1103-1104 Testing Adjusting

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Perkins 1103 &1104 Series

WORKSHOP MANUAL

Systems Operation /Testing and Adjusting

3 and 4 cylinder, naturally aspirated, and turbochargeddiesel engines for agricultural and industrial use

Publication SENR9777-00© Proprietary information of Perkins Engines Company Limited 2004, all rights reserved.The information is correct at the time of print.Published by Technical Publications.Perkins Engines Company Limited, Peterborough, PE1 5NA, England



Important Safety InformationMost accidents that involve product operation, maintenance and repair are caused by failure toobserve basic safety rules or precautions. An accident can often be avoided by recognizing potentiallyhazardous situations before an accident occurs. A person must be alert to potential hazards. Thisperson should also have the necessary training, skills and tools to perform these functions properly.

Improper operation, lubrication, maintenance or repair of this product can be dangerous andcould result in injury or death.

Do not operate or perform any lubrication, maintenance or repair on this product, until you haveread and understood the operation, lubrication, maintenance and repair information.

Safety precautions and warnings are provided in this manual and on the product. If these hazardwarnings are not heeded, bodily injury or death could occur to you or to other persons.

The hazards are identified by the “Safety Alert Symbol” and followed by a “Signal Word” such as“DANGER”, “WARNING” or “CAUTION”. The Safety Alert “WARNING” label is shown below.

The meaning of this safety alert symbol is as follows:

Attention! Become Alert! Your Safety is Involved.

The message that appears under the warning explains the hazard and can be either written orpictorially presented.

Operations that may cause product damage are identified by “NOTICE” labels on the product and inthis publication.

Perkins cannot anticipate every possible circumstance that might involve a potential hazard. Thewarnings in this publication and on the product are, therefore, not all inclusive. If a tool, procedure,work method or operating technique that is not specifically recommended by Perkins is used,you must satisfy yourself that it is safe for you and for others. You should also ensure that theproduct will not be damaged or be made unsafe by the operation, lubrication, maintenance orrepair procedures that you choose.

The information, specifications, and illustrations in this publication are on the basis of information thatwas available at the time that the publication was written. The specifications, torques, pressures,measurements, adjustments, illustrations, and other items can change at any time. These changes canaffect the service that is given to the product. Obtain the complete and most current information beforeyou start any job. Perkins dealers or Perkins distributors have the most current information available.

When replacement parts are required for thisproduct Perkins recommends using Perkins

replacement parts.

Failure to heed this warning can lead to prema-ture failures, product damage, personal injury ordeath.



3Table of Contents

Table of Contents

Systems Operation Section

Engine Design ....................................................... 4General Information ................................................ 5Fuel System ........................................................... 9Air Inlet and Exhaust System ............................... 10Lubrication System .............................................. 13Cooling System .................................................... 16Basic Engine ......................................................... 17Electrical System ................................................. 19

Testing and Adjusting Section

Fuel SystemFuel System - Inspect ........................................... 22Air in Fuel - Test .................................................... 22Finding Top Center Position for No. 1 Piston ........ 23

Fuel Injection Pump Timing - Check ..................... 24Fuel Injection Pump Timing - Adjust ..................... 25Fuel Quality - Test ................................................. 27Fuel System - Prime ............................................. 27Fuel System Pressure - Test ................................. 28

Air Inlet and Exhaust SystemAir Inlet and Exhaust System - Inspect ................. 29Wastegate - Test ................................................... 29Compression - Test ............................................... 30Engine Valve Lash - Inspect/Adjust ...................... 30Valve Depth - Inspect ............................................ 33Valve Guide - Inspect ............................................ 33

Lubrication SystemEngine Oil Pressure - Test .................................... 35Engine Oil Pump - Inspect .................................... 35Excessive Bearing Wear - Inspect ........................ 36Excessive Engine Oil Consumption - Inspect ....... 36Increased Engine Oil Temperature - Inspect ........ 37

