rocker arm
the compression stroke. Refer to Testing and (2) Adjustment locknut
Adjusting, “Finding Top Center Position for No. 1 (3) Exhaust valve rocker arm
Piston”. (4) Adjustment locknut
Table 10
2. Adjust the valve lash according to Table 10 .
TC Compression
Inlet Valves Exhaust Valves
Stroke
a. Lightly tap the rocker arm at the top of the
0.38 ± 0.08 mm 0.64 ± 0.08 mm adjustment screw with a soft mallet. This will
Valve Lash (0.015 ± 0.003 inch) (0.025 ± 0.003 inch)
ensure that the lifter roller seats against the
Cylinders 1-2-4 1-3-5 base circle of the camshaft.
b. Loosen the adjustment locknut.

c. Place the appropriate feeler gauge between

rocker arm and the valve bridge. Then, turn the
adjustment screw in a clockwise direction.
Slide the feeler gauge between the rocker arm
and the valve bridge. Continue turning the
adjustment screw until a slight drag is felt on
the feeler gauge. Remove the feeler gauge.

d. Tighten the adjustment locknut to a torque of

30 N·m (22 lb ft). Do not allow the adjustment
screw to turn while you are tightening the
adjustment locknut. Recheck the valve lash
after tightening the adjustment locknut.

3. Remove the timing bolt and turn the flywheel by

360 degrees in the direction of engine rotation.
This will put the No. 6 piston at the top center
position on the compression stroke. Install the
timing bolt in the flywheel.

This document has been printed from SPI2. NOT FOR RESALE
 UENR4510 55
Air Inlet and Exhaust System

Table 11
TC Exhaust
Stroke(1) Inlet Valves Exhaust Valves

0.38 ± 0.08 mm 0.64 ± 0.08 mm

Valve Lash (0.015 ± 0.003 inch) (0.025 ± 0.003 inch)

Cylinders 3-5-6 2-4-6

(1) Position for No. 1 cylinder

4. Adjust the valve lash according to Table 11 .

a. Lightly tap the rocker arm at the top of the

adjustment screw with a soft mallet. This will
ensure that the lifter roller seats against the
base circle of the camshaft.
b. Loosen the adjustment locknut.

c. Place the appropriate feeler gauge between

rocker arm and the valve bridge. Then, turn the
adjustment screw in a clockwise direction.
Slide the feeler gauge between the rocker arm
and the valve bridge. Continue turning the
adjustment screw until a slight drag is felt on
the feeler gauge. Remove the feeler gauge.

d. Tighten the adjustment locknut to a torque of

30 N·m (22 lb ft). Do not allow the adjustment
screw to turn while you are tightening the
adjustment locknut. Recheck the valve lash
after tightening the adjustment locknut.

5. Remove the timing bolt from the flywheel after all

adjustments to the valve lash have been made.
Reinstall the timing cover.

This document has been printed from SPI2. NOT FOR RESALE
 56 UENR4510
Lubrication System

Lubrication System

i05957448

Engine Oil Pressure - Test

The engine oil pressure may be checked

electronically by using the electronic service tool. The
engine oil pressure can be measured with the
electronic service tool. Refer to Troubleshooting for
information on the use of the electronic service tool.

Measuring Engine Oil Pressure

Work carefully around an engine that is running.

Engine parts that are hot, or parts that are mov- Illustration 56 g01130714
ing, can cause personal injury. Typical example
(1) Engine oil temperature sensor
(2) Engine oil pressure sensor
NOTICE
Keep all parts clean from contaminants. 1. Remove the engine oil temperature sensor (1) or
an access plug from the oil rail.
Contaminants may cause rapid wear and shortened
component life. 2. Install Tooling (A).

3. Start the engine. Refer to Operation and

NOTICE Maintenance Manual, “Fluid Recommendations”
Care must be taken to ensure that fluids are con- for the correct engine oil.
tained during performance of inspection, mainte-
nance, testing, adjusting and repair of the product. Be 4. Record the value of the engine oil pressure when
prepared to collect the fluid with suitable containers the engine is at operating temperature 100 °C
before opening any compartment or disassembling
(212 °F).
any component containing fluids.
The minimum engine oil pressure at 1800 rpm
Dispose of all fluids according to local regulations and should be approximately 275 to 414 kPa
mandates.
(40 to 59 psi). Minimum engine oil pressure at low
idle rpm (700 to 800 rpm) should be approximately
Table 12 125 kPa (18 psi).
Required Tools
5. Compare the recorded engine oil pressure with the
Tool Part Number Part Name Quantity
oil pressure indicators on the instrument panel and
A - Pressure Gauge 1 the engine oil pressure that is displayed on the
electronic service tool.
Tooling (A) measures the oil pressure in the system. 6. An engine oil pressure indicator that has a defect
or an engine oil pressure sensor that has a defect
can give a false indication of a low oil pressure or a
high oil pressure. If there is a notable difference
between the engine oil pressure readings make
necessary repairs.

7. If low engine oil pressure is determined, refer to

“Reasons for Low Engine Oil Pressure”.

8. If high engine oil pressure is determined, refer to

“Reason for High Engine Oil Pressure”.

This document has been printed from SPI2. NOT FOR RESALE
 UENR4510 57
Lubrication System

Reasons for Low Engine Oil NOTICE

Pressure Perkins oil filters are manufactured to Perkins specifi-
cations. Use of an oil filter that is not recommended
NOTICE by Perkins could result in severe damage to the en-
Keep all parts clean from contaminants. gine bearings, and the crankshaft as a result of the
larger waste particles from unfiltered oil entering the
Contaminants may cause rapid wear and shortened engine lubricating system. Only use oil filters recom-
component life. mended by Perkins.

