6.3.8.

Flywheel housing

¥ Coat the thrust washer fixing bolt with

an adhesive and tighten it with speci-
fied torque.

Torque 4 kg.m

EFM2065I

¥ Coat the oil seal with lubricating oil

and assemble it carefully not to be
deviated or damaged by means of
special tool. (Mandrel for assembling).

¥ Attach the gasket on the surface of

cylinder block where the flywheel
housing is to be installed. (In order to
prevent the gasket slip down, coat a
grease on the cylinder block surface.) EA6M2010

¥ Temporarily assemble 2ea of guide

bolts for installing the flywheel housing
to the cylinder block.

¥ After fitting the flywheel housing holes to the guide pins and engage temporarily 2 ~ 3
threads of fixing bolts, and according to the tightening order (zigzag method) tighten them in
the specified torque.

Torque 7.5 kg.m

6.3.9. Tacho sensor

¥ Loosen the lock nut to hexagonal

side of sensor. Rock nut Ring gear
¥ Rotate (CW) the tacho-sensor on fly
wheel housing, until the end of it reach
on fly wheel ring gear as figure.

¥ Rotate (CCW) the tacho-sensor for

270¡ (gap: about 1.0 mm) and fix the
M16 x 1.5
lock nut.

¥ Tolerance limit is 27¡ (gap L 0.1 mm) EPM2030I

- 87 -
6.3.10. Flywheel

¥ Installation of flywheel ring gear

With a gas burner, heat the ring gear
evenly until heat expansion takes
place, then install it using a hammer.

Do not allow the temperature of

the ring gear to exceed 200 ¡C
(390 ¡F).

EA0M4029

¥ By means of mandrel, press in the

wear ring at the backward face.

¥ Install two guide bolts for installing

the flywheel to the crankshaft.

Wear ring Ring gear

EA6M2004

¥ After letting the guide pin insert

through the flywheel holes and
engaging the fixing bolts by 2 ~ 3
threads temporarily, tighten them to
4 7
9 5
the specified torque according to 2 1
6 10
8 3
lightening order. (Zigzag order)

Torque 26 kg.m Lubricate with engine oil

EA6M2005

6.3.11. Oil cooler

¥ Attach a gasket on the surface in the

oil cooler housing where the oil cool-
er is installed.

¥ Tighten the oil cooler with fixing bolts.

¥ Install the oil cooler assembly by
tightening the fixing bolts in the
zigzag order.

EFM2067I

- 88 -
6.3.12. Heat exchanger

¥ Asemble 4ea of fixing bolts.

¥ Assemble the heat exchange tube.
2-baffle side of the heat
exchange tube should be
installed upward.

¥ Assemble the cover bolts.

Be careful to install O-ring and
gasket properly.
EFM2017I

¥ Assemble the connecting hoses and

pipes.

6.3.13. Starting motor

¥ Install stud bolts at the bolt holes on

the flywheel housing for installing the
starter.

¥ Insert the starter into the flywheel

housing and tighten the fixing bolts.

EFM2008I

6.3.14. Piston

¥ Coat the pistons and connecting rod

bearings sufficiently with clean 120 O

engine oil.
2nd ring gap Top ring gap
¥ By means of a special tool, insert the Piston pin
piston rings and adjust the angles
between the ring gaps at 120¡ as
right figure. 120 O
120 O

¥ Push in the piston with hands or

Oil ring gap
Piston
wooden bar into cylinder. (Be careful EFM2069I
for piston and rings not to be dam-
aged.)

- 89 -
 ¥ Pushing the piston down, rotate the Top ring
crankshaft about 180¡ and fit the
bearing cap to the connecting rod.
2nd ring
¥ Coat the tap parts of connecting rod
bolts and their seats with engine oil, Oil ring
and after engaging 2 ~ 3 threads of
bolts primarily rind then tighten them
to the specified torque. (10 kg.m +
90¡ +10¡
) EA6M2006

<Connecting rod bolt tightening order>

(1) First step : Coat the bolts with engine oil.
(2) Second step : Engage 2 ~ 3 threads by hands.
(3) Third step : Tighten to about 7 kg.m with wrench.
(4) Fourth step : By means of torque wrench tighten to 10 kg.m.
(5) Fifth step : Finally assemble by means of rotation angle method 90¡ +10¡.
However, according to above tightening order, tighten them step by step.

* Standard length of bolt and use limit :

(from head seat to bolt tip)

Standard length Use limit

67.5 -0.3
mm 69 mm

¥ By moving the connecting rod bear-

ing cap by hands, make sure if there
is any play in left and right.

¥ With same ways as above, assemble

in each cylinder rotating the crank-
shaft.

EFM2070I

6.3.15. Front oil seal holder

¥ After placing the oil seal in the oil

holder hole properly, press it in with a
mandrel. (Be careful for oil seal not
be damaged.)

¥ Attach the gasket at oil seal holder.

¥ Align the dowel pin with the oil seal
holder dowel hole and assemble
them by tapping lightly the dowel pin
part with an urethane hammer. EFM2073I

- 90 -
 When in assembling, take care not to hurt the oil seal by the crankshaft.

NOTE :
Without coating the oil seal with oil or lubricant, assemble it in the dry state.

¥ Tighten the fixing bolts in the zigzag method.

6.3.16. Vibration damper

¥ Assemble the vibration damper tight-

ening firstly by the crankshaft pulley
and the fixing bolts.

¥ Insert the crankshaft pulley assembly

to the crankshaft and tighten the fix-
ing bolts in the method of zigzag to
the specified torque.

Torque 20 kg.m
EFM2092I

6.3.17. Oil pump

¥ Put the oil pump at the place to be

installed on the cylinder block.

¥ Attach the gasket at the surface of oil

pump where the pressure regulating
valve is to be installed and place the
regulating valve on the gasket.

¥ Assemble the oil pump by tightening

the fixing bolts.

¥ Attach the gasket at the surface of EFM2074I

the oil pump where the oil suction
pipe is to be installed, and install the
oil suction pipe by tightening the fixing bolts.

¥ Assemble the pipe bracket on the cylinder block side with bolts.
6.3.18. Oil pan

¥ Clean thoroughly the gasket that is

projecting at the junction parts of
front oil seal holder and flywheel
housing of cylinder blockÕs lower face
with a scraper. In the process of gas-
ket removal, be careful for the gasket
pieces not to get into the engine
inside.

¥ Attach the gasket to the cylinder EFM2075I

block.

- 91 -
 ¥ Install the oil pan and tighten the fixing bolts. Then take care not to squeeze out the gasket.
¥ Install the guide tube and insert the oil level gauge.
6.3.19. Cylinder head

¥ Blow the cylinder head bolt holes

with compressed air to remove the
foreign material cleanly.

¥ Wipe off cleanly the junction part of

cylinder blockÕs head gasket.

¥ After confirming whether there is for-

eign material or not necessarily, if
there is, remove it.

¥ Assemble the gasket fitting with the EFM2076I

fixing pin of the cylinder block.

¥ Fit the cylinder head assembly on the

cylinder block aligning with its dowel pin. (Take care not to damage the head gasket.)

¥ Coat the cylinder head bolts with engine oil and tighten them to the specified torque according
to step by step. However, prior to tightening the bolts, with a long steel rule, the parallel
between the cylinder heads must be adjusted.

<Cylinder head bolts tightening order>

(1) First step : Coat bolts with engine oil.
(2) Second step : Tighten temporarily 1 1

~ 2 threads by hands.
6 3
(3) Third step : Tighten to about 8 kg.m
with a wrench.
(4) Forth step : Tighten to 15kg.m with
a torque wrench.
4 5
(5) Fifth step : Rotate 90¡ by rotation
2
angle method. EFM2077I
(6) Sixth step : Finally tighten addition-
ally rotating 90¡.

* Standard length of bolt and use limit :

from the head seat face to tip.

Bolt No. Standard length Use limit

3, 6 168 mm 171 mm

2, 4, 5 144 mm 147 mm

1 109 mm 112 mm

Take care for the foreign material not to get into the cylinder head suction passages.

- 92 -
6.3.20. Nozzle

Put the new seal ring in nozzle hole of

the cylinder head and after inserting
the nozzle assembly, tighten it to
assemble However, coat the nozzle
outer part with the stuck preventing
agents and assemble it.

EFM2090I

6.3.21. Rocker arm

¥ Coat the push rod with engine oil and

put it into the push rod hole.

¥ Make a position the rocker arm

assembly on the cylinder head and
tighten the fixing bolts to the speci-
fied tightening torque.

Torque 6.5 kg.m

EFM2091I

¥ Adjust the valve clearance.

Regarding the adjustment, refer to
the regular maintenance part.

6.3.22. Checking and Adjusting Valve Clearance

¥ After removing the head cover

1. Exhaust valve
loosen the lock nuts of rocker arm 2. Intake valve
3. Feeler gauge
adjusting screws using a spanner
and push the filler gauge of specified
value between rocker arm and valve
stem.

¥ Tighten the adjusting screw using a

driver until the inserted feeler gauge
can be taken a slight resistance EBO4007S

between the valve stem and the rock-

er arm. Then tighten the lock nut
simultaneously on not moving the
adjusting screw.

¥ After checking the clearance once

more if necessary re-adjust it.

- 93 -
< How to adjust the valve clearance >
V-type Cylinder number 1 begins from the fresh water pump side on viewing front.
Be careful the intake and exhaust valve of left side is different from the right side one each other
(Refer to below figure).
There are two ways adjusting the valve clearance as follows, select if you prefer one.

A) Type 1.
1) By cranking the engine, let the cylinder No. 7 on the overlap TDC in 10 cylinder engine (but 8 &
10 cylinder engine is No. 6) that is, cylinder No. 1 becomes the ignition TDC position. Then adjust
the valves corresponding to mark Ò O Ó in the below figure.
2) After that, turn the crankshaft one rotation (360¡) clockwise, put the cylinder No. 1 on overlap
TDC position that is, cylinder No. 7 (but 8 & 10 cylinder engine is No. 6) becomes the ignition

¥
TDC position. Then adjust the valves corresponding to Ò Ó in the below figure.

Exhaust
valve Crank pulley
7
Intake 1

Intake valve 8
6
valve 1 2

5 Exhaust 7 9 12
1 2 11 3
valve 10
6 10 9
8 10
2 9 3
8 4
8 7
7 8
7 6
7 6 9 6
11 5
5 3 5 4 4
5
4
3 4 3
8 3 12
2 10 2 2
1 4 5 1 6
1

Flywheel
8 Cylinder engine 10 Cylinder engine 12 Cylinder engine
EB2O6001

< Cylinder No. to be adjusted for intake & exhaust valves >

Engine Model Cylinder No. 1 at : Intake valves to be adjusted Exhaust valves to be adjusted
Overlap TDC 2, 5, 6, 7 3, 4, 6, 8
V158TI Series
Ignition TDC (O.T) 1, 3, 4, 8 1, 2, 5, 7
Overlap TDC 2, 3, 5, 6, 7, 10 3, 4, 7, 8
V180TI Series
Ignition TDC (O.T) 1, 4, 8, 9 1, 2, 5, 6, 9, 10
Overlap TDC 3, 5, 6, 8, 10, 12 2, 4, 6, 7, 10, 11
V222TI Series
Ignition TDC (O.T) 1, 2, 4, 7, 9, 11 1, 3, 5, 8, 9, 12

Note : TDC (Top Dead Center)

- 94 -
B) Type 2.
Above type 1 is the conventional and simple method, but if you want to adjust the valve clearance
of your engine more accurately, please try type 2 sequence. This is a precise method, but it takes
more time.

1) By cranking the engine, let #1 cylinderÕs valves overlap.

In time, adjust the valve clearance corresponding to ÒNo 6Ó of lower lists.
2) After adjusting the ÒNo 6Ó, turn the engine and let #5 cylinderÕs valves overlap as below listed
again.
At that time adjust the valve clearance corresponding to ÒNo 3Ó of lower list.
3) Like this way, adjust the valve clearance in below order one by one the others respectively.

¥ 8 Cylinder Engine (V158TI, AD158TI)

Valve overlapping on cylinder
1 5 7 2 6 3 4 8
(Intake & Exhaust valve)
Adjusting valves on cylinder
6 3 4 8 1 5 7 2
(Intake & Exhaust valve)

¥ 10 Cylinder Engine (V180TI, AD180TI)

Valve overlapping on cylinder
1 6 5 10 2 7 3 8 4 9
(Intake & Exhaust valve)
Adjusting valves on cylinder
7 3 8 4 9 1 6 5 10 2
(Intake & Exhaust valve)

¥ 12 Cylinder Engine (V222TI, AD222TI)

Valve overlapping on cylinder
1 12 5 8 3 10 6 7 2 11 4 9
(Intake & Exhaust valve)
Adjusting valves on cylinder
6 7 2 11 4 9 1 12 5 8 3 10
(Intake & Exhaust valve)

6.3.23. Cylinder head cover

¥ Attach the new gasket on the surface

of cylinder head where the cover is to
be installed.

¥ Assemble the cylinder head cover by

tightening the fixing bolts.

¥ Insert the oil filler cap.

EFM2020I

- 95 -
6.3.24. Fuel injection pump

¥ Turn the crankshaft so as to let the

cylinder No. 6 for V158TI, AD158TI,
V222TI, AD222TI engines and the
cylinder No. 7 for V180TI, AD180TI
come to the overlap TDC(Top Dead
Center).

¥ Rotate the crankshaft to reverse

about 30¡ (in order to remove a
backlash) and then rotate it to engine EFM2071I
rotating direction to set the fuel
injection timing angle.

¥ Coat the O-ring with grease and insert it at the lower part of fuel injection pump.
(Be careful O-ring not to be removed)

¥ Prior to install the fuel pump drive gear, fit the rubber gasket first.
¥ Tighten temporarily the fuel injection pump drive gear with aligning the pointer on drive gear
with injection pump pointer.

¥ Fit the injection pump in the appropri-

ate position using a special
tool.(Special tool no. : EF120-189)

EB2O3008

¥ After fixing the jig hole on the limit

cap of the injection pump rotate the
jig counterclockwise and align the jig
pin to the machined corner of the
cylinder block, then assemble the
injection pump.

¥ After completing the preparation for

injection pump assembling, install
the injection pump and tighten the EFM2071I

bolts in the zigzag method.

¥ After assembling the injection pump, find out whether the injection pump pointer and drive
gearÕs pointer is aligned, and if aligned, tighten the fixing bolts that were temporarily tight-
ened. However, if not aligned, loosen the fixing bolts and turn the fuel pump so as to align
the pointers then tighten the fixing bolts.

- 96 -
 In case of exchange the injection pump, should fill the engine oil in the governor of the
injection pump before the engine running.

<Oil quantity of the injection pump>

V158TIE/V158TI V180TI V222TI

0.95 liter 1.1 liter 1.3 liter

6.3.25. Injection timing

<How to check the injection timing>

¥ Check the current injection timing of

the engine as follows before adjust-
ing it but if the injection timing is
wrong should do it.