Cooling SystemCooling System - Check (Overheating) ................ 38Cooling System - Inspect ...................................... 39Cooling System - Test ........................................... 39Engine Oil Cooler - Inspect ................................... 41Water Temperature Regulator - Test ..................... 42

Basic EnginePiston Ring Groove - Inspect ................................ 43Connecting Rod - Inspect ..................................... 43Connecting Rod Bearings - Inspect ...................... 44Main Bearings - Inspect ........................................ 44Cylinder Block - Inspect ........................................ 44Cylinder Head - Inspect ........................................ 45Piston Height - Inspect .......................................... 45Flywheel - Inspect ................................................. 46Gear Group - Inspect ............................................ 47

Electrical SystemAlternator - Test .................................................... 48Battery - Test ......................................................... 48

Electric Starting System - Test .............................. 49Glow Plugs - Test .................................................. 51V-Belt - Test .......................................................... 52

Index Section

Index ..................................................................... 53



4Systems Operation Section

Systems Operation Section

i01958113

Engine Design

g00984281Illustration 1

1104 example of the layout of the valves

(A) Inlet valve(B) Exhaust valve

1104 Engine Specification

Type ........................... Four cylinder and four stroke

Type of combustion .......................... Direct injection

Bore ........................................ 105 mm (4.133 inch)

Stroke ........................................ 127 mm (5.00 inch)

Displacement ..................................... 4.4 L (268 in3)

Compression ratio

Naturally aspirated ......................................... 19.3:1

Turbocharged ................................................. 18.2:1

Number of cylinders ............................................... 4

Cylinder arrangement ..................................... In-line

Firing order ............................................... 1, 3, 4, 2

When the crankshaft is viewed from the front ofthe engine, the crankshaft rotates in the followingdirection. ................................................... Clockwise

The front of the engine is opposite the flywheel endof the engine. The left side of the engine and theright side of the engine are determined from theflywheel end. Number 1 cylinder is the front cylinderof the engine.


1103 example of the layout of the valves

(A) Inlet valve(B) Exhaust valve

1103 Engine Specification

Type ......................... Three cylinder and four stroke

Type of combustion .......................... Direct injection

Bore ........................................ 105 mm (4.133 inch)

Stroke ........................................ 127 mm (5.00 inch)

Displacement ..................................... 3.3 L (201 in3)

Compression ratio

Naturally aspirated ......................................... 19.2:1

Turbocharged ............................................... 18.25:1

Number of cylinders ............................................... 3

Cylinder arrangement ..................................... In-line

Firing order ..................................................... 1, 2, 3

When the crankshaft is viewed from the front ofthe engine, the crankshaft rotates in the followingdirection. ................................................... Clockwise

The front of the engine is opposite the flywheel end

of the engine. The left side of the engine and theright side of the engine are determined from theflywheel end. Number 1 cylinder is the front cylinderof the engine.




i01958097

General Information

Engine Description

Note: When you are ordering new parts, referto the engine identification number in order toreceive the correct parts. Refer to the Operationand Maintenance Manual, “Product IdentificationInformation” for the correct numbers for your engine.

The engine cylinders are arranged in-line. Theengines are controlled by a mechanically governedfuel injection pump.

The cylinder head assembly has one inlet valveand one exhaust valve for each cylinder. Eachvalve has one valve spring. The pistons have two

compression rings and an oil control ring.

It is important to ensure the correct piston height sothat the piston does not contact the cylinder head.The correct piston height also ensures the efficientcombustion of fuel.

The 1104 engine crankshaft has five main journals.End play is controlled by thrust washers that arelocated on both sides of the center main bearing.

The 1103 engine crankshaft has four main journals.End play is controlled by thrust washers that arelocated on both sides of the number three main

bearing.

The timing case has a hole that corresponds witha hole in the crankshaft. Use an alignment pin tofind TC. The camshaft gear has a timing hole thatcorresponds with a timing hole in the timing case.The timing holes ensure that the camshaft and thecrankshaft are in time with each other.