NOTICE 3. If the engine oil bypass valves are held in the open
Care must be taken to ensure that fluids are con- position, a reduction in the oil pressure can be the
tained during performance of inspection, mainte- result. A reduced engine oil pressure may be due
nance, testing, adjusting and repair of the product. Be to debris in the engine oil. If the engine oil bypass
prepared to collect the fluid with suitable containers valves are stuck in the open position, remove each
before opening any compartment or disassembling engine oil bypass valve and clean each bypass
any component containing fluids. valve in order to correct this problem. You must
Dispose of all fluids according to local regulations and also clean each bypass valve bore. Install new
mandates. engine oil filters. New engine oil filters will prevent
more debris from causing this problem. For
information on the repair of the engine oil bypass
• Engine oil level is low. Refer to Step 1. valves, refer to Disassembly and Assembly,
• Engine oil is contaminated. Refer to Step 2. “Engine Oil Filter Base - Disassemble”.

• The engine oil bypass valves are open. Refer to 4. An oil line or an oil passage that is open, broken, or
Step 3. disconnected will cause low engine oil pressure.
An open lubrication system could be caused by a
• The engine lubrication system is open. Refer to piston cooling jet that is missing or damaged.
Step 4. Determine the reason for an open lubrication
• The oil pickup tube has a leak or a restricted inlet system of the engine and make the necessary
screen. Refer to Step 5. repairs.

• The engine oil pump is faulty. Refer to Step 6. Note: The piston cooling jets direct engine oil toward
the bottom of the piston in order to cool the piston.
• Engine bearings have excessive clearance. Refer The oil also provides lubrication for the piston pin.
to Step 7. Breakage, a restriction, or incorrect installation of the
piston cooling jets will cause seizure of the piston.
1. Check the engine oil level in the crankcase. The oil
level can possibly be too far below the oil pump 5. The inlet screen of the oil pickup tube for the
supply tube. An engine oil level that is too low will engine oil pump can have a restriction. This
cause the oil pump not to have the ability to supply restriction will cause cavitation and a loss of
enough lubrication to the engine components. If engine oil pressure. Check the inlet screen on the
the engine oil level is low add engine oil in order to oil pickup tube and remove any material that may
obtain the correct engine oil level. Refer to be restricting engine oil flow. Low engine oil
Operation and Maintenance Manual, “Fluid pressure may also be the result of the oil pickup
Recommendations” for the correct engine oil. tube that is drawing in air. Check the joints of the
oil pickup tube for cracks or a damaged O-ring
2. Engine oil that is contaminated with fuel or coolant seal. Remove the engine oil pan in order to gain
will cause low engine oil pressure. High engine oil access to the oil pickup tube and the oil screen.
level in the crankcase can be an indication of Refer to Disassembly and Assembly, “Engine Oil
contamination. Determine the reason for Pan - Remove and Install” for more information.
contamination of the engine oil and make the
necessary repairs. Replace the engine oil with the 6. Check the following problems that may occur to the
approved grade of engine oil. Refer to Operation engine oil pump.
and Maintenance Manual, “Fluid
Recommendations” for the correct engine oil.

This document has been printed from SPI2. NOT FOR RESALE
 58 UENR4510
Lubrication System

NOTICE
a. Air leakage in the supply side of the oil pump Perkins oil filters are manufactured to Perkins specifi-
will also cause cavitation and loss of oil cations. Use of an oil filter that is not recommended
pressure. Check the supply side of the oil by Perkins could result in severe damage to the en-
pump and make necessary repairs. For gine bearings, and the crankshaft as a result of the
information on the repair of the engine oil larger waste particles from unfiltered oil entering the
pump, refer to Disassembly and Assembly, engine lubricating system. Only use oil filters recom-
“Engine Oil Pump - Remove”. mended by Perkins.

b. Oil pump gears that have too much wear will

cause a reduction in oil pressure. Repair the i05998391
engine oil pump. For information on the repair
of the engine oil pump, refer to Disassembly Engine Oil Pump - Inspect
and Assembly, “Engine Oil Pump - Remove”.

7. Excessive clearance at engine bearings will cause The inlet screen of the supply tube for the engine oil
low engine oil pressure. Check the engine pump can have a restriction. A restriction of the inlet
components that have excessive bearing screen of the supply tube will cause cavitation and a
clearance and make the necessary repairs. loss of oil pressure. Air leakage in the supply side of
the engine oil pump will also cause cavitation and
Reason for High Engine Oil loss of oil pressure. If the bypass valve for the engine
oil pump is held in the open position, the lubrication
Pressure system cannot achieve maximum pressure. Oil pump
gears that have too much wear will cause a reduction
NOTICE in the oil pressure.
Keep all parts clean from contaminants.
If any part of the engine oil pump is worn enough in
Contaminants may cause rapid wear and shortened order to affect the performance of the engine oil
component life. pump, the engine oil pump must be replaced.

i02788840
NOTICE
Care must be taken to ensure that fluids are con- Excessive Bearing Wear -
tained during performance of inspection, mainte-
nance, testing, adjusting and repair of the product. Be Inspect
prepared to collect the fluid with suitable containers
before opening any compartment or disassembling
any component containing fluids. When some components of the engine show bearing
wear in a short time, the cause can be a restriction in
Dispose of all fluids according to local regulations and an oil passage.
mandates.
An engine oil pressure indicator may show that there
is enough oil pressure, but a component is worn due
Engine oil pressure will be high if the engine oil to a lack of lubrication. In such a case, look at the
bypass valves become stuck in the closed position passage for the oil supply to the component. A
and the engine oil flow is restricted. Foreign matter in restriction in an oil supply passage will not allow
the engine oil system could be the cause for the enough lubrication to reach a component. This will
restriction of the oil flow and the movement of the result in early wear.
engine oil bypass valves. If the engine oil bypass
valves are stuck in the closed position, remove each
bypass valve and clean each bypass valve in order to
correct this problem. You must also clean each
bypass valve bore. Install new engine oil filters. New
engine oil filters will prevent more debris from causing
this problem. For information on the repair of the
engine oil filter bypass valve, refer to Disassembly
and Assembly, “Engine Oil Filter Base -
Disassemble”.