1) Remove the plug screw assembled

in case cover on the injection pump
drive gear.(Some cases are needed
to remove cover assembly)
And turn the crank pulley so that the
mark on pointer provided on injection FB
pump coincides with matching mark
(FB) on the flange surface of the
Flange Pointer
drive gear. EBO4012I

2) Check the injection timing degree

whether the V-type edge of the fly-
wheel housing sight hole coincides
with the engine injection timing
degree marked on the flywheel cor-
responding to fuel delivery position.
15

EBO4014I

- 97 -
 <How to adjust injection timing>

¥ If upper pre-checked injection timing

degree is wrong, follow as below.

1) Loosen the fixing bolts(M8) of the

injection pump driving gear in order
to adjust the injection timing slightly.
2) Turn the crank pulley clockwise until
V-groove of the flywheel housing
sight hole is aligned with the injection
timing degree of the engine EBO4016I

3) Coincide the mark on pointer provid-

ed in injection pump with the matching mark (FB) on the flange surface of the drive gear
by turning the flange in the oblong holes of the drive gear.
4) Tighten the bolt (M8) to specified torque. (2.2kg.m) not to move the drive gear
5) After confirmation that fastening bolts are completely tightened check the start point (injec-
tion timing degree) of fuel delivery setting once more if not right repeat it again as same as
upper way.

<Fuel injection timing degree>

V158TI V158TI V180TI V222TI

26¡ 24¡ 24¡ 24¡

6.3.26. Flywheel housing cover

¥ Attach the gasket to the flywheel

housing cover.

¥ Install the flywheel housing cover

and tighten the fixing bolts by zigzag
method.

EFM2072I

6.3.27. Oil filter

¥ Install the oil filter cartridge.

EFM2079I

- 98 -
6.3.28. Oil centrifugal filter

¥ Assembling is done in the reverse

order of disassembling and take care
at the state of O-ring installation.

¥ At the engine operation, make sure

the smooth operation and no oil leaks
from all the engine connections.

¥ Tighten the housing lock nut to spec-

ified torque.
EFM2080I

Torque 1.5 kg.m

6.3.29. Fresh water pump

¥ Attach the gasket of the fresh water

pump. (at cylinder block side)

¥ Assemble the fresh water pump by

tightening the fixing bolts. (zigzag
method)

¥ Insert the thermostat of fresh water

pump.

¥ Insert the O-ring to the thermostat

and assemble the cooling water EFM2081I
pipes by tightening the fixing bolts.

6.3.30. Intake manifold

¥ Attach the new gasket to the cylinder

head side.

¥ Assemble the intake manifold by

tightening the fixing bolts.

¥ Attach the gasket to the inlet flange

and assemble by tightening the fixing
bolts.

¥ Assemble both sides by the above

method. EFM2082I

¥ Attach the gasket to the equalizing

pipe that connects the intake mani-
folds of both sides and assemble
both manifolds by tightening the fix-
ing bolts.

- 99 -
6.3.31. Exhaust manifold

¥ Prior to assembling the exhaust man-

ifold, attach the gasket firstly to the
cover and elbow exhaust pipe and
assemble them to the engine block
tightening the bolts evenly as the
right figure.

EFM2084I

¥ Attach new gaskets to the exhaust

manifold and then assemble the
exhaust manifold with the fixing bolts.

¥ Attach the gasket to the exhaust

elbow that is connected to the exhaust
manifold, and assemble the elbow by
tighten the nuts for connection.

Be careful not to drop the

EFM2083I
manifold because it is very
heavy.

6.3.32. Inter-cooler

¥ After assembling the inter-cooler fix-

ing bracket on the engine cylinder
block, assemble the inter-cooler with
the fixing bolts.

¥ Assemble the various hoses and

pipes.

EFM2014I

6.3.33. Turbocharger

¥ Attach the gasket to the exhaust

elbow and assemble the turbocharg-
er with fixing bolts.

¥ Attach the gasket on the oil supply

and the discharge pipe and then
assemble the pipes with fixing bolts.

¥ At the same way as above, other

side can be assembled.
EB2M3004

- 100 -
6.3.34. Fuel injection pipe

¥ Connect the fuel injection pipes to

the fuel injection pump and the noz-
zle respectively and then assemble
them by tightening nuts.

¥ Assemble the fuel return pipes by

tightening fixing nuts.

EFM2087I

6.3.35. Fuel filter

¥ After installing the fuel filter in the

bracket and assemble the fuel inlet
and outlet hoses.

¥ Check the fuel adjusting cock

whether its position is placed as fig-
ure in order to use both filters all the
time.

EB2M2001

6.3.36. Alternator

¥ Assemble the alternator bracket to

the lower part of cylinder block by
tightening the fixing bolts.

¥ Install the alternator supporting plate.

¥ Connect the crankshaft and the alter-
nator and water pump pulleys with V-
belts by inserting them into the
respective pulleys.

¥ Adjust the alternator support nut until EFM2002I

the belt tension can be 10mm ~
15mm by pushing with thumb.

- 101 -
6.3.37. Idle pulley

¥ Install the idle pulley.

¥ Connect the water pump, the crank
and the idle pulleys with driving V-
belts.

¥ Tighten eye bolt and nut. (10mm ~

15mm or so pushing with a thumb).

EFM2089I

6.3.38. Sea water pump

¥ Assemble the sea water pump.

¥ Assemble the sea water filter on the
inlet flange of sea water pump.

¥ Adjust the V-belt tension.

EFM2001I

6.3.39. Heat Exchanger

¥ Assemble the heat exchanger brack-

et in the cylinder block.

¥ Install the heat exchanger on the

bracket.

¥ Connect the inlet & outlet pipe of the

heat exchanger.

EB25002

- 102 -
6.4. Trial Test after Maintenance

Because the sliding surfaces of a maintenance engine are not lapped enough, the oil film can
be destroyed easily by overload or over-speed and the engine life-time may be shortened.
Therefore the following things must be obeyed by all means. (Refer to 3.3)

Up to the first 50 hours

¥ Engine should be run at fast idling (1000~1200rpm) until the temperature of the engine
becomes normal operating condition.

¥ Overload or continuous high speed operation should be avoided.

¥ High speed operation with no load should be prevented.
¥ Abrupt start and stop of the engine should be avoided.
¥ Engine speed must be under 70% of its maximum speed.
¥ Maintenance and inspection must be accomplished thoroughly.

- 103 -
7. MAIN PARTS MAINTENANCE
7.1. Lubricating System

Lubricating oil pumped by the gear oil pump in the oil pan is filtrated in the oil filter.
This filtrated oil passed on the oil cooler and next the main oil gallery of the cylinder block where
is distributed to lubricate the various sliding parts, fuel injection pump, and turbo-charger etc also
in order to ensure normal engine performance.

7.1.1. Specifications

Item Specifications Item Specifications

Forced pressure
Lubricating system Oil filter type Full flow
circulation

Oil pump type Gear type Bypass for filter element Cartridge Type

Bypass valve opening

Relief valve opening pressure 10 kg/cm2 2.5 L 0.5 kg/cm2
pressure

Bypass for oil cooler Bypass for entire oil filte

5 L 0.5kg/cm2 4.0 ~ 4.8 kg/cm2
opening pressure Valve opening pressure

Adjusting valve for spray

1.5 ~ 1.8 kg/cm2
nozzle opening pressure

7.1.2.Oil Pump

7
5

0.5

1
4

6
EB4O7001

1. Oil Pump Housing 4. Oil Pump Gear

2. Cover 5. Oil Pump Drive Gear
3. Oil Pump Gear 6, 7. Bolts

- 104 -
7.2. Cooling System

7.2.1. Fresh water pump assembly

Impeller

Cover

Spline Shaft

Mechenical Seal

Hub
Oppression

Rubber Seal

Pump Housing

EB4O7002

7.3. Fuel System

7.3.1. Injection pump

The components relating to the injection pump should be serviced at regular intervals as the
plunger and delivery valve may be worn after a given length of time for use and cause the
deterioration of the engine.

Make sure that servicing should be performed at the professional maintenance

shop as authorized by Bosch or Zexel Company.

For adjustment of fuel injection volume, refer to the ÔSpecifications of fuel injection pumpÕ
described as follows.

- 105 -
1) V158TIE

(1) Main data and specifications

Model : PE8P120A520/4LS3850
Injection pump : 65.11102-7355
Governor : RQV 300/900PA668-8
Plunger : 2 418 455 188
Delivery valve : 2 418 552 037
Pre-stroke : 4.50 L 0.05 mm
Injection timing : BTDC 26¡
Injection order : 1-8-7-2-6-3-5-4
Fuel feed pump : 0 440 008 152 (FP/KD22P8)
Rotating direction : C.C.W. at driving gear side

(2) Calibration data

Nozzle & Holder AssÕy 1 688 901 019 Opening pressure : 210 bar
(A) Test condition
Injection pipe(OD ,ID ,L) 1 680 750 075 N8.0 x N3.0 - 1000 mm
for injection pump
Test oil ISO4113 Temperature : 40 ± 2ûC
65.10101-7053 Nozzle (5 x N0.418)
Nozzle & holder AssÕy
(B) Engine standard parts 0 432 131 669 Spec. : 285.5 kg/m2
Injection pipe (OD, ID, L) N6 x N2 - 750 mm
Rack diagram and setting valve at each point
Pump Injection Q`ty on RIG(mm / 1,000st)
3
Rack
Check position Speed Press.
Refer to (A) Test condition
Point (mm) (rpm) Remarks (mmHg)
(3) Rack Diagram for inj. Pump
V1 11.40 ± 0.05 900 218.5 ± 3.0 Max. power -
V2 11.50 ± 0.10 650 206.0 ± 3.0 - -
VS - - - -
LQ 5.6 ± 0.20 350 25.9 ± 15.0 - -
A3 5.35 ± 0.50 1030 68.8 ± 15.0 - -
Boost pressure dependent full -load stop (boost compensator spring operation point)
Pump Injection Q`ty on RIG(mm / 1,000st)
3
Rack
Check position Speed Press.
(A) Test condition (B) Engine
Point (mm) (rpm) (mmHg)
for inj. Pump standard parts
P1 - - - - -
P2 - - - - -
P3 - - -
P4 - - - - -
VWL=77 ± 4¡
Weight Weight =630g Lever ratio(min/max)
VWV=98 ± 4¡
Idle spring k=15.74N/mm Plunger N11
Middle spring k=57.14N/mm Delivery valve retraction volume 90mm3/st
Inner spring None Delivery valve opening pressure -
LDA spring None Delivery valve spring k=23.00N/mm
0 440 008 005
Feed Pump Timer None
(FP/KD22P8)

- 106 -
(3) Rack diagram

12 V2 V1

10 VS
RACK POSITION (mm)

LQ
6
A3
4

0
0 200 400 600 800 1000 1200
ENGINE SPEED (rpm)
EB2M5001
EB2M5001

- 107 -
2) V158TIH

(1) Main data and specifications

Model : PE8P120A520LV
Injection pump : 65.11101-7680
Governor : RQV 300/900
Plunger : 2 418 455 188
Delivery valve : 2 418 552 039
Pre-stroke : 4.50 L 0.05 mm
Injection timing : BTDC 24¡
Injection order : 1-5-7-2-6-3-4-8
Fuel feed pump : 0 440 008 152 (FP/KD22P78-2)
Rotating direction : C.C.W. at driving gear side

(2) Calibration data

Nozzle & Holder AssÕy 1 688 901 019 Opening pressure : 208.5 bar
(A) Test condition
Injection pipe(OD ,ID ,L) 1 680 750 075 N8.0 x N3.0 - 1000 mm
for injection pump
Test oil ISO4113 Temperature : 40 ± 2ûC
65.10101-7053 Nozzle (5 x N0.418)
Nozzle & holder AssÕy
(B) Engine standard parts 0 432 131 669 Spec. : 280 bar
Injection pipe (OD, ID, L) N6 x N2.0 - 750 mm
Rack diagram and setting valve at each point
Pump Injection Q`ty on RIG(mm / 1,000st)
3
Rack
Check position Speed Press.
Refer to (A) Test condition
Point (mm) (rpm) Remarks (mmHg)
(3) Rack Diagram for inj. Pump
V1 11.20 ± 0.05 900 235.4 ± 3.0 Max. power 1500
V2 11.20 ± 0.10 700 230.4 ± 3.0 - 1500
VS 8.96 ± 0.20 500 159.8 ± 1.0 - 0
LQ 6.15 ± 0.20 350 53.7 ± 15.0 Only 2/3/4/8 0
A3 7.10 ± 0.50 1010 109.4 ± 15.0 Only 2/3/4/8 0
ST with Cap 100 127.5 ± 10.0 Only 2/3/4/8 0
Boost pressure dependent full -load stop (boost compensator spring operation point)
Pump Injection Q`ty on RIG(mm / 1,000st)
3
Rack
Check position Speed Press.
Refer to (A) Test condition (B) Engine
Point (mm) (rpm) (mmHg)
(4) Boost pressure for inj. Pump standard parts
P1 11.20 ± 0.05 500 - - 1500
P2 8.96 ± 0.05 500 - - 0
P3 9.25 ± 0.10 500 275
P4 10.38 ± 0.05 500 - - 450
Weight Weight =630g Lever ratio(min/max) Not fixed
Idle spring k=14.03N/mm Plunger N12
Middle spring k=57.14N/mm Delivery valve retraction volume 90mm3/st
Inner spring None Delivery valve opening pressure -
LDA spring k=30.50N/mm Delivery valve spring k = 7.2N/mm
Feed Pump Double action Timer None

- 108 -
(3) Rack diagram

12 V2 V1

10 VS
RACK POSITION (mm)

LQ
6
A3
4

0
0 200 400 600 800 1000 1200
ENGINE SPEED (rpm)
EB2M5001
EB2M5001

(4) Boost compensator pressure

12
P1

10 P4
RACK POSITION (mm)

P2
P3

4
0 200 400 600 800 1000 1200
BOOST PRESSURE (mmHg)
EB2M5002
EB2M5002

- 109 -
3) V158TIM

(1) Main data and specifications

Model : PE8P120A520LV
Injection pump : 65.11101-7680
Governor : RQV 300/900
Plunger : 2 418 455 188
Delivery valve : 2 418 552 039
Pre-stroke : 4.50 L 0.05 mm
Injection timing : BTDC 24¡
Injection order : 1-5-7-2-6-3-4-8
Fuel feed pump : 0 440 008 152 (FP/KD22P78-2)
Rotating direction : C.C.W. at driving gear side