The crankshaft gear rotates the idler gear. The idlergear rotates the camshaft gear and the fuel injectionpump gear. The idler gear for the engine oil pumpis rotated by the crankshaft gear. This idler rotatesthe engine oil pump.

The fuel injection pump is a gear-driven pump thatis mounted to the back of the front housing. Thefuel transfer pump is electrically operated. The fueltransfer pump has an integral fuel filter. The fueltransfer pump is usually located on the left handside of the cylinder block. Some applications mayhave the fuel transfer pump and the water separator(if equipped) relocated off the engine.

The oil pump is driven by an idler gear. The engineoil pump sends lubricating oil to the main oil gallery.The oil relief valve is internal to the oil pump.

Coolant from the bottom of the radiator passesthrough the water pump. The water pump is drivenby the idler gear.

Lifting the Engine

NOTICEFailure to follow recommended procedures for han-dling or transporting engines can lead to engine dam-age.

To avoid possible engine damage, use the followingprocedure.

When you are lifting or moving the engine, use thefollowing procedures in order to prevent enginedamage.

1. Do not tilt the engine to an extreme angle unlessthe lubricating oil is first drained from the oil pan.

2. Do not turn the engine onto a side or an endsurface unless the lubricating oil is first drainedfrom the oil pan.

3. If the oil is not drained prior to tilting the engineor turning the engine onto a side or an endsurface, the lubricating oil from the oil pan canflow into the intake manifold and the cylinderbores. This situation could cause a hydrauliclock in the engine. Hydraulic lock can severelydamage the engine.

4. The engine oil should be refilled to the correctlevel before the engine is started.




1104 Engine Model Views


(1) Water temperature regulator housing(2) Valve mechanism cover(3) Fuel transfer pump and fuel filter

(4) Engine oil cooler(5) Fan drive(6) Water pump

(7) Crankshaft pulley(8) Oil pan(9) Engine oil filter





(10) Engine oil filler cap(11) Exhaust manifold(12) Turbocharger

(13) Alternator(14) Flywheel housing(15) Flywheel

(16) Starter motor





(1) Fuel transfer pump(2) Oil filler cap(3) Fuel filter(4) Starter motor(5) Dipstick

(6) Oil filter(7) Oil pan(8) Crankshaft pulley(9) Water pump(10) Water temperature regulator housing

i01912946

Fuel System

The Delphi DP210 fuel injection pump is installed onthe 1104 engine and the 1103 engine. The BoschEPVE fuel injection pump is installed on the 1104engine only.

The fuel transfer pump draws fuel from the fuel

tank and through the water separator. When thefuel goes through the water separator, any waterin the fuel will go to the bottom of the bowl. Thefuel transfer pump sends the fuel at a low pressureto the fuel filter. From the fuel filter, the fuel goesthrough the supply line to the fuel injection pump.

The fuel injection pump sends fuel through the highpressure fuel line to each of the fuel injectors. Thefuel injector sprays the fuel into the cylinder. Fuelthat is not injected flows through the fuel return lineto the top of the fuel filter, back to the fuel tank.




The engine must not be started until the fuelinjection pump is full of fuel that is free of air. Thefuel injection pump requires fuel for lubrication. Theprecision parts of the pump are easily damagedwithout lubrication.

The fuel system must be primed when any of the

following conditions occur:

• The fuel filter is changed.

• The fuel line is removed.

• The fuel injection pump is removed.

Fuel System Components

Fuel Injection Pump

General Operation

The fuel injection pump is a pressurized systemthat is totally enclosed. The pump sends the correctamount of fuel under high pressure at the correcttime through the fuel injectors to the individualcylinders. The fuel injection pump regulates theamount of fuel that is delivered to the fuel injectors.This action controls the engine rpm by the governorsetting or the position of the throttle control.

The fuel lines to the fuel injectors are equal lengths.This ensures even pressure and correct injectiontiming at each fuel injector.

During operation, extra fuel is used as coolant andlubricant for moving parts of the pump. The extrafuel is circulated through the pump housing. Theextra fuel is then returned to the fuel tank.