This document has been printed from SPI2. NOT FOR RESALE
 UENR4510 59
Lubrication System

i02788843 Refer to Operation and Maintenance Manual for the

correct lubricating oil.
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

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.

i05957450

Increased Engine Oil

Temperature - Inspect

If the oil temperature is high, then check for a

restriction in the oil passages of the oil cooler. A
restriction in the oil cooler will not cause low oil
pressure in the engine.
Determine if the oil cooler bypass valve is held in the
open position. This condition will allow the oil to pass
through the valve instead of the oil cooler. The oil
temperature will increase.

This document has been printed from SPI2. NOT FOR RESALE
 60 UENR4510
Cooling System

Cooling System 4. Check the water temperature gauge. A water

temperature gauge which does not work correctly
will not show the correct temperature. Refer to
Systems Operation, Testing and Adjusting,
“Cooling System - Inspect”.
i05998394
5. Check the sending unit. In some conditions, the
Cooling System - Check temperature sensor in the engine sends signals to
(Overheating) 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,
Above normal coolant temperatures can be caused the gauge can show an incorrect reading. Also if
by many conditions. Use the following procedure to the electric wire breaks or if the electric wire shorts
determine the cause of above normal coolant out, the gauge can show an incorrect reading.
temperatures:
6. Inspect the radiator.

a. Check the radiator for a restriction to coolant

flow. Check the radiator for debris, dirt, or
Personal injury can result from escaping fluid deposits on the inside of the radiator core.
under pressure. Debris, dirt, or deposits will restrict the flow of
coolant through the radiator.
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. b. Check for debris or damage between the fins
of the radiator core. Debris between the fins of
1. Check the coolant level in the cooling system. the radiator core restricts air flow through the
Refer to Operation and Maintenance Manual, radiator core. Refer to Systems Operation,
“Cooling System Coolant Level - Check”. If the Testing and Adjusting, “Cooling System -
coolant level is too low, air will get into the cooling Inspect”.
system. Air in the cooling system will cause a
c. Ensure that the radiator size is adequate for
reduction in coolant flow and bubbles in the
the application. An undersized radiator does
coolant. Air bubbles will keep coolant away from
not have enough area for the effective release
the engine parts, which will prevent the transfer of
of heat. This may cause the engine to run at a
heat to the coolant. Low coolant level is caused by
temperature that is higher than normal. The
leaks or incorrectly filling the radiator.
normal temperature is dependent on the
2. Check the mixture of antifreeze and water. Refer to ambient temperature.
Operation and Maintenance Manual, “Fluid
7. Check the filler cap. A pressure drop in the radiator
Recommendations”. If the coolant mixture is
can cause the boiling point to be lower. This can
incorrect, drain the system. Put the correct mixture
cause the cooling system to boil. Refer to Systems
of water, antifreeze, and coolant conditioner in the
Operation, Testing and Adjusting, “Cooling System
cooling system.
- Test”.
3. Check for air in the cooling system. Air can enter 8. Check the fan and/or the fan shroud.
the cooling system in different ways. The most
common causes of air in the cooling system are a. The fan must be large enough to send air
not filling the cooling system correctly and through most of the area of the radiator core.
combustion gas leakage into the cooling system. Ensure that the size of the fan and the position
Combustion gas can get into the system through of the fan are adequate for the application.
inside cracks, a damaged cylinder head, or a
damaged cylinder head gasket. Air in the cooling b. The fan shroud must be the proper size and
system causes a reduction in coolant flow and the fan shroud must be positioned correctly.
bubbles in the coolant. Air bubbles keep coolant Ensure that the size of the fan shroud and the
away from the engine parts, which prevents the position of the fan shroud are adequate for the
transfer of heat to the coolant. application.

This document has been printed from SPI2. NOT FOR RESALE
 UENR4510 61
Cooling System

9. If the fan is belt driven, check for loose drive belts.

A loose fan drive belt will cause a reduction in the 13. Check the shunt line, if the shunt system is used.
air flow across the radiator. Check the fan drive The shunt line must be submerged in the
belt for proper belt tension. Adjust the tension of expansion tank. A restriction of the shunt line from
the fan drive belt, if necessary. Refer to Systems the radiator top tank to the engine water pump inlet
Operation, Testing and Adjusting, “Belt Tension will cause a reduction in water pump efficiency. A
Chart”. reduction in water pump efficiency will result in low
coolant flow and overheating.
10. Check the cooling system hoses and clamps.
Damaged hoses with leaks can normally be seen. 14. Check the water temperature regulator. A water
Hoses that have no visual leaks can soften during temperature regulator that does not open, or a
operation. The soft areas of the hose can become water temperature regulator that only opens part of
kinked or crushed during operation. These areas of the way can cause overheating. Refer to Systems
the hose can cause a restriction in the coolant flow. Operation, Testing and Adjusting, “Water
Hoses become soft and/or get cracks after a time Temperature Regulator - Test”.
period. The inside of a hose can deteriorate, and
the loose particles of the hose can cause a 15. Check the water pump. A water pump with a
restriction of the coolant flow. Refer to Operation damaged impeller does not pump enough coolant
and Maintenance Manual, “Hoses and Clamps - for correct engine cooling. Remove the water
Inspect/Replace”. pump and check for damage to the impeller. Refer
to Systems Operation, Testing and Adjusting,
11. Check for a restriction in the air inlet system. A “Water Pump - Test”.
restriction of the air that is coming into the engine
can cause high cylinder temperatures. High 16. Check the air flow through the engine
cylinder temperatures cause higher than normal compartment. The air flow through the radiator
temperatures in the cooling system. Refer to comes out of the engine compartment. Ensure that
Systems Operation, Testing and Adjusting, “Air the filters, air conditioner, and similar items are not
Inlet and Exhaust System - Inspect”. installed in a way that prevents the free flow of air
through the engine compartment.
a. If the measured restriction is higher than the
maximum permissible restriction, remove the 17. Check the aftercooler. A restriction of air flow
foreign material from the engine air cleaner through the air to air aftercooler (if equipped) can
element or install a new engine air cleaner cause overheating. Check for debris or deposits
element. Refer to Operation and Maintenance which would prevent the free flow of air through the
Manual, “Engine Air Cleaner Element - Clean/ aftercooler.
Replace”.
18. Consider high outside temperatures. When
b. Check for a restriction in the air inlet system outside temperatures are too high for the rating of
again. the cooling system, there is not enough of a
temperature difference between the outside air and
c. If the measured restriction is still higher than coolant temperatures.
the maximum permissible restriction, check
the air inlet piping for a restriction. 19. Consider high altitude operation. The cooling
capacity of the cooling system goes down as the
12. Check for a restriction in the exhaust system. A engine is operated at higher altitudes. A
restriction of the air that is coming out of the engine pressurized cooling system that is large enough to
can cause high cylinder temperatures. keep the coolant from boiling must be used.