(2) Calibration data

Nozzle & Holder AssÕy 1 688 901 019 Opening pressure : 212.6 bar
(A) Test condition
Injection pipe(OD ,ID ,L) 1 680 750 075 N8.0 x N3.0 - 1000 mm
for injection pump
Test oil ISO4113 Temperature : 40 ± 2ûC
65.10101-7053 Nozzle (5 x N0.418)
Nozzle & holder AssÕy
(B) Engine standard parts 0 432 131 669 Spec. : 285.5 bar
Injection pipe (OD, ID, L) N6 x N2 - 750 mm
Rack diagram and setting valve at each point
Pump Injection Q`ty on RIG(mm / 1,000st)
3
Rack
Check position Speed Press.
Refer to (A) Test condition
Point (mm) (rpm) Remarks (mmHg)
(3) Rack Diagram for inj. Pump
V1 12.00 ± 0.05 1050 266.0 ± 3.0 Max. power 1500
V2 12.00 ± 0.10 800 266.0 ± 3.0 - 1500
VS 8.96 ± 0.20 500 159.8 ± 1.0 - 0
LQ 6.15 ± 0.20 350 53.7 ± 15.0 Only 2/3/4/8 0
A3 7.10 ± 0.50 1150 109.4 ± 15.0 Only 2/3/4/8 0
ST with Cap 100 127.5 ± 10.0 Only 2/3/4/8 0
Boost pressure dependent full -load stop (boost compensator spring operation point)
Pump Injection Q`ty on RIG(mm / 1,000st)
3
Rack
Check position Speed Press.
Refer to (A) Test condition (B) Engine
Point (mm) (rpm) (mmHg)
(4) Boost pressure for inj. Pump standard parts
P1 12.00 ± 0.05 500 - - 1500
P2 8.96 ± 0.05 500 - - 0
P3 9.25 ± 0.10 500 275
P4 11.20 ± 0.05 500 - - 600
Weight Weight =630g Lever ratio(min/max) Not fixed
Idle spring k=14.03N/mm Plunger N12
Middle spring k=57.14N/mm Delivery valve retraction volume 90mm3/st
Inner spring k=21.98N/mm Delivery valve opening pressure -
LDA spring k=30.5N/mm Delivery valve spring k = 7.2N/mm
Feed Pump Double action Timer None

- 110 -
(3) Rack diagram

14
V2 V1
12

10
RACK POSITION (mm)

VS

8
LQ A3
6

0
0 200 400 600 800 1000 1200 1400
ENGINE SPEED (rpm)
EB2M5003
EB2M5003

(4) Boost compensator pressure

14
P1
12
RACK POSITION (mm)

P4
10 P2
P3
8

0
0 200 400 600 800 1000 1200 1400
BOOST PRESSURE (mmHg)
EB2M5004
EB2M5004

- 111 -
4) V180TIH

(1) Main data and specifications

Model : PE10P120A520LV
Injection pump : 65.11101-7681
Governor : RQV 300/900
Plunger : 2 418 455 188
Delivery valve : 2 418 552 039
Pre-stroke : 4.50 L 0.05 mm
Injection timing : BTDC 24¡
Injection order : 1-6-5-10-2-7-3-8-4-9
Fuel feed pump : 0 440 008 152, 0 440 008 090 (FP/KD22P78-2, KP/KD22P80-1)
Rotating direction : C.C.W. at driving gear side

(2) Calibration data

Nozzle & Holder AssÕy 1 688 901 019 Opening pressure : 208.5 bar
(A) Test condition
Injection pipe(OD ,ID ,L) 1 680 750 075 N8.0 x N3.0 - 1000 mm
for injection pump
Test oil ISO4113 Temperature : 40 ± 2ûC
65.10101-7053 Nozzle (5 x N0.418)
Nozzle & holder AssÕy
(B) Engine standard parts 0 432 131 669 Spec. : 280 bar
Injection pipe (OD, ID, L) N6 x N2.0 - 750 mm
Rack diagram and setting valve at each point
Pump Injection Q`ty on RIG(mm / 1,000st)
3
Rack
Check position Speed Press.
Refer to (A) Test condition
Point (mm) (rpm) Remarks (mmHg)
(3) Rack Diagram for inj. Pump
V1 11.55 ± 0.05 900 244 ± 3.0 Max. power 1500
V2 11.55 ± 0.10 700 242 ± 3.0 - 1500
VS 9.20 ± 0.20 500 162 ± 1.0 - 0
LQ 6.10 ± 0.20 350 48 ± 15.0 Only 4/5/6/8/10 0
A3 7.30 ± 0.50 1020 112 ± 15.0 Only 4/5/6/8/10 0
ST with Cap 100 115 ± 10.0 Only 4/5/6/8/10 0
Boost pressure dependent full -load stop (boost compensator spring operation point)
Pump Injection Q`ty on RIG(mm / 1,000st)
3
Rack
Check position Speed Press.
Refer to (A) Test condition (B) Engine
Point (mm) (rpm) (mmHg)
(4) Boost pressure for inj. Pump standard parts
P1 11.55 ± 0.05 500 - - 1500
P2 9.20 ± 0.05 500 - - 0
P3 9.90 ± 0.10 500 300
P4 10.90 ± 0.05 500 - - 450
Weight Weight =630g Lever ratio(min/max) Not fixed
Idle spring k=14.03N/mm Plunger N12
Middle spring k=57.14N/mm Delivery valve retraction volume 90mm3/st
Inner spring None Delivery valve opening pressure -
LDA spring k=30.50N/mm Delivery valve spring k = 7.2N/mm
Feed Pump Double action x 2 Timer None

- 112 -
(3) Rack diagram

12 V2 V1

10 VS
RACK POSITION (mm)

LQ
6
A3
4

0
0 200 400 600 800 1000 1200
ENGINE SPEED (rpm)
EB2M5001
EB2M5001

(4) Boost compensator pressure

12
P1

10 P4
RACK POSITION (mm)

P2
P3

4
0 200 400 600 800 1000 1200
BOOST PRESSURE (mmHg)
EB2M5002
EB2M5002

- 113 -
5) V180TIM

(1) Main data and specifications

Model : PE8P120A520LV
Injection pump : 65.11101-7681
Governor : RQV 300/900
Plunger : 2 418 455 188
Delivery valve : 2 418 552 039
Pre-stroke : 4.50 L 0.05 mm
Injection timing : BTDC 24¡
Injection order : 1-6-5-10-2-7-3-8-4-9
Fuel feed pump : 0 440 008 152 (FP/KD22P78-2)
Rotating direction : C.C.W. at driving gear side

(2) Calibration data

Nozzle & Holder AssÕy 1 688 901 019 Opening pressure : 212.6 bar
(A) Test condition
Injection pipe(OD ,ID ,L) 1 680 750 075 N8.0 x N3.0 - 1000 mm
for injection pump
Test oil ISO4113 Temperature : 40 ± 2ûC
65.10101-7053 Nozzle (5 x N0.418)
Nozzle & holder AssÕy
(B) Engine standard parts 0 432 131 669 Spec. : 285.5 bar
Injection pipe (OD, ID, L) N6 x N2.0 - 750 mm
Rack diagram and setting valve at each point
Pump Injection Q`ty on RIG(mm / 1,000st)
3
Rack
Check position Speed Press.
Refer to (A) Test condition
Point (mm) (rpm) Remarks (mmHg)
(3) Rack Diagram for inj. Pump
V1 11.55 ± 0.05 1050 243.0 ± 3.0 Max. power 1500
V2 11.55 ± 0.10 800 240.4 ± 3.0 - 1500
VS 8.96 ± 0.20 500 159.8 ± 1.0 - 0
LQ 6.15 ± 0.20 350 53.7 ± 15.0 Only 2/3/4/8 0
A3 7.10 ± 0.50 1150 109.4 ± 15.0 Only 2/3/4/8 0
ST with Cap 100 127.5 ± 10.0 Only 2/3/4/8 0
Boost pressure dependent full -load stop (boost compensator spring operation point)
Pump Injection Q`ty on RIG(mm / 1,000st)
3
Rack
Check position Speed Press.
Refer to (A) Test condition (B) Engine
Point (mm) (rpm) (mmHg)
(4) Boost pressure for inj. Pump standard parts
P1 11.55 ± 0.05 500 - - 1500
P2 8.96 ± 0.05 500 - - 0
P3 9.9 ± 0.10 500 275
P4 10.90 ± 0.05 500 - - 450
Weight Weight =630g Lever ratio(min/max) Not fixed
Idle spring k=14.03N/mm Plunger N12
Middle spring k=57.14N/mm Delivery valve retraction volume 90mm3/st
Inner spring k=21.98N/mm Delivery valve opening pressure -
LDA spring k=30.50N/mm Delivery valve spring k = 7.2N/mm
Feed Pump Double action Timer None

- 114 -
(3) Rack diagram

12
V2 V1

10 VS
RACK POSITION (mm)

LQ
A3
6

0
0 200 400 600 800 1000 1200 1400
ENGINE SPEED (rpm)
EB2M5005
EB2M5005

(4) Boost compensator pressure

12
P1

10 P4
RACK POSITION (mm)

P2
P3

4
0 200 400 600 800 1000 1200
BOOST PRESSURE (mmHg)
EB2M5002
EB2M5002

- 115 -
6) V222TIH

(1) Main data and specifications

Model : PE12P120A500LV
Injection pump : 65.11101-7682
Governor : RQV 300/900
Plunger : 2 418 455 188
Delivery valve : 2 418 552 039
Pre-stroke : 4.50 L 0.05 mm
Injection timing : BTDC 24¡
Injection order : 1-12-10-7-8-11-5-2-3-6-4-9
Fuel feed pump : 0 440 008 152, 0 440 008 090 (FP/KD22P78-2, KP/KD22P80-1)
Rotating direction : C.C.W. at driving gear side

(2) Calibration data

Nozzle & Holder AssÕy 1 688 901 019 Opening pressure : 208.5 bar
(A) Test condition
Injection pipe(OD ,ID ,L) 1 680 750 075 N8.0 x N3.0 - 1000 mm
for injection pump
Test oil ISO4113 Temperature : 40 ± 2ûC
65.10101-7053 Nozzle (5 x N0.418)
Nozzle & holder AssÕy
(B) Engine standard parts 0 432 131 669 Spec. : 280 bar
Injection pipe (OD, ID, L) N6 x N2.0 - 750 mm
Rack diagram and setting valve at each point
Pump Injection Q`ty on RIG(mm / 1,000st)
3
Rack
Check position Speed Press.
Refer to (A) Test condition
Point (mm) (rpm) Remarks (mmHg)
(3) Rack Diagram for inj. Pump
V1 11.55 ± 0.05 900 244 ± 3.0 Max. power 1500
V2 11.55 ± 0.10 700 242 ± 3.0 - 1500
VS 9.20 ± 0.20 500 162 ± 1.0 - 0
LQ 6.10 ± 0.20 350 48 ± 15.0 Only 4/5/6/8/10/12 0
A3 7.30 ± 0.50 1020 112 ± 15.0 Only 4/5/6/8/10/12 0
ST with Cap 100 115 ± 10.0 Only 4/5/6/8/10/12 0
Boost pressure dependent full -load stop (boost compensator spring operation point)
Pump Injection Q`ty on RIG(mm / 1,000st)
3
Rack
Check position Speed Press.
Refer to (A) Test condition (B) Engine
Point (mm) (rpm) (mmHg)
(4) Boost pressure for inj. Pump standard parts
P1 11.55 ± 0.05 500 - - 1500
P2 8.96 ± 0.05 500 - - 0
P3 9.9 ± 0.10 500 300
P4 10.90 ± 0.05 500 - - 450
Weight Weight =630g Lever ratio(min/max) Not fixed
Idle spring k=14.03N/mm Plunger N12
Middle spring k=57.14N/mm Delivery valve retraction volume 90mm3/st
Inner spring None Delivery valve opening pressure -
LDA spring k=30.50N/mm Delivery valve spring k = 7.2N/mm
Feed Pump Double action x 2 Timer None

- 116 -
(3) Rack diagram

12 V2 V1

10 VS
RACK POSITION (mm)

LQ
6
A3
4

0
0 200 400 600 800 1000 1200
ENGINE SPEED (rpm)
EB2M5001
EB2M5001

(4) Boost compensator pressure

12
P1

10 P4
RACK POSITION (mm)

P2
P3

4
0 200 400 600 800 1000 1200
BOOST PRESSURE (mmHg)
EB2M5002
EB2M5002

- 117 -
7) V222TIM

(1) Main data and specifications

Model : PE12P120A500LV
Injection pump : 65.11101-7682
Governor : RQV 300/900
Plunger : 2 418 455 188
Delivery valve : 2 418 552 039
Pre-stroke : 4.50 L 0.05 mm
Injection timing : BTDC 24¡
Injection order : 1-12-10-7-8-11-5-2-3-6-4-9
Fuel feed pump : 0 440 008 152, 0 440 008 090 (FP/KD22P78-2, KP/KD22P80-1)
Rotating direction : C.C.W. at driving gear side

(2) Calibration data

Nozzle & Holder AssÕy 1 688 901 019 Opening pressure : 212.6 bar
(A) Test condition
Injection pipe(OD ,ID ,L) 1 680 750 075 N8.0 x N3.0 - 1000 mm
for injection pump
Test oil ISO4113 Temperature : 40 ± 2ûC
65.10101-7053 Nozzle (5 x N0.418)
Nozzle & holder AssÕy
(B) Engine standard parts 0 432 131 669 Spec. : 285.5 bar
Injection pipe (OD, ID, L) N6 x N2.0 - 750 mm
Rack diagram and setting valve at each point
Pump Injection Q`ty on RIG(mm / 1,000st)
3
Rack
Check position Speed Press.
Refer to (A) Test condition
Point (mm) (rpm) Remarks (mmHg)
(3) Rack Diagram for inj. Pump
V1 12.00 ± 0.05 1050 266.0 ± 3.0 Max. power 1500
V2 12.00 ± 0.10 800 266.0 ± 3.0 - 1500
VS 8.96 ± 0.20 500 159.8 ± 1.0 - 0
LQ 6.15 ± 0.20 350 53.7 ± 15.0 Only 2/3/4/8 0
A3 7.10 ± 0.50 1150 109.4 ± 15.0 Only 2/3/4/8 0
ST with Cap 100 127.5 ± 10.0 Only 2/3/4/8 0
Boost pressure dependent full -load stop (boost compensator spring operation point)
Pump Injection Q`ty on RIG(mm / 1,000st)
3
Rack
Check position Speed Press.
Refer to (A) Test condition (B) Engine
Point (mm) (rpm) (mmHg)
(4) Boost pressure for inj. Pump standard parts
P1 12.00 ± 0.05 500 - - 1500
P2 8.96 ± 0.05 500 - - 0
P3 9.25 ± 0.10 500 275
P4 11.20 ± 0.05 500 - - 600
Weight Weight =630g Lever ratio(min/max) Not fixed
Idle spring k=14.03N/mm Plunger N12
Middle spring k=57.14N/mm Delivery valve retraction volume 90mm3/st
Inner spring k=21.98N/mm Delivery valve opening pressure -
LDA spring k=30.5N/mm Delivery valve spring k = 7.2N/mm
Feed Pump Double action Timer None

- 118 -
(3) Rack diagram

14
V2 V1
12

10
RACK POSITION (mm)

VS

8
LQ A3
6

0
0 200 400 600 800 1000 1200 1400
ENGINE SPEED (rpm)
EB2M5003
EB2M5003

(4) Boost compensator pressure

14
P1
12
RACK POSITION (mm)

P4
10 P2
P3
8

0
0 200 400 600 800 1000 1200 1400
BOOST PRESSURE (mmHg)
EB2M5004
EB2M5004

- 119 -
7.3.2. AD158TI / 180TI / 222TI
Governor system for fuel injection pump consists of ÒIntegral ActuatorÓ and ÒSpeed Control
UnitÓ.