The Delphi DP210 fuel injection pump must beserviced by an authorized Delphi technician. Forrepair information, contact your Perkins dealer orcontact your Perkins distributor.

High idle and low idle of the fuel injection pump arefactory set. Idle adjustments can not be made tothe fuel pump. The fuel injection pump has a boostcontrol and an engine stop solenoid. The Delphi

DP210 fuel injection pump has a feature that ventsair from the pump.

The fuel injection pump has a cold starting aid. Thecold starting aid advances the timing of the pumpwhen the engine is cold. The cold starting aid iselectrically operated.

Cold Start Advance Unit

The cold start advance unit holds the timing of thefuel injection pump in an advance position whenthe engine is cold.

The coolant switch for the cold start advance unit

is on the rear of the timing case on the left side ofthe engine.

When the engine is cold, the sender unit isenergized in order to advance the fuel injectionpump timing for the cold start operation. When thecorrect temperature is achieved the sender unit isde-energized and the fuel injection pump timing isreturned to the normal operating position.

If the switch fails in the closed position, the enginewill run with advanced fuel injection timing. Theengine will have higher cylinder pressure andengine damage may result.

If the switch fails in the open position the enginewill run with the fuel injection timing in the normaloperating position. The engine will be more difficultto start. When the engine is cold the engine mightemit white smoke.

i01912948

Air Inlet and Exhaust System


Air inlet and exhaust system (typical example)

(1) Exhaust manifold(2) Intake manifold(3) Engine cylinders(4) Air intake(5) Turbocharger compressor wheel(6) Turbocharger turbine wheel(7) Exhaust outlet




Engines which are naturally aspirated pull outsideair through an air cleaner directly into the inletmanifold (2). The air flows from the intake manifoldto the engine cylinders (3). The fuel is mixed with theair in the engine cylinders. After the fuel combustionoccurs in the engine cylinder, the exhaust gasesflow directly to the outside air through the exhaust

manifold (1).

Turbocharged engines pull outside air through anair cleaner into the air intake (4) of the turbocharger.The suction is caused by the turbochargercompressor wheel (5). Then, the turbochargercompressor wheel compresses the air. The air flowsthrough the intake manifold (2) which directs aneven distribution of the air to each engine cylinder(3). Air is pulled into the engine cylinder (3) duringthe intake stroke of the piston. Then, the air is mixedwith fuel from the fuel injectors.

Each piston makes four strokes:

1. Intake

2. Compression

3. Power

4. Exhaust

The sequence of the strokes by all of pistons in allof the engine cylinders provide constant air flow tothe inlet system during the engine operation.

The exhaust stroke and the timing of the valve

mechanism pushes combustion gases out of theopen exhaust valve through the exhaust manifold(1). The exhaust gases flow through the blades ofthe turbocharger turbine wheel (6) which causesthe turbine wheel and the compressor wheel to turn.Then, the exhaust gases flow through the exhaustoutlet (7) of the turbocharger to the outside.

The air inlet system is also equipped with acrankcase ventilation system. The intake strokes ofthe pistons pull in atmospheric air to the crankcase.

Turbocharger

Note: The turbocharger is not serviceable.

A turbocharger increases the temperature and thedensity of the air that is sent to the engine cylinder.This condition causes a lower temperature ofignition to develop earlier in the compression stroke.The compression stroke is also timed in a moreaccurate way with the fuel injection. Surplus airlowers the temperature of combustion. This surplusair also provides internal cooling.

A turbocharger improves the following aspects ofengine performance:

• Power output is increased.

• Fuel efficiency is increased.

• Engine torque is increased.

• Durability of the engine is increased.

• Emissions of the engine are increased.


Components of a turbocharger (typical example)

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

A turbocharger is installed between the exhaustand intake manifolds. The turbocharger is driven byexhaust gases which flow through the exhaust inlet(11). The energy of the exhaust gas turns the turbinewheel (8). Then, the exhaust gas flows out of theturbine housing (7) through the exhaust outlet (9).