a. Make a visual inspection of the exhaust i02788851

system. Check for damage to exhaust piping
or for a damaged muffler. If no damage is Cooling System - Inspect
found, check the exhaust system for a
restriction. Refer to Systems Operation,
Testing and Adjusting, “Air Inlet and Exhaust Cooling systems that are not regularly inspected are
System - Inspect”. the cause for increased engine temperatures. Make a
visual inspection of the cooling system before any
b. If the measured restriction is higher than the tests are performed.
maximum permissible restriction, there is a
restriction in the exhaust system. Repair the
exhaust system, as required.

This document has been printed from SPI2. NOT FOR RESALE
 62 UENR4510
Cooling System

i05957460

Personal injury can result from escaping fluid Cooling System - Test
under pressure.
If a pressure indication is shown on the indicator, This engine has a pressure type cooling system. A
push the release valve in order to relieve pressure pressure type cooling system has two advantages.
before removing any hose from the radiator. The cooling system can be operated in a safe manner
at a temperature higher than the normal boiling point
(steam) of water.
1. Check the coolant level in the cooling system.
Refer to Operation and Maintenance Manual, This type of system prevents cavitation in the water
“Cooling System Coolant Level - Check”. pump. Cavitation is the forming of low-pressure
bubbles in liquids that are caused by mechanical
2. Check the quality of the coolant. The coolant forces. It is difficult to create a pocket of air in this type
should have the following properties: of cooling system.

• Color that is similar to new coolant

• Odor that is similar to new coolant

• Free from dirt and debris

If the coolant does not have these properties, drain
the system and flush the system. Refill the cooling
system with the correct mixture of water,
antifreeze, and coolant conditioner. Refer to
Operation and Maintenance Manual, “Fluid
Recommendations”.
3. Look for leaks in the system.
Note: A small amount of coolant leakage across the Illustration 57 g00921815
surface of the water pump seals is normal. This
Boiling point of water
leakage is required in order to provide lubrication for
this type of seal. A hole is provided in the water pump Remember that temperature and pressure work
housing in order to allow this coolant/seal lubricant to together. When a diagnosis is made of a cooling
drain from the pump housing. Intermittent leakage of system problem, temperature and pressure must be
small amounts of coolant from this hole is not an checked. Cooling system pressure will have an effect
indication of water pump seal failure. on the cooling system temperature. For an example,
refer to Illustration 57 . This will show the effect of
4. Ensure that the air flow through the radiator does pressure on the boiling point (steam) of water. This
not have a restriction. Look for bent core fins will also show the effect of height above sea level.
between the folded cores of the radiator. Also, look
for debris between the folded cores of the radiator.
5. Inspect the drive belts for the fan. Personal injury can result from hot coolant, steam
and alkali.
6. Check for damage to the fan blades.
At operating temperature, engine coolant is hot
7. Look for air or combustion gas in the cooling and under pressure. The radiator and all lines to
system. heaters or the engine contain hot coolant or
steam. Any contact can cause severe burns.
8. Inspect the filler cap, and check the surface that
Remove filler cap slowly to relieve pressure only
seals the filler cap. This surface must be clean. when engine is stopped and radiator cap is cool
enough to touch with your bare hand.
Cooling System Conditioner contains alkali.
Avoid contact with skin and eyes.

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.

This document has been printed from SPI2. NOT FOR RESALE
 UENR4510 63
Cooling System

After the engine is cool, loosen the pressure cap in Carefully inspect the filler cap. Look for any
order to relieve the pressure out of the cooling damage to the seals and to the sealing surface.
system. Then remove the pressure cap. Inspect the following components for any foreign
substances:
The level of the coolant should not be more than
13 mm (0.5 inch) from the bottom of the filler pipe. If • Filler cap
the cooling system is equipped with a sight glass, the
coolant should be to the proper level in the sight • Seal
glass.
• Surface for seal
Checking the Filler Cap
Remove any deposits that are found on these
Table 13
items, and remove any material that is found on
Required Tools these items.
Tool Part Number Part Description Qty 2. Install the filler cap onto Tooling (A).
A GE50031 Pressurizing Pump 1
3. Look at the gauge for the exact pressure that
opens the filler cap.
One cause for a pressure loss in the cooling system
can be a damaged seal on the radiator filler cap. 4. Compare the gauge reading with the opening
pressure that is listed on the filler cap.