1) Integral Actuator

Emergency Adjust linkage length so that

when fastened to the operating
mechanjcal stop lever the fuel rack is approx.
0.5-1.0mm away from its extreme
stop position
Upper chamber
Engine oil lubricated Linkage length L
Injection Extreme stop position
pump of fuel rack

Operating lever

Electromechanical chamber Fuel rack

Completety enclosed, and
seated

Max. fuel
Operating lever stop screw
The G.A.C actuator concept
Fastest responsotime Fuel stop- Fixation screw
Stop nut
Maintenance free plate
Linear

<Side View> <Top View>

¥ Functions of ActuatorÕs component

1. Emergency stop lever
It is emergency stop lever operated by manual at emergency.
2. Upper control chamber
The cover for controlling the inside is installed.
3. Electro control chamber
Operating lever is started by the electric signal generated in it.
4. Adjusting screw
As it is a part of controlling the max. fuel amount if the length which comes outside is long
the torque decreases or if the length is short the torque increases.
5. Fuel stop plate
It is the plate which prevents fuel from increasing by stopping the proceeding of adjust-
ing screw.
6. Operating lever
It is a connecting lever for operating the fuel rack.
7. Fuel lever
It is connected with link lever, controls fuel amount of the fuel injection pump.

Caution :
Adjusting the fuel pump is an essential part for performance and endurance of engine,
therefore operation and maintenance should be performed only by specialized engineer.

- 120 -
No. Description QÕty Remark No. Description QÕty Remark
1 Stop lever(emergency) 1 20 actuator spring 1
2 pump gasket 1 21 gasket,lower cover 1
3 washer 4 22 lower cover 1
4 allen screw 4 7 ~ 9 N.m 23 washer 8
5 ball link 2 * 24 allen screw 6 2.0 ± 3.0 N.m
6 stop nut 2 3.5 ~ 4.0 N.m 25 receptacle 1
7 operating lever 1 26 sealing screw 2 3.5 ± 4.5 N.m
8 oil seal 1 27 gasket, upper cover 1
9 counter nut 1 4.5 ~ 6.0 N.m 28 flat washer 2
10 stop screw 1 29 screw, ball link 2 *
11 connector screw 4 30 connecting rod 1 *
12 mounting bar 1 31 nut 2 *
13 flat washer 2 32 stop plate 1 *
14 lock washer 2 33 top cover 1
manual stop
15 nut 2 17 ~ 21 N.m 34 device complete 1

linkage complete
16 flat washer 2 * comprise pos. 1
5,6,28,29,30,31,32
17 lock washer 2 35 fixing screw 1 12.5±13.0N.m
18 nut 2 7 ~ 9 N.m 36 stop nut 1 12.5±13.0 N.m
threaded bolt
19 (part of bearing kit) 2

- 121 -
2) Speed control unit for governor system (All)
a) Introduction
Series speed control unit is an all electronic device designed to control engine speed with fast
and precise response to transient load changes. This closed loop control, when connected to a
proportional electric actuator and supplied with a magnetic speed sensor signal, will control a
wide variety of engines in an isochronous or droop mode.
The speed control unit are the engine STARTING FUEL and SPEED RAMPING adjustments.
The use of these features will minimize engine exhaust smoke experienced prior to attaining
engine operating speed.
Other features include adjustable droop and idle operation, inputs for accessories used in multi-
engine or special applications, protection against reverse battery voltage, transient voltages,
accidental short circuit of the actuator and fail safe design in the event of loss of speed sensor
signal or battery supply.

AD158TI / 180TI / 222TI

GAC actuator model ACE 175

Speed control unit model ESD55500

b) Description
Engine speed information for the speed control unit is usually received from a magnetic pick-up
sensor Any other signal generating device may be used provided the generated frequency is
proportional to engine speed and meets the voltage input and frequency range specification. The
speed sensor is typically mounted in close proximity to an engine driven ferrous gear, usually
the engine ring gear. As the teeth of the gear pass the magnetic sensor, a signal is generated
which is proportional to engine speed.
Signal strength must be within the range of the input amplifier. An amplitude of 0.5 to 120 volts
RMS is required to allow the unit to function within its design specifications. The speed signal is
applied to Terminals C and D of the speed control unit. Between these terminals there is an input
impedance of over 33,000 ohms. Terminal D is internally connected to Terminal E, battery neg-
ative. Only one end of the cable should be connected.
When a speed sensor signal is received by the controller, the signal is amplified and shaped by
an internal circuit to provide an analog speed signal. If the speed sensor monitor does not detect
a speed sensor signal, the output circuit of the speed control unit will turn off all current to the
actuator.
A summing circuit receives the speed sensor signal along with the speed adjust set point input.
The speed range has a ratio of 8:1 and is adjusted with a 25 turn potentiometer. The output from
the summing circuit is the input to the dynamic control section of the speed control unit. The
dynamic control circuit, of which the gain and stability adjustments are part, has a control func-
tion that will provide isochronous and stable performance for most engine types and fuel sys-
tems.
The speed control unit circuit is influenced by the gain and stability performance adjustments.
The governor system sensitivity is increased with clockwise rotation of the gain adjustment. The
gain adjustment has a range of 33:1.

- 122 -
The stability adjustment, when advanced clockwise, increases the time rate of response of the
governor system to match the various time constants of a wide variety of engines. The speed
control unit is a PID device, the ÒDÓ, derivative portion can be varied when required. (See
Instability section.)
During the engine cranking cycle, STARTING FUEL can be adjusted from an almost closed, to
a nearly full fuel position.
Once the engine has started, the speed control point is determined, first by the IDLE speed set
point and the SPEED RAMPING circuit. After engine speed ramping has been completed, the
engine will be at its governed operating speed.
At the desired governed engine speed, the actuator will be energized with sufficient current to
maintain the desired engine speed, independent of load (isochronous operation).
The output circuit provides switching current at a frequency of about 500Hz to drive the actua-
tor Since the switching frequency is well beyond the natural frequency of the actuator, there is
no visible motion of the actuator output shaft.
Switching the output transistors reduces its internal power dissipation for efficient power control.
The output circuit can provide current of unto 10amps continuous at 25?C for 12 and 24VDC
battery systems. The actuator responds to the average current to position the engine fuel con-
trol lever.
In standard operation, the speed control unit performance is isochronous. Droop governing can
be selected by connecting terminals K and L and the percent of droop governing can be varied
with the droop adjustment control . The droop range can be increased by connecting Terminals
G and H.
The speed control unit has several performance and protection features which enhance the
governor system. A speed anticipation circuit minimizes speed overshoot on engine start-up or
when large increments of load are applied to the engine.
Engine idle speed can be remotely selected and is adjustable. Accessory inputs to achieve vari-
able speed operation and multi-engine control can be accepted by the speed control unit from
GAC load sharing modules, automatic synchronizers.

- 123 -
c) Specification

PERFORMANCE
Isochronous Operation/steady State Stability L 0.25% or better
Speed Range/Governor 1 K L 7.5 KHz continuous
Speed Drift with Temperature L 1% Maximum
Idle Adjust CW 60% of set speed
Idle Adjust CCW Less than 1,200 Hz.
Droop Range 1 L 5 % regulation*
Droop Adj. Max. (K-L Jumpered) 400 Hz L 75 Hz per 1.0 A change
Droop Adj. Min. (K-L Jumpered) 15 Hz L 6 Hz. per 1.0 A change
Speed Trim Range L 200 HZ
Remote Variable Speed Range 500 L 7.5 Hz or any part thereof
Terminal Sensitivity J 100 Hz L 15 Hz/Volt @ 5.0 K Impedance
L 735 Hz L 60 Hz/Volt @ 65 K Impedance
N 148 Hz L 10 Hz/Vo1t @ 1 Meg. Impedance
P 10 VDC Supply @ 20 ma Max.
Speed switch adjustment range 1,000 ~ 10,000 Hz
ENVIRONMENTAL
Ambient Operating Temperature Range - 40 ¡ to 180 ¡F (- 40 ¡ to + 85 ¡C)
Relative Humidity up to 95 %
All Surface Finishes Fungus Proof and Corrosion Resistant
INPUT POWER
Supply 12 or 24 VDC Battery Systems
(Transient and Reverse Voltage Protected)**
Polarity Negative Ground (Case Isolated)
Power Consumption 50 mA continuous plus actuator current
Actuator Current Range @ 77 ?F (25 ?C) - Min.2.5 Amps/ Max. 10 Amps continuous ***
(Inductive Load)
Speed Sensor Signal 0.5 ~ 120 Volts RMS
Speed switch relay contacts (N.O. and N.C.) 10 Amps
RELIABILITY
Vibration 1G @ 20 ~ 100 Hz
Testing 100% Functionally Tested
PHYSICAL
Dimensions See Outline
Weight 1.8 lbs (820 grams)
Mounting Any Position, Vertical Preferred

Note :
* Droop is based on a speed sensor frequency of 4,000 Hz and an actuator current.
Change of 1 amp from no load to full load. Applications with higher speed sensor signals will
experience less percentage of droop. Applications with more actuator current change will
experience higher percentages of droop. See droop description for specific details on oper-
ation of droop ranges.
** Protected against reverse voltage by a series diode. A 15 Amp. fuse must be Installed in the
positive battery lead.
*** Protected against short circuit to actuator (shuts off current to actuator), unit automatically
turns back on when shorts is removed.

- 124 -
d) Wiring Diagram and outline ( AD158TI / 180TI / 222TI )

154
6.25
9.5

15

Over
Speed
1 2 3 4 5 6 7 8 9 Run
Reset
Crank
Overspeed Run Crank Speed Test

GOVERNOR CONTROLLER
Gain
D1
MODEL : DWC-2000
INPUT : DC24V ON OFF Stability
PARTS No. : 65.11220-7006
139

SERIAL No. :
GHANA CONTROL
Starting
MADE IN KOREA
Fuel

D2
Speed
Ramping
ON OFF
Idle Idle

Speed Trim Droop

Droop
Pick-Up Battery
Actuator - +
AUX 10V

A B C D E F G H J K L M N P
15

32
10V POWER
ACTUATOR AUX.
ADD JUMPER FOR 12V
BATTERY ORACTUATOR
CURRENTS ABOVE 5A
GND
CLOSE FOR DROOP
MAGNETIC
PICK UP

CW
BATTERY FUSE
15A MAX. CLOSE FOR IDLE
SPEED TRIM
CONTROL - 5K
OPTIONALACTUATOR
CABLE SHIELDING TO
MEET CE DIRECTIVE

Note :
¥ If wire leads are longer than 3 meters (10 ft), a shielded cable should be used. Ground shield
at one end only.
¥ The speed control unit is rugged enough to be placed in a control cabinet or engine mount-
ed enclosure with other dedicated control equipment. If water, mist, or condensation may
come in contact with the controller, it should be mounted vertically. This will allow the fluid to
drain away from the speed control unit.
¥ Extremely heat should be avoided.

- 125 -
 Caution :
An overspeed shutdown device, independent of the governor system, should be provided to
prevent loss of engine control which may cause personal injury or equipment damage. Do not
rely exclusively on the governor system electric actuator to prevent overspeed. A secondary
shutoff device, such as a fuel solenoid must be used.

e) Functions of the Control unit

1. STARTING FUEL : When starting engine at first, it controls the amount of starting fuel. If you
turn it clockwise, the amount of fuel increases.
2. SPEED RAMPING : It controls time to be taken for the max. speed. If you turn it counter clock-
wise, the time to be reached the rating speed is reduced.
3. IDLE : Adjust the idle speed of the engine. If the engine rotates clockwise, the
speed of the engine increases.
4. GAIN : It makes fluctuant rate of speed which generated from engine stable.
5. STABILITY : It makes fluctuant rate of speed according to the engine mounting stable.
6. SPEED : Adjust the engine speed. If engine rotates clockwise, engine speed increas-
es.
7. OVER SPEED : Adjust engine over speed. If engine rotates clockwise, engine speed
increases.
8. DROOP SPEED : It is used in parallel operation of generator.
9. RESET : It is used for initializing the over speed controller.
10. TEST : It is used for confirming and setting the over speed.
11. A, B TERMINAL : They are connected with actuator of the injection pump.
12. C, D TERMINAL : They are connected with magnetic pickup sensor, shield wire should be
used. DonÕt use magnetic pickup sensor connected with them for other pur-
pose.
13. E, F TERMINAL : They are connected with battery (E - polar, F + polar)
14. G,M TERMINAL : They are terminals for maintaining the idle speed.
15. K, L TERMINAL : They are terminals for droop.
16. H, J, N, P TERMINAL : They are subsidiary terminals.

f) Wiring
Basic electrical connections are illustrated above. Actuator and battery connections to Terminals A,
B, E, and F should be #16AWG (1.3 mm2) or larger.
Long cables require an increased wire size to minimize voltage drops.
The battery positive (+) input, Terminal F, should be fused for 15 amps as illustrated.
Magnetic speed sensor connections to Terminals C and D MUST BE TWISTED AND/OR SHIELD-
ED for their entire length. The speed sensor cable shield should only be connected to terminal D.
The shield should be insulated to insure no other part of the shield comes in contact with engine
ground, otherwise stray speed signals may be introduced to the speed control unit. With the engine
stopped,
adjust the gap between the magnetic speed sensor and the ring gear teeth. The gap should not be
any smaller than 0.020 in, (0.45 mm). Usually, backing out the speed sensor 3/4 turn after touching
the ring gear tooth will achieve a satisfactory air gap. The magnetic speed sensor voltage should
be at least 1 VAC RMS during cranking.

- 126 -
g) Adjustments (Used new controller)
1. Before Starting Engine
1 The GAIN and STABILITY adjustments are set to mid position.
2 STARTING FUEL : FULL CW (Maximum Fuel)
3 SPEED RAMPING : FULL CCW (Fastest)
4 IDLE : FULL CW (Idle speed increase position)
5 Place the engine in idle by connecting Terminals M & G.

2. After Starting Engine

When starting engine at first, actuator activates forward Òmaximum fuelÓ position. After starting
engine, adjust to maintain idle speed. The speed control unit governed speed setting is factory
set at approximately engine idle speed. (1000 Hz, speed sensor signal)
1 Adjust STARTING FUEL and SPEED RAMPING depending on engine running status.
2 If the engine is unstable after starting, turn the GAIN and STABILITY adjustments counter-
clockwise until the engine is stable.
3 After disconnecting Terminals M & G, turn SPEED to adjust maximum engine speed.
4 After connecting Terminals turn IDLE to set idle speed at 750 rpm. Then disconnect Terminal
M & G, to recheck and readjust maximum engine speed.