The turbine wheel and the compressor wheel (3) areinstalled on the same shaft. Therefore, the turbinewheel and the compressor wheel rotate at the samerpm. The compressor wheel is enclosed by thecompressor housing (2). The compressor wheelcompresses the intake air (1). The intake air flowsinto the engine cylinders through the inlet valves ofthe cylinders.




The oil from the main gallery of the cylinder blockflows through the oil inlet port (5) in order tolubricate the turbocharger bearings (4) and (6). Thepressurized oil passes through the bearing housingof the turbocharger. The oil is returned through theoil outlet port (10) to the oil pan.

Some turbochargers have a wastegate. Thewastegate is controlled by the boost pressure.This allows some of the exhaust to bypass theturbocharger at higher engine speeds. Thewastegate is a type of valve that automaticallyopens at a preset level of boost pressure in order toallow exhaust gas to flow around the turbine. Thewastegate allows the design of the turbocharger tobe more effective at lower engine speeds.

The wastegate is controlled by a diaphragm. Oneside of this diaphragm is open to the atmosphere.The other side of this diaphragm is open to themanifold pressure.

Cylinder Head And Valves

The valves and the valve mechanism controlthe flow of the air and the exhaust gases in thecylinder during engine operation. The cylinder headassembly has two valves for each cylinder. Eachvalve has one valve spring. The ports for the inletvalves are on the left side of the cylinder head. Theports for the exhaust valves are on the right sideof the cylinder head. Steel valve seat inserts areinstalled in the cylinder head for both the inlet andthe exhaust valves. The valve seat inserts can bereplaced.

The valves move along valve guides. The valveguides can be replaced. The exhaust valve guidehas a counterbore in order to prevent the seizureof the valve stem. The seizure of the valve stem iscaused by a buildup of carbon under the head ofthe valve.

The inlet and the exhaust valves are openedand closed by the rotation and movement of thefollowing components:

• Crankshaft

• Camshaft

• Valve lifters

• Pushrods

• Rocker arms

• Valve springs

The camshaft gear is driven by the crankshaft gear.The camshaft and the crankshaft are timed together.When the camshaft turns, the valve lifters are movedup and down. The pushrods move the rocker arms.The movement of the rocker arms open the valves.The opening and closing of the valves is timed withthe firing sequence of the engine. The valve springs

push the valves back to the closed position.




i01958103

Lubrication System


Flow diagram of the lubrication system for the 1104 engine





Flow diagram of the lubrication system for the 1103 engine

Pressure for the lubrication system is supplied bythe oil pump (10). The crankshaft gear (13) drivesa lower idler gear (12). The lower idler gear drivesthe oil pump gear (11). The pump has an innerrotor and an outer rotor. The axis of rotation of the

rotors are off-center relative to each other. There isan interference fit between the inner rotor and thedrive shaft.

The inner rotor has five lobes which mesh with thesix lobes of the outer rotor. When the pump rotates,the distance increases between the lobes of theouter rotor and the lobes of the inner rotor in orderto create suction. When the distance decreasesbetween the lobes, pressure is created.

Lubricating oil from the oil pan flows through astrainer and a pipe (9) to the suction side of theengine oil pump. The lubricating oil flows from theoutlet side of the pump through a passage to the oilfilter head (7). The oil then flows from the filter head

through a passage to a plate type oil cooler for the1104 engine, or a modine oil cooler (3) for the 1103engine. The integral oil cooler is located on the leftside of the cylinder block. The modine oil cooler islocated on the left side of the cylinder block.

From the oil cooler, the oil returns through a passageto the oil filter head. The oil then flows from the filterhead to the bypass valve and from the bypassvalve to the oil filter (8).




The oil flows from the oil filter through a passagethat is drilled across the cylinder block to the oilgallery (4). The oil gallery is drilled through the totallength of the left side of the cylinder block. If the oilfilter is on the right side of the engine, the oil flowsthrough a passage that is drilled across the cylinderblock to the pressure gallery.