5. If the filler cap is damaged, replace the filler cap.

Testing The Radiator And Cooling

System For Leaks
Table 14
Required Tools

Tool Part Number Part Description Qty

A GE50031 Pressurizing Pump 1

Use the following procedure in order to check the

Illustration 58 g01096114 cooling system for leaks:
Typical schematic of filler cap
(1) Sealing surface of both filler cap and radiator

Personal injury can result from hot coolant, steam

and alkali.
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
At operating temperature, engine coolant is hot heaters or the engine contain hot coolant or
and under pressure. The radiator and all lines to steam. Any contact can cause severe burns.
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
Remove filler cap slowly to relieve pressure only enough to touch with your bare hand.
when engine is stopped and radiator cap is cool
enough to touch with your bare hand. Cooling System Conditioner contains alkali.
Avoid contact with skin and eyes.
Cooling System Conditioner contains alkali.
Avoid contact with skin and eyes. 1. After the engine is cool, loosen the filler cap slowly
and allow pressure out of the cooling system. Then
To check for the amount of pressure that opens the remove the filler cap from the radiator.
filler cap, use the following procedure:
2. Ensure that the coolant level is above the top of the
1. After the engine cools, carefully loosen the filler radiator core.
cap. Slowly release the pressure from the cooling 3. Install Tooling (A) onto the radiator.
system. Then, remove the filler cap.

This document has been printed from SPI2. NOT FOR RESALE
 64 UENR4510
Cooling System

4. Take the pressure reading on the gauge to 20 kPa Coolant temperature can also be read on the display
(3 psi) more than the pressure on the filler cap. screens of the electronic service tool.

5. Check the radiator for leakage on the outside.

6. Check all connection points for leakage, and check

the hoses for leakage.
The cooling system does not have leakage only if the
following conditions exist:
• You do not observe any outside leakage.

• The reading remains steady after 5 minutes.

The inside of the cooling system has leakage only if
the following conditions exist:
• The reading on the gauge goes down. Illustration 59 g01112112
Typical single water temperature regulator housing
• You do NOT observe any outside leakage.
Make any repairs, as required.

Test For The Water Temperature

Sensor
Table 15
Required Tools

Tool Part Number Part Description Qty

A - Thermometer 1

Personal injury can result from escaping fluid

Illustration 60 g01112115
under pressure.
Typical dual water temperature regulator housing
If a pressure indication is shown on the indicator,
push the release valve in order to relieve pressure Remove the plug from port (1). Install Tooling (A) in
before removing any hose from the radiator. the open port:
A temperature indicator of known accuracy can also
be used to make this check.
Start the engine. Run the engine until the temperature
Making contact with a running engine can cause reaches the desired range according to the test
burns from hot parts and can cause injury from thermometer. If necessary, place a cover over part of
rotating parts. the radiator in order to cause a restriction of the air
flow. The reading on the water temperature indicator
When working on an engine that is running, avoid should agree with the test thermometer within the
contact with hot parts and rotating parts. tolerance range of the water temperature indicator.

i02788898
Check the accuracy of the water temperature
indicator or water temperature sensor if you find
either of the following conditions: Water Temperature Regulator -
• The engine runs at a temperature that is too hot, Test
but a normal temperature is indicated. A loss of
coolant is found.

• The engine runs at a normal temperature, but a hot

temperature is indicated. No loss of coolant is
found.

This document has been printed from SPI2. NOT FOR RESALE
 UENR4510 65
Cooling System

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 suitable container until the

temperature is 98 °C (208 °F).

3. Hang the water temperature regulator in the Illustration 61 g01112112

container of water. The water temperature Typical single water temperature regulator housing
regulator must be below the surface of the water (1) Port
and away from the sides and the bottom of the
container.
4. Keep the water at the correct temperature for ten
minutes.
5. After ten minutes, remove the water temperature
regulator. Ensure that the water temperature
regulator is open.
Replace the water temperature regulator if the
water temperature regulator is not open at the
specified temperature. Refer to Specifications,
“Water Temperature Regulator”.

i05957476
Illustration 62 g01112115
Water Pump - Test Typical dual water temperature regulator housing
(1) Port

Table 16 Perform the following procedure in order to determine

Required Tools if the water pump is operating correctly:

Tool Part Number Part Description Qty 1. Remove the plug from port (1).
A GE50033 Pressure Gauge 1 2. Install Tooling (A) in port (1).

3. Start the engine. Run the engine until the coolant is

at operating temperature. Refer to Specifications,
“Water Temperature Regulator” for further
Making contact with a running engine can cause information.
burns from hot parts and can cause injury from
rotating parts. 4. Note the water pump pressure. The water pump
pressure should be 100 to 125 kPa (15 to 18 psi).
When working on an engine that is running, avoid
contact with hot parts and rotating parts.

This document has been printed from SPI2. NOT FOR RESALE
 66 UENR4510
Basic Engine

Basic Engine i02799220

Connecting Rod Bearings -

Inspect
i05957477

Piston Ring Groove - Inspect The connecting rod bearings fit tightly in the bore in
the rod. If the bearing joints are worn, check the bore
size. This can be an indication of wear because of a
loose fit.
Note: The piston rings may have a Keystone design,
Connecting rod bearings are available with smaller
which is tapered or the piston rings may have a
inside diameters than the original size bearings.
square cut design. These bearings are for crankshafts that have been
ground.
Note: Some pistons have a larger diameter, which
depends on the engine arrangement. Make sure that If necessary, replace the connecting rod bearings.
the properly sized piston ring groove gauge is used Refer to Disassembly and Assembly, “Connecting
with the pistons that have the keystone style piston. Rod Bearings - Remove” and Disassembly and
Assembly, “Connecting Rod Bearings - Install” for the
Inspect the Piston and the Piston correct procedure.
Rings
i02801041
1. Check the piston for wear and other damage.
Main Bearings - Inspect
2. Check that the piston rings are free to move in the
grooves and that the rings are not broken.
Main bearings are available with smaller inside
Inspect the Clearance of the Piston diameters than the original size bearings. These
Ring bearings are for crankshafts that have been ground.
If necessary, replace the main bearings. Refer to
1. Remove the piston rings and clean the grooves Disassembly and Assembly, “Crankshaft Main
and the piston rings. Bearings - Remove and Install” for the correct
procedure.
2. Fit new piston rings in the piston grooves.
i02801042
3. Check the clearance for the piston ring by placing a
suitable feeler gauge between the piston groove
and the top of piston ring. Refer to Specifications,
Cylinder Block - Inspect
“Piston and Rings” for the dimensions.