3. Governor Speeding Setting

The governed speed set point is increased by clockwise rotation of the SPEED adjustment con-
trol. Remote speed adjustment can be obtained with an optional 5KA Speed Trim Control

4. Governor Performance
Once the engine is at operating speed and at no load, the following governor performance adjust-
ment can be made.
1 Rotate the GAIN adjustment clockwise until instability develops.
Gradually move the adjustment counterclockwise until stability returns.
Move the adjustment one division further counterclockwise to insure
stable performance.
2 Rotate the STABILITY adjustment clockwise until instability develops.
Gradually move the adjustment counterclockwise until stability returns.
Move the adjustment one division further to insure stable performance.
3 Gain and stability adjustments may require minor changes after engine load is applied.
Normally, adjustments made at no load achieve satisfactory performance. A strip chart
recorder can be used to further optimize the adjustments.

Note :
If instability cannot be corrected or further performance improvements are required, refer to the
section on SYSTEM TROUBLESHOOTING.

- 127 -
5. Starting Fuel Adjustment
The engineÕs exhaust smoke at start-up can be minimized by completing the
following adjustments.
1 Place the engine in idle by connecting Terminals M & G.
2 Adjust the IDLE speed for as low a speed setting as the application allows.
3 Adjust the STARTING FUEL CCW until the engine speed begins to fall, Increase the START-
ING FUEL slightly so that the idle speed is returned to the desired level.
4 Stop the engine.
One of two methods of operation for the ESD5550 may now be selected.

Method 1) : Start the engine and accelerate directly to the operating speed (Generator Sets, etc.)
1 Remove the connection between Terminals M & G. Start the engine and adjust the
SPEED RAMPING for the least smoke on acceleration from idle to rated speed.
2 If the starting smoke is excessive, the STARTING FUEL may need to be adjusted
slightly CCW. If the starting time is too long, the STARTING FUEL may need to be
adjusted slightly CW.

Method 2) : Start the engine and control at an idle speed for a period of time prior to accelerating
to the operating speed. This method separates the starting process so that each may
be optimized for the lowest smoke emissions.
1 Replace the connection between Terminals M & G with a switch, usually an oil
pressure switch. Start the engine. If the starting smoke is excessive, the START-
ING FUEL may need to be adjusted slightly CCW. If the starting time is too long,
the STARTING FUEL may need to be adjusted slightly CW.
2 When the switch opens, adjust the SPEED RAMPING for the least amount of
smoke when accelerating from idle speed to rated speed.

6. Idle Speed Setting

If the IDLE speed setting was not adjusted as detailed in ÒStarting Fuel AdjustmentÓ section, then
place the optional external selector switch in the IDLE position. The idle speed set point is
increased by clockwise rotation of the IDLE adjustment control. When the engine is at idle speed,
the speed control unit applies droop to the governor system to insure stable operation.

7. Speed Droop Operation

Droop is typically used for the paralleling of engine driven generators.
Place the optional external selector switch in the DROOP position, DROOP is increased by clock-
wise rotation of the DROOP adjustment control. When in droop operation, the engine speed will
decrease as engine load increases.
The percentage of droop is based on the actuator current change from engine no load to full load.
A wide range of droop is available with the internal control. Droop level requirements above 10%
are unusual.
If droop levels experienced are higher or lower than those required, contact the factory for assis-
tance.
After the droop level has been adjusted, the rated engine speed setting may need to be reset.
Check the engine speed and adjust the speed setting accordingly.

- 128 -
 8. Accessory input
The Auxiliary Terminal N accepts input signals from load sharing units, auto synchronizers, and
other governor system accessories, accessories are directly connected to this terminal It is rec-
ommended that this connection from accessories be shielded as it is a sensitive input terminal.
If the auto synchronizer is used alone, not in conjunction with a load sharing module, a 3M ohm
resistor should be connected between Terminals N and P This is required to match the voltage lev-
els between the speed control unit and the synchronizer.
When an accessory is connected to Terminal N, the speed will decrease and the speed adjust-
ment must be reset.
When operating in the upper end of the control unit frequency range, a jumper wire or frequency
trim control may be required between Terminals G and J. This increases the frequency range of
the speed control to over 7000 Hz.

9. Accessory Supply
The +10 volt regulated supply, Terminal P, can be utilized to provide power to governor system
accessories. Up to 20mA of current can be drawn from this supply. Ground reference is Terminal
G. A short circuit on this terminal can damage the speed control unit.

10. Wide Range Remote Variable Speed Operation

A single remote speed adjustment potentiometer can be used to adjust the engine speed contin-
uously over a specific speed range. Select the desired speed range and the corresponding poten-
tiometer value. (Refer to ÒSpeed Range Potentiometer ValueÓ) If the exact range cannot be found,
select the next higher range potentiometer. An additional fixed resistor may be placed across the
potentiometer to obtain the exact desired range. Connect the speed range potentiometer as
shown in the next diagram.

< Speed Range Potentiometer Value >

G J K L
Speed Range Potentiometer Value
900 Hz. 1K
2,400 Hz. 5K
3,000 Hz. 10K
3,500 Hz. 25K
3,700 Hz. 50K

* Select Proper Potentiometer Value

CW
Caution : EA6M4005

To maintain engine stability at the

minimum speed setting, a small amount of droop can be added using the DROOP adjustment.
At the maximum speed setting the governor performance will be near isochronous, regardless
of the droop adjustment setting.

Contact the factory for assistance if difficulty is experienced in obtaining the desired variable
speed governing performance.

- 129 -
h) System Trouble shooting
1. System Inoperative
If the engine governing system does not function, the fault may be determined by performing the
voltage tests described in Steps 1, 2, 3, and 4.Be careful of the meter polarities measuring.
Should normal values be indicated as a result of following the trouble shooting steps, the fault
may be with the actuator or the wiring to the actuator See the actuator publication for testing
details.

STEP TERMINALS NORMAL READING PROBABLE CAUSE OF ABNORMAL READING

1 F(+) & E(-) Battery supply voltage 1. DC battery power not connected. Check for blown
(12 or 24 VDC) fuse
2. Low battery voltage.
3. Wiring error.
2 C&D 1.0 VAC RMS min., 1. Gap between speed sensor and gear teeth too great.
while cranking Check gap.
2. Improper or defective wiring to the speed sensor.
Resistance between terminals C and D should be
30 to 1,200 ohms.
3. Defective speed sensor.
3 P(+) & G(-) 10 VDC, 1. Short on terminal P (This will cause a defective unit.)
Internal Supply 2. Defective Speed Control.
4 F(+) & A(-) 1.0 ~ 2.0 VDC 1. SPEED adjustment set too low
while cranking 2. Short/open in actuator wiring.
3. Defective speed control.
4. Defective actuator.

- 130 -
2. Unsatisfactory Performance
If the governing system functions poorly, perform the following tests.

SYMPTOM TEST PROBABLE FAULT

1. Do not crank. 1. Actuator goes to full fuel. Then, disconnect speed

Apply DC power to sensor at Terminals C & D.
Engine overspeeds
the governor sys- If actuator still at full fuel speed control unit defec-
tem. tive. If actuator at minimum fuel position - erro-
neous speed signal. Check speed sensor data.

2. Manually hold the 1. If the voltage reading is 1.0 to 2.0 VDC.

engine at the a) SPEED adjustment set above desired speed.
desired running b) Defective speed control unit.
speed. Measure
the DC voltage 2. If the voltage reading is above 2.0 VDC, a)
between Terminals Actuator or linkage binding.
A(-) & F(+) on the
speed control unit. 3. If the voltage reading is below 1.0 VDC, a)
Defective speed control unit.

4. Gain set too low.

1. Measure the volt- 1. If the voltage is less than 7V for a 12V system,
age at the battery or14V for a 24V system, replace the battery if it is
Actuator does not
while cranking. weak or undersized.
energize fully.

1. Actuator or battery wiring in error.

2. Momentarily con-
nect Terminals A
2. Actuator or linkage binding.
and F The actuator
should move to the 3. Defective actuator.
full fuel position.
4. Fuse opens. Check for short in actuator or actua-
tor wiring harness.

1. Measure the actua- 1. If voltage measurement is within approximately 2

tor output. Terminals volts of the battery supply voltage, then fuel con-
Engine remains below
A & B, while running trol restricted from reaching full fuel position.
desired governed
under governor con- Possibly due to interference from the mechanical
speed.
trol. governor, carburetor spring or linkage alignment.

2. Speed setting too low.

3. Insufficient Magnetic speed Sensor Signal

A strong magnetic speed sensor signal will eliminate the possibility of missed or extra pulses. The
speed control unit will govern well with 0.5volts RMS speed sensor signal. A speed sensor signal
of 3volts RMS or greater at governed speed is recommended. Measurement of the signal is made
at Terminals C and D.

- 131 -
4. Electromagnetic Compatibility (EMC)
The governor system can be adversely affected by large interfering signals that are conducted
through the cabling or through direct radiation into the control circuits.
All speed control units contain filters and shielding designed to protect the units sensitive circuits
from moderate external interfering sources.
Although it is difficult to predict levels of interference, applications that include magnetos, solid state
ignition systems, radio transmitters, voltage regulators or battery chargers should be considered
suspect as possible interfering sort traces.
If it is suspected that external fields, either those that are radiated or conducted, are or will affect
the governor systems operation, it is recommended to use shielded cable for all external connec-
tions.
Be sure that only one end of the shields, including the speed sensor shield, Is connected to a sin-
gle point on the case of the speed control unit. Mount the speed control unit to a grounded metal
back plate or place it in a sealed metal box.
Radiation is when the interfering signal is radiated directly through space to the governing system
To isolate the governor system electronics from this type of interference sort roe, a metal shield or
a solid metal container is usually effective.
Conduction is when the interfering signal is conducted through the interconnecting wiring to the
governor system electronics. Shielded cables and installing filters are common remedies.
As an aid to help reduce the levels of EMI of a conductive nature, a battery line filter and shielded
cables are conveniently supplied by KT130. To reduce the levels of EMI of a radiated nature, a
shielded container P/N CA114 can be sourced from GAC and its distributors.
In severe high energy interference locations such as when the governor system is directly in the
field of a powerful transmitting source, the shielding may require to be a special EMI class shield-
ing. For these conditions, contact GAC application engineering for specific recommendations.

- 132 -
5. Instability
Instability in a closed loop speed control system can be categorized into two general types.
1 PERIODIC appears to be sinusoidal and at a regular rate.
2 NON-PERIODIC is a random wandering or an occasional deviation from a steady state band
for no apparent reason

Switch C1 controls the ÒLead CircuitÓ found. The normal position is ÒON Ò Move the switch to the
ÒOFFÓ position if there is fast instability in the system.
Switch C2 controls an additional circuit added is designed to eliminate fast erratic governor behav-
ior, caused by very soft or worn couplings in the drive train between the engine and generator.
The normal position is ÒOFFÓ. Move to the ÒONÓ position if fast erratic engine behavior due to a soft
coupling is experienced.
The PERIODIC type can be further classified as fast or slow instability. Fast instability is a 3Hz. or
faster irregularity of the speed and is usually a jitter Slow periodic instability is below 3Hz., can be
very slow, and is sometimes violent.
If fast instability occurs, this is typically the governor responding to engine firings.
Raising the engine speed increases the frequency of Instability and vice versa.
In this case, placing switch C1 in the ÒOFFÓ position will reduce the speed control unitÕs sensitivity
to high frequency signals.
Readjust the GAIN and STABILITY for optimum control Should instability still be present, the
removal of E1 to E2 jumper may help stabilize the engine. Post locations are illustrated. Again,
readjust the GAIN and STABILITY for optimum control. Interference from powerful electrical signals
can also be the cause. Turn off the battery chargers or other electrical equipment to see if the sys-
tem disappears.
Slow instability can have many causes. Adjustment of the GAIN and STABILITY usually cures most
situations by matching the speed control unit dynamics. If this is unsuccessful, the dead time com-
pensation can be modified. Add a capacitor from posts E2 to E3 (negative on E2). Post locations
are illustrated. Start with 10mfds. and increase until instability is eliminated. The control system can
also
be optimized for best performance by following this procedure.
If slow instability is unaffected by this procedure, evaluate the fuel system and engine performance.
Check the fuel system linkage for binding, high friction, or poor linkage. Be sure to check linkage
during engine operation. Also look at the
engine fuel system. Irregularities with carburetion or fuel injection systems can change engine
power with a constant throttle setting Th is can result in speed deviations beyond the control of the
governor system. Adding a small amount of droop can help stabilize the system for troubleshoot-
ing.
NON-PERIODIC instability should respond to the GAIN control. If increasing the gain reduces the
instability, then the problem is probably with the engine. Higher gain allows the governor to respond
faster and correct for disturbance. Look for engine misfirings, an erratic fuel system, or load
changes on the engine generator set voltage regulator If the throttle is slightly erratic, but perfor-
mance is fast, move switch C1 to the ÒOFFÓ position. This will tend to steady the system.
If unsuccessful in solving Instability, contact the factory for assistance.

- 133 -
7.3.3. Fuel feed pump

1) General descriptions and construction

The P-type injection pump is mount-

ed with K-ADS or KP type feed pump.
These pumps have the same basic Priming
pump
construction and operation, and the
Check
general descriptions of the KP type Check valve
valve
pump are given below :
Inlet Outlet
The figures show its construction
side side
(right figure) and operation (below fig-
ure). The piston in the fuel feed pump Piston Tappet
is driven by the push rod and tappet Cam shaft

via the camshaft of injection pump EQM4019I

and performs reciprocating operation

to control the suction and delivery of fuel. When the cam reaches the Bottom Dead Center
as shown in the figure, the fuel is drawn in through the check valve on the inlet side.
The fuel pressurized as the cam rotates on flows through the check valve on the outlet side
as shown in (B). If feeding pressure increases abnormally, the spring is compressed, result-
ing in interrupting further delivery of fuel as shown in (C).

Inlet side Outlet side Interruption

EQM4020I

This feed pump is mounted with a priming pump designed to permit manual feeding of fuel
from the fuel tank with the injection pump mounted in the engine. During the manual feed-
ing operation, air must be bled from the fuel lines. When using the priming pump, fix it
securely to prevent the possible entry of moisture or other foreign substances in the inside
of the feed pump.

- 134 -
 In addition, a strainer is fitted into joint bolt on
the inlet side of the fuel feed pump to filtrate
any foreign substances possibly mixed in
fuel.
Strainer

EB1M4003

2) Disassembly

¥ Clamp the feed pump with a vise and disassemble the plugs (30, 32), strainer (31) and gaskets
(35, 36).

¥ Take off the priming pump (25), plug (16), both gaskets (18), spring (15), and check valve (14).
¥ Take off the plug (7), gasket (8), spring (6), and piston (5) on the piston side.
¥ Pull out the snap ring (20) holding the tappet (10).
¥ Disassemble the snap ring, then take off the tappet (10) and push rod (1).
3) Inspection

¥ If the check valve is damaged or scored on its seat face, replace it with a new one.
¥ Inspect the piston and tappet for damage.
¥ Replace the push rod if excessively worn, and replace together with the pump housing if
required. The inspection for wear should be performed in the same procedure as for suction
pressure test described below.

- 135 -
4) Re-assembly

¥ Re-assembly operation is performed in reverse order of disassembly. All the gaskets must be
replaced with new ones at re-assembly.

5) Testing

(1) Suction capacity test

Connect one end of a hose to the inlet

side of the feed pump and immerse the Outlet hose

other end of it into the fuel tank as illus-

Feed pump
trated.
Hold the feed pump in position about 1 m
above the fuel level of the fuel tank.
Operate the tappet at the rate of 100 rpm
Inlet hose
and check to see if fuel is drawn in and
delivered for 40 seconds or so.

Fuel tank

EQM4022I

(2) Delivery test

Make a test with the feed pump mounted

on a pump tester as illustrated. Operate
the pump at the rate of 1,000 rpm and
check to see if the pump delivery is more
than 405 cc/15 seconds.

EAMC016I

(3) Sealing test

Plug up the delivery port on the feed

Mass cylinder
Compressed air
pump and apply compressed air of 2 2kg/cm2
kg/cm2 into the inlet side.
Submerge the feed pump in a container
of diesel fuel and check for air leak.

Feed pump

EQM4023I

- 136 -
7.3.4. Injection nozzle

The injection nozzle assembly consists of the nozzle body and needle valve assembly.
Pressurized fuel delivered from the fuel injection pump is sprayed into the combustion cham-
ber past the injection nozzle at proper spray pressure and spray angle, then burnt completely
to achieve effective engine performance.
The fuel injected should necessarily be ignited immediately and combusted in a short period
of time as too long a combustion period will prevent the high speedy operation of the engine
and can cause serious engine knocking.

(1) At valve closed (2) At valve opened

EQM4024I

1) Structure
A copper seal fitted to the injector
3
ensures gas-tight seating and good
heat dissipation.
The opening pressure of the nozzle is SHIM

adjusted by means of shims at the COIL SPRING

compression spring. GUIDE BUSH

1. Nozzle holder assembly

1 INTERMEDIATE
WASHER
2. Nozzle tip
2
3. Nozzle locking nut
4. Seal ring
UNION NUT

4 EB2O7020

2) Maintenance

¥ After removing carbon deposit, submerge the nozzle in diesel oil and clean it.
¥ Replace all the gaskets with new ones.
¥ Assemble the parts and tighten them to specified torque.

- 137 -
3) Inspection and Adjustment

¥ Assemble the nozzle in the nozzle tester and operate the nozzle tester 2 or 3 times to bleed air.
After pressurizing it measure the nozzle pressure.

New Nozzle 300 + 8 kg/cm2

Used Nozzle 285 + 8 kg/cm2

¥ Re-check the injection pressure and see if the spray pattern is normal.
¥ Adjust the injection pressure to the standard pressure using shims if the injection pressure is
poor.

¥ Nozzle opening pressure is adjusted by thickness of shims installed on the compress spring.
Therefore in case of low or high injection pressure, adjust by adding or reducing the spring ten-
sion adjusting shims.

¥ In case that atomizing state is not good it should be replaced.

¥ After adjusting the injection pressure tighten the cap nut to specified torque.

Normal Abnormal Abnormal

EFM1006I

Caution
As the fuel injection line is operated by high pressure, should pay particular attention to treat.

¥ Fix the nozzle holder securely when assemble it.

¥ Do not bend the injection pipe so much it as deformed severely.
¥ Do not use the abnormal bending pipe preventing from cracking.
¥ Do not bend the end portion of injection pipe over 2 or 3 degree to assemble it easily.

- 138 -
7.4. Turbo-charger

7.4.1. Specification

Items Specification

Engine Model V158TIE/V158TI V180TIH V222TIH

Turbo-charger (HOLSET) HX35M H2DM

Air pressure at
~
~ 1.05 kg/cm2 ~
~ 1.15 kg/cm2
compressor outlet
At
continuous Air suction volume ~
~ 11.0 m3/min ~
~ 13.5 m3/min
output
Turbine speed ~
~ 83,000 rpm ~
~ 80,000 rpm

Maximum allowable speed ~

~ 130,000 rpm ~
~ 115,000 rpm

Maximum allowable exhaust gas

700 ûC
temperature (Turbine Inlet)

Lubricating system External oil supply

Weight ~
~ 17 kg ~
~ 18 kg

Items Specification

Engine Model V158TIM V180TIM V222TIM

Turbo-charger (HOLSET) HX35M H2DM

Air pressure at
~
~ 1.15 kg/cm2 ~
~ 1.45 kg/cm2
compressor outlet
At
continuous Air suction volume ~
~ 14.0 m3/min ~
~ 18.5 m3/min
output
Turbine speed ~
~ 106,000 rpm ~
~ 94,000 rpm

Maximum allowable speed 130,000 rpm 115,000 rpm

Maximum allowable exhaust gas

700 ûC
temperature (Turbine Inlet)

Lubricating system External oil supply

Weight 17 kg 18 kg

- 139 -
7.4.2. Construction of the turbo-charger

1) HX35M (for V158TIE, V158TIH, V158TIM)

EB2M4016

4. Bearing housing 16. Piston ring seal, compressor 43. Oil seal plate
5. Turbine housing 22. Retaining ring 57. Bolt, turbine housing (HX35/40)
6. Assembly turbine wheel 31. Oil slinger 61. Lock nut, compressor wheel
7. Compressor wheel 32. O ring seal, bearing housing 64. Ring retainer bearing (Snap ring)
8. Compressor housing 33. Oil baffle 66. Insert, retaining ring
11. Journal bearing 34. Inlet baffle 88. Clamp plate, turbine housing
12. Thrust bearing 36. Thrust collar 91. Compressor cover retaining ring
13. Piston ring seal, turbine 38. Heat shield

- 140 -
2) H2DM (for V180TIH, V180TIM, V222TIH, V222TIM )

EA7M4003

2. Center housing rotating 29. V-band clamp 54. Lock washer, compressor
assembly 31. Oil slinger 57. Bolt, turbine housing
4. Bearing Housing 32. O ring seal, bearing housing 58. Screw thrust bearing
5. Turbine housing 33. Oil baffle 59. Bolt compressor cover
6. Assembly turbine wheel 36. Thrust collar 61. Lock nut, compressor wheel
7. Compressor wheel 38. Heat shield 62. V-band lock nut
8. Compressor housing 40. Lock plate compressor 64. Ring retainer bearing
11. Journal bearing 41. O ring seal, compressor 66. Insert, retaining ring
12. Thrust bearing 43. Oil seal plate 77. Flat retaining ring
13. Piston ring seal, turbine 44. Thrust bearing spacer 78. Washer, compressor
16. Piston ring seal, compressor 51. Clamp plate, compressor cover 88. Clamp plate, turbine

- 141 -
7.4.3. Inspection

As the condition of turbocharger depends greatly on how well the engine is serviced, it is very
important to maintain the engine in accordance with the specified maintenance procedure and
pay particular attention to checking oil & air leaks, unusual sound on running.

1) Checking of the rotor for rotating condition

The inspection of the rotor assembly for rotating condition should be performed by the
degree of unusual sound on running. If a sound detecting bar is used, install its tip on the
turbocharger housing and increase the engine revolutions slowly. If a high-pitch sound is
heard every 2~3 seconds or continuously , it means that the rotor assembly is not normal.
In this case, as the metal bearing and rotor are likely to be in abnormal conditions, the tur-
bocharger should be replaced or repaired.

2) Checking of the rotor end play

The radial and axial clearances of the rotor should check after every 2,000 hours operation.
This precaution will enable measuring for any wear of axial clearance bearings to be detect-
ed in good time before serious damage is caused to the rotor and bearings.
Disassemble the turbocharger from the engine, then check the rotor axial play and radial play.

(1) When disassembling the turbocharger, be sure to plug the oil inlet and outlet ports
(2) If the measured axial and radial plays are beyond the limit of wear, replace or repair the
turbocharger.

¥ Measuring rotor axial clearance

Axial clearance 0.12 mm
Turbine wheel chamber
Magnetic vise

¥ Measuring radial clearance

Radial clearance 0.58 mm
Move the turbine
shaft to axial
direction
Dial gauge

Wear limit : 0.12mm

EA7O5011

Dial gauge
Magnetic vise

Radial play Move the turbine shaft

Limit of wear : 0.58mm in both directions
simultaneously

Oil inlet
EA7O5012

- 142 -
 3) Precautions for reassembling the turbocharger onto the engine
For re-assembly of the turbocharger or handling it after re-assembly operation, be sure to
observe the following precautions:
Especially, pay attention to prevent foreign matters from entering the inside of the tur-
bocharger.

(1) Lubricating system

¥ Before reassembling the turbocharger onto the engine, inject new oil in the oil inlet
port and lubricate the journal and thrust bearings by rotating them with hand.

¥ Clean not only the pipes installed between the engine and oil inlet port but also the oil
outlet pipe and check them for damage or foreign matters.

¥ Assemble each joint on oil pipes securely to prevent oil leaks.

(2) Intake system

¥ Check the inside of the intake system for foreign matters.

¥ Assemble each joint on the intake duct and air cleaner securely to prevent air leaks.
(3) Exhaust system

¥ Check the inside of the exhaust system for foreign matters.

¥ Be sure to use heat resisting steel bolts and nuts. Do not interchange them with ordi-
nary steel bolts and nuts when performing re-assembly operation. Apply anti-seizure
coating to the bolts and nuts.

¥ Assemble each joint on the exhaust pipes securely to prevent gas leaks.
7.4.4. Component Identification

1) Turbocharge identification
A dateplate is fitted to the compres-
sor housing (8). The information on
this dateplate must be quoted for ser-
vice and parts support.

EB2M4002
<HX35>

EA7M4062
<HX50>
- 143 -
2) Center housing rotating assembly

EA7M4005

3) Watercooled bearing housing (4)

Optionally this can have additional
water feed and drain plug fittings.

EA7M4063

4) New compressor wheel lock nut (61)

Holset have introduced a new com- Old New
pressor wheel lock nut which is to be
all new WH1C/E turbochargers. If you
turbo is fitted with the new nut, it indi-
cated that this turbocharger may have
been built using the core balance
process at point of manufacture rather
than the traditional rotor balance
process. The new nut will also require EB2M4003
a different torque process when
rebuilding the turbo after service.

Caution :
Always use specified torque.
Failure to do so may result in
turbocharger/ engine failure.

Torque value Nm Ib ins

New lock nut 17 150
Old lock nut 16 160

- 144 -
 Caution :
Always make sure the tur-
binewheel shaft end and the
compressor wheel have align-
ment marks before disassembly
of the CHRA.
If no marks exist, scribe the
shaft and compressor wheel
(as shown) before removing
the compressor wheel lock EB2M4004
nut.
Always check balance the
rotor before rebuild.

7.4.5. Disassembly

¥ Before disassembling the turbocharg-

er, scribe the parts listed below to help
in alignment during assembly.

- compressor housing (8)

- turbine housing (5)
- bearing housing (4)

EA7M4007

¥ Secure the turbine housing (5) in a

vice.

HX35 : Remove the compressor

cover circlip (91) using circlip
pilres.

EB2M4005

- 145 -
 HX50 : Loosen and remove the 8 bolts (59)
lock washers (54) clamp plates (51).
HX55 : Loosen and remove the compressor
side V-band lock nut (62).

EB2M4008

¥ Gently remove the compressor cover (8), and

if fitted, remove the O ring seal (41).

Caution :
The compressor wheel blades can be
easily damaged when the compressor
housing is removed.

EB2M4009

¥ Loosen and remove the 6 bolts (57) and

clamp plates (88).
Or remove v-band lock nut and v-band if fit-
ted.

EA7M4064

¥ Remove the CHRA from the turbine housing.

Caution :
The turbine blades can be easily dam-
aged when the turbine housing is
removed.

EA7M4011

- 146 -
¥ Locate the Center Housing Rotating
Assembly (CHRA) onto a 19mm socket
clamped in the jaws of a vice or a suitable fix-
ture.

Caution :
Always make sure the turbine wheel
shaft and the compressor wheel have
alignment marks before disassembly of
EA2M4004
the CHRA.
If no marks exist, scribe the shaft and
compressor wheel (as shown) before removing the compressor wheel lock nut.
(refer to 4.3.4.)

¥ Remove the compressor wheel lock nut (61).

Note :
Left hand thread.

EA7M4013

¥ Remove the compressor wheel (7).

EA7M4014

¥ Remove the remaining CHRA from the sock-

et and gently slide the shaft and wheel (6)
from the bearing housing (4).

EA7M4015

- 147 -
¥ Carefully remove and discard the piston ring
seal(s) (13).

- HX35(V158TI) : 1EA
- HX50(V180TI/V222TI) : 2EA

Caution :
Care should be taken not to score the
assembly turbine wheel shaft.
EA7M4016

¥ Remove the heat shield (38).

EA7M4017

¥ Place the bearing housing on a flat surface

and using circlip pliers, remove the insert
retaining ring (66).

EA7M4065

¥ Gently remove the oil seal plate (43) as fol-

lows.

- HX35 : Using two flat nose pliers

EB2M4006

- 148 -
 - HX50 : Using two flat screwdrivers.

EA7M4019

¥ Remove the oil slinger (31).

- HX35

EB2M4007

- HX50

EA7M4020

¥ Remove and discard the piston ring seal (16).

EA7M4021

- 149 -
<HX35>

¥ Remove and discard the oil baffle (33).

EB2M4008

¥ Remove and discard the O ring seal (32).

EB2M4009

¥ Remove the thrust bearing (12).

EB2M4010

<HX50>

¥ Remove and discard the O ring seal (32).

EA7M4066

- 150 -
¥ Remove and discard the oil baffle (33).

EA7M4067

¥ Remove the thrust bearing (12).

EA7M4068

¥ Remove the thrust collar (36).

EA7M4069

¥ Using circlip pliers, remove and discard the

two circlips (64) and the journal bearing (11)
from the compressor end.

EA7M4070

- 151 -
 ¥ Turn the bearing housing over and
repair the process.

EB2M4017

7.4.6. Cleaning

With the turbocharger completely dismantled for overhaul, soak all the components in
a non-caustic metal cleaner to loosen deposits. Bead blast the turbine housing if chem-
icals do not clean sufficiently.
On aluminium parts a bristle brush can be used. Never use a wire brush or metal
scraper on any turbocharger component. Ensure that all the palls are finally cleaned
with an air jet, especially drilled passages and machined apertures. Turbine Wheel: In
the event of carbon build-up, it may be necessary so carefully blast the Piston Ring
Groove area of the turbine wheel using low grade shot medium.

Caution :
Shot blasting specific areas for long periods of time may effect component balance.

The surface adjacent to the turbine and compressor wheels on the stationary housings
must be clean, smooth and free from deposits.

7.4.7. Inspection

Caution :
Do not attempt to straighten the turbine shaft.

a) Place the shaft on a vee block,

using a dial gauge rotate the
turbine wheel and check for
movement on the dial gauge.
Replace the assembly turbine
wheel if it is bent. Max shaft
bend allowed 0.025 mm
(0.001 ins).