Inspect the Piston Ring End Gap 1. Clean all of the coolant passages and the oil
passages.
1. Clean all carbon from the top of the cylinder bores.
2. Check the cylinder block for cracks and damage.
2. Place each piston ring in the cylinder bore just
below the cylinder ring ridge. 3. The top deck of the cylinder block must not be
machined. This will affect the depth of the cylinder
3. Use a suitable feeler gauge to measure piston ring liner flange and the piston height above the
end gap. Refer to Specifications, “Piston and cylinder block.
Rings” for the dimensions.
4. Check the front camshaft bearing for wear. Refer to
Note: The coil spring must be removed from the oil Specifications, “Camshaft Bearings” for the correct
control ring before the gap of the oil control ring is
specification of the camshaft bearing. If a new
measured.
bearing is needed, use a suitable adapter to press
the bearing out of the bore. Ensure that the oil hole
in the new bearing faces the front of the block. The
oil hole in the bearing must be aligned with the oil
hole in the cylinder block. The bearing must be
aligned with the face of the recess.

This document has been printed from SPI2. NOT FOR RESALE
 UENR4510 67
Basic Engine

i05957536 8. Add the four readings for each cylinder. Divide the
sum by four in order to find the average.
Cylinder Liner Projection - Table 18

Inspect Specifications

0.06 to 0.18 mm
Liner Projection
( 0.0024 to 0.0071 inch)
Table 17
Maximum Variation in Each
Required Tools 0.051 mm (0.0020 inch)
Liner
Tool Part Number Part Description Qty Maximum Average Variation
0.08 mm (0.0031 inch)
Clamp Bolt (M16 x 2 mm) Between Adjacent Liners
A 27610336 6

B CH12571 Hard Washer Maximum Variation Between

0.102 mm (0.0040 inch)
All Six Liners
C GE50006 Clamp washer 6

D GE50007 Clamp washer 6 9. If a liner does not meet the recommended cylinder
Cylinder liner projection
liner projection specification, check the following
E GE50002 1 parts:
tool

• The depth of the cylinder block bore should be

Note: The quantities for the components that are 130.000 ± 0.030 mm (5.1181 ± 0.0012 inch).
listed in Table 17 are for an individual cylinder.
• The liner flange should be 130.000 ± 0.025 mm
1. Clean the cylinder liner flange and the cylinder (5.1181 ± 0.0010 inch).
block surface. Remove any nicks on the top of the
cylinder block (1). If the dimensions for the liner flange do not match
the specifications, replace the liner. Then repeat
2. Install the cylinder liners to the cylinder block the liner projection measurements. If the
without seals or bands. Ensure that the cylinder dimensions for the depth of the cylinder block bore
liners are installed to the original positions. do not match the specifications, replace the
cylinder block. Then repeat the liner projection
measurements.

Illustration 63 g01944741

3. Install Tooling (B), Tooling (C), and Tooling (D) to

Tooling (A). Install Tooling (A) around the liner (2).
Refer to illustration 63 .
4. Tighten the clamp bolts to a torque of 14 N·m
(10 lb ft).

5. Use Tooling (E) to measure the cylinder liner

projection at “A” , “B” , “C” , and “D” . Refer to
illustration 64 .
6. Record the measurements for the cylinder.

7. Repeat steps 3 to 6 for each cylinder.

This document has been printed from SPI2. NOT FOR RESALE
 68 UENR4510
Basic Engine

Illustration 64 g00443044

This document has been printed from SPI2. NOT FOR RESALE
 UENR4510 69
Basic Engine

i05957479 Bore Runout (Radial Eccentricity)

Flywheel - Inspect of the Flywheel
Table 20
Required Tools

Face Runout (Axial Eccentricity) of Tool Part Number Part Description Qty

the Flywheel 21825617 Dial Gauge 1

A
Table 19 - Magnetic Base 1
Required Tools

Tool Part Number Part Description Qty

21825617 Dial Gauge 1

A
- Holder 1

Illustration 66 g01278054
Typical example

1. Install Tooling (A). Refer to illustration 66 .

2. Set the dial indicator to read 0.0 mm (0.00 inch).

Illustration 65 g00286049
Typical example 3. Turn the flywheel at intervals of 90 degrees and
read the dial indicator.
1. Install Tooling (A). Refer to illustration 65 . Always
put a force on the crankshaft in the same direction 4. Take the measurements at all four points. The
before the dial indicator is read. This will remove difference between the lower measurements and
any crankshaft end clearance. the higher measurements that are performed at all
four points must not be more than 0.50 mm
2. Set the dial indicator to read 0.0 mm (0.00 inch). (0.020 inch) for the maximum permissible face
runout (radial eccentricity) of the flywheel.
3. Turn the flywheel at intervals of 90 degrees and
read the dial indicator.
4. Take the measurements at all four points. The
difference between the lower measurements and
the higher measurements that are performed at all
four points must not be more than 0.08 mm
(0.003 inch), which is the maximum permissible
face runout (axial eccentricity) of the flywheel.

This document has been printed from SPI2. NOT FOR RESALE
 70 UENR4510
Basic Engine

If you use any other method except the method that is

given here, always remember that the bearing
clearance must be removed in order to receive the
correct measurements.
1. Install Tooling (A) to the flywheel so the anvil of the
dial indicator will contact the face of the flywheel
housing. Refer to illustration 68 .