EA7M4028
Shaft Bend mm in.
(Max.) 0.025 0.001

- 152 -
<Major Components>

¥ Assembly Turbine Wheel (6)

b) Inspect the piston ring groove walls
for wear.

- HX35 (V158TI)

Turbine wheel
mm in.
piston ring groove
(Min.) 1.664 0.0665

EA7M4029
- HX50 (V180TI/ V222TI)

Turbine wheel
mm in.
piston ring groove

Single ring (Min.) 1.664 0.0665

Twin ring (Min.) 3.538 0.1393

c) Inspect the bearing journals for excessive scratches and wear. Minor light scratches may be
tolerated.

- HX35 (V158TI)

Assembly turbine mm in.

wheel jounals (Min.) 10.972 0.432

- HX50 (V180TI/ V222TI)

Assembly turbine mm in.

wheel jounals (Min.) 3.538 0.1393

d) Inspect for cracked, bent or damaged blades but DO NOT ATTEMPT TO STRAIGHTEN
BLADES.

¥ Turbine Housing (5)

Inspect the profile for damage caused by
possible contact with the rotor. Check all
threads for damage. Inspect the outer
and internal walls for cracks or flaking
caused by overheating also check
mounting flanges for signs of distortion.
Replace with new if any of the above are
visible.

EA7M4030

- 153 -
¥ Compressor Housing (8)
Inspect the profile for damage due to
possible contact with the rotor. Check
the V-band groove.
Replace with new if any of the above are
visible.

EA7M4031

¥ Bearing Housing (4)

Inspect the bore for wear or score mark
on both the bearing and piston ring area.
Also check all tapped holes are clean
and free from dirt.
Replace with new if any damage is found.

- HX35 (V158TI)

Bearing Housing mm in.

Bore (Max.) 15.885 0.6254
EA7M4032

¥ Compressor Wheel (7)

Inspect carefully for cracked, bent or
damaged blades but DO NOT ATTEMPT
TO STRAIGHTEN BLADES.
Replace with new if any damage is found.

EA7M4033

<Minor Components>

¥ Oil slinger (31)

Inspect and replace if the piston ring seal
groove walls are scored or damaged. Also
check for signs of rubbing on the flat sur-
faces.

mm in.
Groove Width (Max.)
1.664 0.0665

EA7M4034

- 154 -
 ¥ Oil seal plate (43)
Inspect the seal bore, replace if
scored or damaged.

EA7M4035

¥ Heat shield (38)

Check and replace if the heat
shield id distorted or if signs of
rubbing or cracking are visible.

EA7M4036

7.4.8. Assembly

¥ Make sure that the circlips are always

fitted with the bevelled edge facing the
journal bearing.

Caution :
Circlips (64). Premature failure
will result if the circlips are fitted
incorrectly.

EA7M4038

¥ Rotor balance
Before assembly, always make
sure that both compressor wheel
and assembly turbine wheel are
individually balanced. (refer to
4.3.4.)
Then check balance of the rotor
assembly to ensure it is within
the required limits.

EB2M4011

- 155 -
 Mark up each individual item to help
ensure correct alignment during
assembly.

- HX35 (V158TI)

Rotor balance
g.mm oz. ins.
limits (Max.)

Turbine end 1.5 0.002

Compressor end 1.5 0.002

- HX50 (V188TI, V222TI)

Rotor balance
g.mm oz. ins.
limits (Max.)

Turbine end 2.2 0.003

Compressor end 4.4 0.006

¥ Place the bearing housing (4) on a bench with

the turbine end facing uppermost.
Fit the inner circlip (64) with the bevelled
edge facing upwards.

EA7M4039

¥ Lubricate the journal bearing (11) and

install into position.
Fit the outer circlip (64) with the bev-
elled edge facing the bearing.
Turn the bearing housing over and
repeat the process.

EA7M4040

- 156 -
¥ Install the heat shield (38).

EA7M4041

¥ Install the two new piston ring seals (13) to

the assembly turbine wheel (6).

EA7M4042

¥ Lubricate the shaft using clean engine

oil.

Caution :
Align the piston ring seals (16) so
the gaps are positioned 180¡
from the oil drain hole. Gently
press down on the turbine wheel
- a slight rotation of the wheel will
EA7M4043
assist in properly locating the pis-
ton ring seals.

¥ Support the assembly turbine wheel (6) and

bearing housing in a suitable fixture.

EA7M4044

- 157 -
¥ Install the thrust collar (36).
Caution :
Align the balance mark on the thrust
collar with that on the shaft.

EA7M4045

¥ Using clean engine oil, lubricate the thrust bearing (12).

Install the thrust bearing.

- HX35

EB2M4012

- HX50

EA7M4071

¥ Fit the new piston ring seal (13) to the oil

slinger (31).

EA7M4047

- 158 -
<HX35>

¥ Using clean engine oil, lubricate the oil

slinger (31) and install into the oil seal
plate (43).

EA7M4050

¥ Install the oil baffle (33) into the oil seal plate
(43).

EB2M4013

¥ Apply a small amount of engine oil to

the oil seal plate (43) and place the O
ring seal (32) into position.

EB2M4014

<HX50>

¥ Apply a small amount of engine oil to the O

ring seal (32), and place into position.

EA7M4072

- 159 -
¥ Install the oil baffle (33) into the oil seal plate
(43).

EA7M4073

¥ Using clean engine oil, lubricate the oil slinger

(31) and install into the oil seal plate (43).

EA7M4050

¥ Install the oil seal plate (43) into the bearing

housing (4).

Caution :
Align the balance marks on the oil slinger
(31) with that on the shaft end.

EA7M4051

¥ Gently tap the oil seal plate (43) with a soft

hammer to seat in position.

EA7M4052

- 160 -
¥ Using circlip plier, install the retaining ring
(66).

EA7M4053

¥ Align the balance marks and install the

compressor wheel (7).

EA7M4054

¥ Install the compressor wheel lock

nut(61) and tighten to the torque
value.

Note :
Left hand thread.

Nm in-lbs
Torque value
17 150
EB2M4015

Caution :
Ensure that the balance marks are aligned on the compressor wheel and the shaft.

<HX35>

¥ Carefully slide the retainer ring (91)

over the assembly turbine wheel (6).
Locate the C.H.R.A. into the turbine
housing (5).
Install the 2 clamp plates (88) and
tighten the 6 bolts (57) to the torque

Torque value Nm in-lbs

Bolts (57) 14 120
EA7M4056

- 161 -
<HX50>

¥ Locate the C.H.R.A. into the turbine housing

(5).
Install the 3 clamp plates (88) and tighten the
6 bolts (57) to the torque value.

Torque value Nm in-lbs

Bolts (57) 20 180

If fitted, install v-band clamp (28) and tighten

the v-band lock nut.

Torque value Nm in-lbs

Bolts (57) 8 75

Caution :
Make sure the scribe marks are aligned.

EA7M4074

¥ Secure the turbine housing and check

the trust clearance using a dial gauge.

- HX50 (V180TI/ V222TI)

Trust clearance mm in
Minimum 0.038 0.0015
Maximum 0.093 0.0037

EA7M4057

¥ Check the radial clearance using a dial

gauge.

- HX50 (V180TI/ V222TI)

Radial clearance mm in
Minimum 0.394 0.0155
Maximum 0.635 0.0250

EA7M4058

- 162 -
 ¥ Loosely fit the V-band clamp.
Lubricate and install the O ring
seal (41) if fitted.
Install the compressor cover (8).

Caution :
The compressor wheel blades
can be easily damaged when the
compressor housing is installed.
EA7M4059

¥ HX50 HX50 HX55

Install the 2 clamp plates (51),
eight lock washers (54) and
tighten the 8 bolts (59) to the
torque value.

¥ HX55
Install the V-band clamp (29)
and tighten the lock nut (62) to
the torque value. EA7M4060

- HX50/HX55 (V180TI/ V222TI)

Torque value Nm in-lbs

Lock nut (62) 8.5 75
Bolts (57) 20.3 18

Caution :
Make sure the scribe marks are aligned.

7.4.3. Inspection

As the condition of turbocharger depends greatly on how well the engine is serviced, it is very
important to maintain the engine in accordance with the specified maintenance procedure and
pay particular attention to checking oil & air leaks, unusual sound on running.

1) Checking of the rotor for rotating condition

The inspection of the rotor assembly for rotating condition should be performed by the
degree of unusual sound on running. If a sound detecting bar is used, install its tip on the
turbocharger housing and increase the engine revolutions slowly. If a high-pitch sound is
heard every 2~3 seconds or continue, it means that the rotor assembly is not normal. In this
case, as the metal bearing and rotor are likely to be in abnormal conditions, the tur-
bocharger should be replaced or repaired.

- 163 -
2) Checking of the rotor end play
The radial and axial clearances of the rotor should check after every 2,000 hours operation.
This precaution will enable measuring for any wear of axial clearance bearings to be detected in
good time before serious damage is caused to the rotor and bearings.
Disassemble the turbocharger from the engine, then check the rotor axial play and radial play.

(1) When disassembling the turbocharger, be sure to plug the oil inlet and outlet ports
(2) If the measured axial and radial plays are beyond the limit of wear, replace or repair the tur-
bocharger.

¥ Measuring rotor axial clearance Turbine wheel chamber

Magnetic vise
Axial clearance 0.12 mm

¥ Measuring radial clearance Move the turbine

shaft to axial
Radial clearance 0.58 mm direction
Dial gauge

Wear limit : 0.12mm

EA7O5011

Dial gauge
Magnetic vise

Radial play Move the turbine shaft

Limit of wear : 0.58mm in both directions
simultaneously

Oil inlet

EA7O5012

- 164 -
3) Precautions for reassembling the turbocharger onto the engine
For re-assembly of the turbocharger or handling it after re-assembly operation, be sure to observe
the following precautions :
Especially, pay attention to prevent foreign matters from entering the inside of the turbocharger.

(1) Lubricating system

¥ Before reassembling the turbocharger onto the engine, inject new oil in the oil inlet port and
lubricate the journal and thrust bearings by rotating them with hand.

¥ Clean not only the pipes installed between the engine and oil inlet port but also the oil outlet
pipe and check them for damage or foreign matters.

¥ Assemble each joint on oil pipes securely to prevent oil leaks.

(2) Intake system

¥ Check the inside of the intake system for foreign matters.

¥ Assemble each joint on the intake duct and air cleaner securely to prevent air leaks.
(3) Exhaust system

¥ Check the inside of the exhaust system for foreign matters.

¥ Be sure to use heat resisting steel bolts and nuts. Do not interchange them with ordinary steel
bolts and nuts when performing re-assembly operation. Apply anti-seizure coating to the bolts
and nuts.

¥ Assemble each joint on the exhaust pipes securely to prevent gas leaks.

- 165 -
8. TROUBLE SHOOTING

The following description summarizes the probable cause of and remedy for general failure by
item. Immediate countermeasures should be taken before a failure is inflamed if any symptom is
detected.

Hard to start the engine

Fuel system admits air Bleed air (check feed pump)

Clogged fuel supply piping or clogged air Detect the cause and remove clogs or
vent pipe in tank. obstacles.

Clogged fuel filter Replace filter element with a new one.

Fuel feed pump failure Check for function. Service fuel pump or
replace with a new one if less discharge
volume is found.

Insufficient compression Check according to ÒInsufficient outputÓ

Improperly adjust valve stick or clearance in Adjust clearance of intake/exhaust valves.

intake/exhaust vlaves. Cheek valve guide, spring, and rocker arm
mechanism for damage.

Improper injection timing or valve timing. Check for injection timing and valve timing.

Clogged exhaust pipe (too high back pres- Totally check exhaust system (for dented or
sure) twisted pipes and clogged silencer, etc.)

Fuel injection valve failure or errors in Check for part type No.
selection types. Service or replace fuel injection valves.

Fuel injection pump failure Check, service or adjust.

Does starting-aid in cold weather function Check whether a proper voltage continu-
normally? ously occurs in low temperature starting-aid
circuit while switch is turned ON.

When glow plugs are used, key switch is

turned ÒHEATÓ position of key switch.
If glow plug is reheated, engine starts. If
not, glow plugs fail or circuit is defective.

If fire once occurs, and goes out if starter

motor is switched ON, voltage is insufficient
or circuit is defective (such as erroneous
selection of starter switch)

- 166 -
 Insufficient output

Driven machine normal? Hydraulic pressure source Change or reduce the propeller pitch

Excess intake air resistance Clogged air cleaner Clogged intake air pipe
Clean Clean

Excess exhaust Clogged Clogged exhaust Clogged cylinder

resistance muffler pipe head exhaust outlet
Clean or replace Clean

Fuel system Air intrusion into Clogged Clogged

failure fuel system fuel filter fuel pipe
Air bleeding Clean or replace Clean

Clogged air vent in fuel tank

Insufficient fuel volume from feed pump

Governor Improper Fuel injec- Clogged fuel Fuel injec-

adjustment tion pres- injection valve tion valve
sure nozzle seizure
Adjust Clean or replace Clean

Lever link Improper Fuel pump Faulty Worn

malfunction fuel injection rack mal- delivery plunger
timing function valve barrel
Adjust Repair or Repair or Replace
replace replace

Reduced Improper clearance Defective Intake/exhaust Fatigued or

compression of intake/exhaust intake/exhaust valve stem broken valve
pressure valves valve seat seizure spring
Adjust Reshape or replace Replace Replace

Pressure
leak through
cylinder
Replace

Seizure, breakage Flaws or Flaws

and wear of piston wear of or wear
ring piston of liner

Replace Replace Replace

Overheat Refer to ÒOverheatingÓ

- 167 -
 Overheating

Driven unit normal? Hydraulic pressure source Set relief pressure of control valve

Cooling Insufficient Sagged Broken or Clogged heat Incresed exhaust

system cooling water V-belt worn V-belt exchanger pressure
Add water Adjust Replace Clean Clean

Pressure cap Clogged heat- Reduction in cool-

Thermostat
clogging and exchanger ing water pump
malfunction
malfunction tubes performance
Clean or replace Replace Clean Replace

Heat exchanger
malfunction
Clean

Excess intake Clogged air Clogged

air resistance cleaner intake air pipe
Clean or replace Clean

Excess exhaust Clogged Clogged Clogged cylinder

resistance muffler exhaust pipe head exhaust outlet
Clean Clean Clean

Leakage through Cracked cylinder

Cylinder head
head gasket head
Replace Replace

Improper fuel Defective fuel

Fuel system
injection timing injection valve
Repair Clean or replace

Injection OPEN/ Improper valve Improper fuel

CLOSE timing clearance injection timing
Adjust Adjust

Piston Seizure likeliness

Replace

- 168 -
Black smoke is produced.

Driven machine normal? Hydraulic pressure source Set relief pressure of control valve

Insufficient output Refer to ÒInsufficient output.Ó

Fuel Improper fuel

Replace

Fuel pump Too early injection timing Excess injection volume Uneven injection volume
Adjust or replace Adjust Adjust or replace

Governor Improper adjustment Malfunction of lever and linkage

Adjust Repair or replace

White smoke is produced.

Fuel Water intrusion in fuel Intrusion of low-quality fuel or impurities

Replace Replace

Lube oil Improper SAE grade

Replace

Excess intake air risistance Clogged air cleaner Clogged intake air pipe
Repair or replace clean or replace

Fuel pump Too late injection timing

Adjust or replace

Oil pressure drop Defective valve Damaged or worn Damaged or worn

stem sealing valve stem valve guide
Replace Replace Replace

Breather oil rise Seizure, breakage, or Flaws or wear Flaws or wear

wear of piston ring of piston of liner

Leakage through cylinder

head gasket

Over-cooling Thermostat malfunction

- 169 -
 Starter motor will not turn
or output less power. [ Except engine seizure and
trouble of driven machine ]

Disconnection & Battery Grounding Disconnected Coupler

faulty connection terminal termainal wiring connection
Repair Repair Repair Repair

Battery Specific gravity Voltage Damaged battery

Charging Add electrolyte or Replace
charge

Key switch Damaged or rusted Switch inner contactor Damaged switch

starter motor terminal
Replace Replace
Replace or repair

Safety relay Damaged or Faulty really functioning

rusted terminals Replace
Replace or repair

Startor motor Damaged Magnet switch, Defective Burnt Short

or rusted malfunction & brush coil circuited
terminal defective contactor
Replace Replace Replace
Replace or repair or repair starter motor

Clutch slip
Replace

Hydraulic pressure source

Hydraulic system will not

operate or to slow function

Lube oil quantity Insufficient Deterioration Viscosity

Add Lube oil Replace Recommended Hydro-oil

Piping Trouble in piping (Aeration cavitation)

Correct

Gear pump Worn spline in flange Broken shaft Worn gears and housing
Replace Replace Replace

Filter Clogging
Clean or replace

- 170 -
 Battery is dead or not
[During operation]
chargeable.

Poor charging Discharged

Defective Discon- Coupler Key

Battery Grounding ON condition
wiring and nected connec- switch
terminal terminal
connection wiring tion
Repair
Repair
Wiring Short-circuit
Battery Battery Replace
terminal

Electric Alternator
Key switch ON Damaged Switch appliance
or rusted inner
Turn ON
terminals contactor
Repair or replace Replace Damaged
diode
Electric Alternator Short-circuited Replace
appliance or disconnected
lead wire
Short-
Replace circuited coil
Replace
Sagged fan belt Faulty IC regulator alternator
Adjust Replace alternator

Damaged diode
Replace

Defective brush
Repair or replace

Burnt coil
Replace alternator

Short-circuited
Replace alternator

- 171 -
9. SPECIAL TOOL LIST (1/2)

No. Tool Names Tool No. Descriptions Applications

Front Oil Seal

1 EF.120-030
Assembly Jig

EB4O9001

Installer

Rear Oil Seal

2 EF.120-029
Assembly Jig

EJM2101S

3 Valve Spring Press EF.123-065

EA0M4007
EA0M4007

Valve Stem
4 EF.120-183
Seal Punch

EAMD096S

5 Inertia Extrator E1.00308-0084

EB4O9002

Adapter for Cylinder

6 EU.2-0532
Pressure Test

EB4O403L
EB4O403L

- 172 -
SPECIAL TOOL LIST (2/2)

No. Tool Names Tool No. Descriptions Applications

Jig for Injection

7 65.99705-0002
Nozzle Detatch

EB4O9003

8 Piston Sleeve EF.120-208

EA3M2015

9 Filler Gauge 60.99901-0027

EAOO4014
EAOO4014

EF.200-038

10 Chain Plier Vice- Grip 20R

(225)

EA7O5008
EB1O5002

11 Snap Ring Plier T7610001E

EA3M2029
EA3M2029

12 Piston Ring Plier T7621010E

EFM2051I
EFM2051I

- 173 -
¥ APPENDIX
¥ Standard table of tightening torque
Specification Screw Strength Tightening Torque kg-m
Cylinder block bearing cap
- main bolt M18 x 2 12.9 Initial 30 kg-m + rotating angle 90û
- side bolt M12 x 1.5 10.9 8
Flywheel housing
- tightening bolt M12 x 1.5 10.9 10
M10 12.9 7.5
- cover bolt M8 8.8 2.2
Counter weight M16 x 1.5 10.9 Initial 10 kg-m + rotating angle 90û
Crank pulley M16 x 1.5 10.9 21
Vibration damper M10 10.9 6
Flywheel M16 x 1.5 12.9 26
Cooling fan M8 8.8 2.2
Connecting rod cap M16 x 1.5 10.9 Initial 10 kg-m + rotating angle 90û
Cylinder head M15 x 2 12.9 8 kg.m + 15 kg.m +angle 90û+ angle 90û
Cylinder head cover M8 8.8 2.2
Fuel injection nozzle holder M28 CK60 7 ± 0.5
Fuel injection pipe M14 x 1.5 2.5
Cam shaft timer M10 10.9 9
Rocker arm bracket M10 10.9 6.5
Lock nut (adjusting screw) M12 x 1 8.8 5
Oil pump cover M8 8.8 2.2
Oil pump M8 8.8 2.2
Oil cooler M12 10.9 5
Oil pan M8 8.8 2.2
Oil pan plug M26 x 1.5 8
Exhaust manifold M10 10.9 5.0
Intake manifold M8 8.8 2.2
Fuel injection pump(cylinder block) M10 10.9 6.5
Fuel filter M12 x 1.5 8.8 8
Starting motor M12 x 1.5 8 8
Alternator bracket M14 8.8 12
Oil pressure switch PT1/8 2
Water temperature switch M14 8.8 2
M12 x 1.5 5
M14 x 1.5 8
M16 x 1.5 8
M18 x 1.5 10
Plug screw M22 x 1.5 10
M24 x 1.5 12
M26 x 1.5 12
M30 x 1.5 15
AM10 x 1.0 5
AM14 x 1.5 8

- 174 -
¥ Engine assembly tolerance
Items D28 series Remarks
Cylinder Inside dia. of liner forced in joint part (upper part) N145.800~N145.840 N145.8 H7
block Inside dia. of liner forced in joint part (lower part) N144.500~N144.540 N144.5 H7
Inside dia. of liner color forced in part N153.900~N154.150 N153.9 H11
Liner colored surface depth 9.97~9.99
Cylinder Outside dia.of liner forced in joint part(upper) N145.741~N145.786 N145.8 g6
liner Outside dia. of liner forced in joint part(lower) N144.432~N144.457 N144.5 f6
Outside dia. of liner color part N153.65~N153.75 N153.8
Liner collar height 10.03~10.05
Liner forced in joint part (upper) 0.014~0.099
Liner forced in joint part (lower) 0.043~0.108
Liner collar part clearance 0.150~0.500
Inside dia. of liner N127.990~N128.010 N128 ± N0.01
LinerÕs roundness & columness (upper) 0.01 from top up to 168mm
LinerÕs roundness & columness (lower) 0.015 from bottom up to 85mm
LinerÕs projection 0.04 ~ 0.08 measure at 4 place
Piston Outside diameter of piston N127.739~N127.757 measure 71.5mm part
from bottom(long length)
Inside diameter of piston pin N46.003~N46.009
Max. allowable weight per engine 50g
1st ring groove width 3.5
2nd ring groove width 3.040 ~ 3.060
Oil ring home width 4.020 ~ 4.040
Piston 1st ring height (thickness) 3.5
ring 2nd ring height (thickness) 2.978~2.990
Oil ring height (thickness) 3.97~3.99
1st ring axial direction clearance -
2nd ring axial direction clearance 0.050~0.082
Oil ring axial direction clearance 0.030~0.070
1st ring end part clearance 0.35~0.55
2nd ring end part clearance 0.40~0.60
Oil ring end part clearance 0.40~0.70
Piston pin Piston pinÕs outside diameter N45.994 ~ N46.000
Clearance between piston pin & pin hole 0.003~0.015
Connecting Con rod small end part width 38.070~39.000
rod Con rod large end part width 35.341~35.380 35.5 C8
Con rod cap 32.800~33.100 32.8+0.3
Con rod axial direction clearance 0.240~0.392
Con rod small end part axial direction clearance 0.064~0.126
Con rod bush oil clearance 0.055~0.071
Con rod small end inside diameter (w/h bush) N46.055~N46.065
Con rod small end inside diameter (w/o bush) N50.600~N50.630 N50.6 H7
Con rod bushÕs diameter N50.670~N50.700
Tighteness 0.04~0.10
Con rod large end partÕs inside diameter N95.000~N95.022 N95H6
Con rod bearing spread (MIBA) 0.5~1.4
Con rod max. weight tolerance per engine 50g
Perpendicularity of large end inside diameter 0.035 reference to
Large end partÕs inside roundness & columness 0.01 con rod side face
Large end partÕs inside straightness 0.005
Parallelness of small end inside with large end 0.02

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 Items D28 series Remarks
Crank Bearing housing diameter N111.000~N111.022 N111 H7
shaft Maximum shaking 0.05
Main bearing journal diameter
Standard N103.98~N104.00
Undersize 0.10 N103.88~N103.90
Undersize 0.25 N103.73~N103.75
Undersize 0.50 N103.48~N103.50
Undersize 0.75 N103.23~N103.25
Undersize 1.00 N102.98~N103.00
Thrust bearing journal width
Standard 38.000~38.062 38 H9
Undersize 1 , 2 38.500~38.562
Undersize 3 , 4 39.000~39.062
Con rod bearing journal diameter
Standard N89.98~N90.00
Undersize 0.10 N89.88~N89.00
Undersize 0.25 N89.73~N89.75
Undersize 0.50 N89.48~N89.50
Undersize 0.75 N89.23~N89.25
Undersize 1.00 N89.98~N89.00
Main bearing journalÕs roundness 0.01
Main bearing journalÕs parallelness 0.005
Medium main bearing journalÕs shake 0.06 no 1, no 5 support
Wear ring press in partÕs journal diameter N99.985~N100.020 N100 j7
Wear ringÕs inside diameter N99.9907~N99.942 N100 S7
Overlap 0.043~0.113
Thrust bearing width
Standard 37.74~37.81
Oversize 38.24~38.31
Oversize 38.74~38.81
CrankshaftÕs axial directionÕs clearance 0.190~0.322
Main bearing thickness
Standard 3.460~3.472
Oversize 0.10 3.510~3.522
Oversize 0.25 3.585~3.597
Oversize 0.50 3.710~3.722
Oversize 0.75 3.835~3.847
Oversize 1.00 3.960~3.972
Main bearing oil gap 0.066~0.132
Main bearing spread 0.3 ~ 1.2
Thrust bearingÕs spread 0.3 ~ 1.2
Flywheel Ring Gear assembly partÕs Outside diameter N432.490~N432.645
Ring gear inside diameter N432.000~N432.155
Overlap 0.335~0.645
Heat fitting temp. (ûC) 200~230
Allowable shaking amount after assembly 0.5
Outside diameter after reassembly used ring N114.980~N115.015

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 Items D28 series Remarks
Cylinder Head gasket thickness (after tightening bolts) 1.205 ~ 1.295
head Cylinder head height 113.9 ~ 114.0
& valve Cylinder head seal surface roughness max. 16µ
Valve projecting amount - 0.65 ~ - 0.95
Exhaust valve
Stem diameter N11.945 ~N11.955
Radius direction clearance 0.045 ~ 0.073
Seat angle 45û
Head diameter N50.9~N51.1
ÒHÓ thickness of valve head 1.9~2.3
Valve seat part diameter of head N53.00~N53.03
Outside diameter of valve seat N53.10~N53.11
Intake valve
Stem diameter N11.969~N11.980
Radius direction clearance 0.020~0.049
Seat angle 30û
Head diameter N57.85~N58.15
ÒHÓ thickness of valve head 2.6~3.0
Valve seat part diameter of head N61.00~N61.03 N61 H7
Outside dia. of valve seat N61.10~N61.11
Depth of headÕs valve seat assembly part 12.5~12.6
Valve guide inside diameter N12.000~N12.018 N12 H7
Valve guideÕs inside diameter of head N18.000~N18.018 N18 H7
Valve guideÕs outside diameter N18.028~N18.046 N18.25 S7
Valve guide assembly locking piece 0.010~0.046
Valve seatÕs shaking 0.04 reference to valve guide
Valve Valve lift 14.1
spring Projecting amount of valve guide 17.1~17.5 Above valve spring
Free length of inside spring 72.43
Spring load of inside spring 15~17kg at 46.3mm
Spring load of inside spring 27~32kg at 32.3mm
Free length of outside spring 68.17
Spring load of outside spring 37~41kg at 46.3mm
Spring load of outside spring 66.5~76.5kg at32.8mm
Timing Rocker arm bushÕs inside diameter N25.005~N25.035 when assembled
Rocker arm bearing journalÕs diameter N24.967~N24.990
BearingÕs clearance 0.015~0.068
Push rodÕs shaking 0.3
Valve tappet assÕy partÕs inside dia. of block N20.000~N20.021 N20 H7
Push rodÕs outside diameter N19.944~N19.965
Tappet clearance 0.035~0.077
Bush assemblyÕs inside diameter of block N70.077~N70.061
Camshaft diameter N69.910~N69.940 N70 e7
Camshaft bearing oil gap 0.060~0.120
Camshaft axial direction play 0.20~0.90
Backlash (crank gear-camshaft gear) 0.118~0.242
Backlash (driving gear - injection pump gear) 0.102~0.338
Intake valve clearance 0.25
Exhaust valve clearance 0.35

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 Items D28 series Remarks
Engine Oil pressure at idling 0.9~3.0 bar
lubricating Oil pressure at rated speed operation 3.0~6.5 bar
system Oil temperature less than 110ûC
Instantaneous allowable temperature max. 100ûC
Bypass valve opening pressure 1.8~2.4 bar
Pressure regulating valve of oil pump 8.5~10 bar
Spray nozzle
Operating pressure 1.6~1.9 bar
Crossing pressure 1.3~1.6 bar
Tip diameter N2
Backlash (crankshaft gear-oil pump drive gear) 0.10~0.45
Oil pump housingÕs depth/gear width 43.000~43.039 43 H8
42.910~42.950 43 e8
Oil pump housing axial play 0.050~0.128
Engine Cooling water pump shaft diameter N21.930~N21.950
cooling Bearing gap 0.050~0.091
system Impeller clearance (impeller - body) 1.0~1.5
Thermostat Operating temperature (ûC) 79ûC
Inspection Good above 28 bar
on Possible to use 25~28 bar
compressed Need up keep bellow 24 bar
pressure
Allowable max pressure difference between cylinders 4 bar
Fuel system Overflow valveÕs operating pressure of injection pump 1.3 ~ 1.8 bar
Mode of fuel injection pump Bosch
Governor model GAC electronic
Injection nozzleÕs manufacture Bosch
Injection nozzle holeÕs diameter 4-N0.40

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