2. Use a rubber mallet and tap the crankshaft toward

the rear before the dial indicator is read at each
point.

Illustration 67 g00286058
Flywheel clutch pilot bearing bore

5. To find the runout (eccentricity) of the pilot bearing

bore, use the preceding procedure.

6. The runout (eccentricity) of the bore for the pilot

bearing in the flywheel must not exceed 0.08 mm
(0.003 inch).

i02801085

Flywheel Housing - Inspect Illustration 69 g00285932

Checking face runout of the flywheel housing

Table 21 3. Turn the flywheel while the dial indicator is set at

Required Tools
0.0 mm (0.00 inch) at location (A). Read the dial
indicator at locations (B), (C) and (D).
Tool Part Number Part Description Qty
4. The difference between the lower measurements
21825617 Dial Gauge 1
A and the higher measurements that are performed
- Holder at all four points must not be more than 0.38 mm
(0.015 inch), which is the maximum permissible
face runout (axial eccentricity) of the flywheel
Face Runout (Axial Eccentricity) of housing.
the Flywheel Housing
Bore Runout (Radial Eccentricity)
of the Flywheel Housing

Illustration 68 g00285931
Typical example

Illustration 70 g00285934
Typical example

This document has been printed from SPI2. NOT FOR RESALE
 UENR4510 71
Basic Engine

1. Install Tooling (A) to the flywheel so the anvil of the 6. Turn the flywheel counterclockwise in order to put
dial indicator will contact the bore of the flywheel the dial indicator at position (C). Write the
housing. Refer to illustration 70 . measurement in the chart.
7. Turn the flywheel counterclockwise in order to put
the dial indicator at position (D). Write the
measurement in the chart.
8. Add the lines together in each column.

9. Subtract the smaller number from the larger

number in column B and column D. Place this
number on line III. The result is the horizontal
eccentricity (out of round). Line III in column C is
the vertical eccentricity.

Illustration 71 g00285932
Checking bore runout of the flywheel housing

Illustration 72 g00763974 Illustration 73 g00286046

Graph for total eccentricity
2. While the dial indicator is in the position at location (1) Total vertical eccentricity
(C) adjust the dial indicator to 0.0 mm (0.00 inch). (2) Total horizontal eccentricity
Push the crankshaft upward against the top of the (3) Acceptable value
(4) Unacceptable value
bearing. Refer to Illustration 72 . Write the
measurement for bearing clearance on line 1 in
10. Find the intersection of the eccentricity lines
column (C).
(vertical and horizontal) in Illustration 73 .
Note: Write the measurements for the dial indicator
with the correct notations. This notation is necessary 11. If the point of the intersection is in the
for making the calculations in the chart correctly. “Acceptable” range, the bore is in alignment. If the
point of intersection is in the “Not acceptable”
3. Divide the measurement from Step 2 by two. Write range, the flywheel housing must be changed.
this number on line 1 in columns (B) and (D).

4. Turn the flywheel in order to put the dial indicator at

position (A). Adjust the dial indicator to 0.0 mm
(0.00 inch).

5. Turn the flywheel counterclockwise in order to put

the dial indicator at position (B). Write the
measurements in the chart.

This document has been printed from SPI2. NOT FOR RESALE
 72 UENR4510
Basic Engine

i02237965

Vibration Damper - Check

Viscous Vibration Damper

Illustration 74 g01134779
Viscous vibration damper
Typical example
(1) Crankshaft pulley
(2) Weight
(3) Case

Damage to the vibration damper or failure of the

vibration damper will increase vibrations. This will
result in damage to the crankshaft.
Replace the damper if any of the following conditions
exist:

• The damper is dented, cracked, or fluid is leaking

from the damper.

• The paint on the damper is discolored from

excessive heat.
• The damper is bent.

• The bolt holes are worn or there is a loose fit for

the bolts.

• The engine has had a crankshaft failure due to

torsional forces.

NOTICE
Inspect the viscous vibration damper for signs of leak-
ing and for signs of damage to the case. Either of
these conditions can cause the weight to contact the
case. This contact can affect damper operation.

This document has been printed from SPI2. NOT FOR RESALE
 UENR4510 73
Electrical System

Electrical System Before the start of on-engine testing, the charging

system and the battery must be checked according to
the following steps.

1. The battery must be at least 75 percent (1.225 Sp

i02801089 Gr) of the full charge. The battery must be held
tightly in place. The battery holder must not put too
Battery - Test much stress on the battery.

2. Cables between the battery, the starter, and the

engine ground must be the correct size. Wires and
Most of the tests of the electrical system can be done
on the engine. The wiring insulation must be in good cables must be free of corrosion. Wires and cables
condition. The wire and cable connections must be must have cable support clamps in order to
clean, and both components must be tight. prevent stress on battery connections (terminals).

3. Leads, junctions, switches, and panel instruments

that have direct relation to the charging circuit
Never disconnect any charging unit circuit or bat- provide correct circuit control.
tery circuit cable from the battery when the charg-
ing unit is operated. A spark can cause an 4. Inspect the drive components for the charging unit
explosion from the flammable vapor mixture of in order to be sure that the components are free of
hydrogen and oxygen that is released from the grease and oil. Be sure that the drive components
electrolyte through the battery outlets. Injury to have the ability to operate the charging unit.
personnel can be the result.
i02801092

The battery circuit is an electrical load on the

charging unit. The load is variable because of the Electric Starting System - Test
condition of the charge in the battery.

NOTICE Most of the tests of the electrical system can be done

The charging unit will be damaged if the connections on the engine. The wiring insulation must be in good
between the battery and the charging unit are broken condition. The wire and cable connections must be
while the battery is being charged. Damage occurs clean, and both components must be tight. The
because the load from the battery is lost and because battery must be fully charged. If the on-engine test
there is an increase in charging voltage. High voltage shows a defect in a component, remove the
component for more testing.
will damage the charging unit, the regulator, and other
electrical components. The starting system consists of the following four
components:

i02813962 • Keyswitch

• Start relay
Charging System - Test
• Starting motor solenoid

Note: This procedure is only applicable if a charging • Starting motor

system is installed. Trouble with the starting system could be caused by
The condition of charge in the battery at each regular the battery or by charging system problems. If the
inspection will indicate whether the charging system battery is suspect, refer to Troubleshooting, “Battery”.
operates correctly. An adjustment is necessary when If the starting system is suspect, refer to
the battery is constantly in a low condition of charge Troubleshooting, “Engine Will Not Crank”.
or a large amount of water is needed.
Test the charging unit and the voltage regulator on
the engine. Use wiring and components that are a
permanent part of the system. 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.
To check for correct output of the alternator, refer to
Specifications.

This document has been printed from SPI2. NOT FOR RESALE
 74 UENR4510
Index Section

Index
A Reason for High Engine Oil Pressure .......... 58
Reasons for Low Engine Oil Pressure ......... 57
Air in Fuel - Test ............................................... 43
Engine Oil Pump - Inspect ............................... 58
Air Inlet and Exhaust System......................27, 49
Engine Valve Lash - Inspect/Adjust ................. 53
Air Inlet Heater (If Equipped)........................ 29
Valve Lash Adjustment ................................ 54
Turbocharger................................................ 28
Valve Lash Check ........................................ 53
Valve System Components.......................... 29
Excessive Bearing Wear - Inspect................... 58
Air Inlet and Exhaust System - Inspect............ 49
Excessive Engine Oil Consumption - Inspect.. 59
Air Inlet Restriction....................................... 49
Engine Oil Leaks into the Combustion Area of
the Cylinders .............................................. 59
B Engine Oil Leaks on the Outside of the Engine
................................................................... 59
Basic Engine...............................................36, 66
Exhaust Temperature - Test............................. 52
Camshaft...................................................... 38
Crankshaft.................................................... 37
Cylinder Block And Head ............................. 36 F
Piston, Rings And Connecting Rods............ 36
Finding Top Center Position for No. 1 Piston... 45
Vibration Damper ......................................... 38
Flywheel - Inspect............................................ 69
Battery - Test.................................................... 73
Bore Runout (Radial Eccentricity) of the
Belt Tension Chart ........................................... 42
Flywheel..................................................... 69
Face Runout (Axial Eccentricity) of the
C Flywheel..................................................... 69
Flywheel Housing - Inspect ............................. 70
Charging System - Test ................................... 73
Bore Runout (Radial Eccentricity) of the
Connecting Rod Bearings - Inspect................. 66
Flywheel Housing....................................... 70
Cooling System ..........................................33, 60
Face Runout (Axial Eccentricity) of the
Cooling System - Check (Overheating)........... 60
Flywheel Housing....................................... 70
Cooling System - Inspect................................. 61
Fuel Quality - Test............................................ 45
Cooling System - Test...................................... 62
Fuel System................................................15, 43
Checking the Filler Cap................................ 63
Component Description ............................... 16
Test For The Water Temperature Sensor..... 64
HEUI Fuel Injector (Operation) .................... 23
Testing The Radiator And Cooling System For
HEUI Fuel System ....................................... 17
Leaks.......................................................... 63
HEUI Injector (Components)........................ 21
Cylinder Block - Inspect................................... 66
Introduction .................................................. 16
Cylinder Liner Projection - Inspect................... 67
Fuel System - Inspect...................................... 43
Fuel System - Prime ........................................ 46
E Fuel System Pressure - Test............................ 47
Checking Fuel Pressure............................... 47
Electric Starting System - Test......................... 73 Fuel Pressure Readings .............................. 47
Electrical System ........................................39, 73 High Fuel Pressure ...................................... 47
Charging System Components.................... 39 Low Fuel Pressure ....................................... 47
Engine Electrical System ............................. 39
Grounding Practices .................................... 39
Starting System Components ...................... 40 G
Electronic Control System Components.......... 10
Gear Group (Front) - Time ............................... 48
Electronic Unit Injector - Test ........................... 44
General Information........................................... 4
Engine Crankcase Pressure (Blowby) - Test ... 53
Engine and Radiator ...................................... 5
Engine Oil Pressure - Test ............................... 56
Engine Views ................................................. 6
Measuring Engine Oil Pressure ................... 56

This document has been printed from SPI2. NOT FOR RESALE
 UENR4510 75
Index Section

Starting The Engine ....................................... 9

I
Important Safety Information ............................. 2
Increased Engine Oil Temperature - Inspect ... 59

L
Lubrication System .....................................31, 56

M
Main Bearings - Inspect................................... 66

P
Piston Ring Groove - Inspect........................... 66
Inspect the Clearance of the Piston Ring..... 66
Inspect the Piston and the Piston Rings ...... 66
Inspect the Piston Ring End Gap................. 66

S
Systems Operation Section ............................... 4

T
Table of Contents............................................... 3
Testing and Adjusting ...................................... 42
Testing and Adjusting Section ......................... 42
Turbocharger - Inspect .................................... 50
Inspection of the Compressor and the
Compressor Housing ................................. 51
Inspection of the Turbine Wheel and the
Turbine Housing......................................... 51

V
Vibration Damper - Check ............................... 72
Viscous Vibration Damper ........................... 72

W
Water Pump - Test ........................................... 65
Water Temperature Regulator - Test................ 64

This document has been printed from SPI2. NOT FOR RESALE
 ©2015 Perkins Engines Company Limited
All Rights Reserved

This document has been printed from SPI2. NOT FOR RESALE