Lubricating oil from the oil gallery flows throughhigh pressure passages to the main bearings ofthe crankshaft (5). Then, the oil flows through thepassages in the crankshaft to the connecting rodbearing journals (6). The pistons and the cylinderbores are lubricated by the splash of oil and theoil mist.

Lubricating oil from the main bearings flows throughpassages in the cylinder block to the journals of thecamshaft. Then, the oil flows from the second journalof the camshaft (2) at a reduced pressure to thecylinder head. The oil then flows through the center

of the rocker shaft (1) to the rocker arm levers. Thevalve stems, the valve springs and the valve liftersare lubricated by the splash and the oil mist.

The hub of the idler gear is lubricated by oil fromthe oil gallery. The timing gears are lubricated bythe splash from the oil.

Turbochargers are lubricated by oil from aconnection on the side of the cylinder block. Anexternal line from the cylinder block supplies oil tothe turbocharger. The oil then flows through a lineto the oil pan.

Engines have piston cooling jets that are suppliedwith oil from the oil gallery. The piston cooling jetsspray lubricating oil on the underside of the pistonsin order to cool the pistons.




i01958111

Cooling System


Flow diagram of the cooling system for the 1104 engine





Flow diagram of the cooling system for the 1103 engine

The coolant flows from the bottom of the radiator tothe centrifugal water pump. The water pump assistsin the flow of the coolant through the system. Thewater pump is installed on the front of the timingcase. The water pump is gear-driven by the fuelinjection pump gear.

The water pump forces the coolant through apassage in the front of the timing case to the waterjacket in the top left side of the cylinder block. Thecoolant continues to the rear of the cylinder block

and some of the coolant passes into the oil coolerfor the 1104 or into the modine oil cooler for the1103. The oil cooler is located on the left side of thecylinder block with no external lines. The modineoil cooler is located on the left side of the cylinderblock.

The coolant flows around the element of the oilcooler to the rear of the cylinder block. The coolantthen passes from the rear of the cylinder block andinto the rear of the cylinder head.

The coolant flows forward through the cylinder headand into the water temperature regulator housing.If the water temperature regulator is closed, thecoolant goes directly through a bypass to the inletside of the water pump. If the water temperatureregulator is open, the bypass is closed and thecoolant flows to the top of the radiator.

i01958135

Basic Engine

Cylinder Block and Cylinder Head

The cylinder block for the 1104 engine has fourcylinders which are arranged in-line.

The cylinder block for the 1103 engine has threecylinders which are arranged in-line.




i01958096

Electrical System

The electrical system is a negative ground system.

The charging circuit operates when the engineis running. The alternator in the charging circuitproduces direct current for the electrical system.

Starting Motor

g00954820

Illustration 1312 Volt Starting Motor

(1) Terminal for connection of the battery cable(2) Terminal for connection of the ignition switch





24 Volt Starting Motor

(1) Terminal for connection of the ignitionswitch

(2) Terminal for connection of the batterycable

The starting motor turns the engine flywheel. Therpm must be high enough in order to initiate asustained operation of the fuel ignition in thecylinders.

The starting motor has a solenoid. When the ignitionswitch is activated, voltage from the electricalsystem will cause the solenoid to move the piniontoward the flywheel ring gear of the engine. Theelectrical contacts in the solenoid close the circuitbetween the battery and the starting motor barelybefore the pinion engages the ring gear. Thiscauses the starting motor to rotate. This type ofactivation is called a positive shift.

When the engine begins to run, the overrunningclutch of the pinion drive prevents damage to thearmature. Damage to the armature is caused byexcessive speeds. The clutch prevents damageby stopping the mechanical connection. However,the pinion will stay meshed with the ring gear untilthe ignition switch is released. A spring in theoverrunning clutch returns the clutch to the restposition.

Alternator

g00303424

Illustration 15(1) Shaft for mounting the pulley

The alternator produces the following electricaloutput:

• Three-phase

• Full-wave

• Rectified




The alternator is an electro-mechanical component.The alternator is driven by a belt from the crankshaftpulley. The alternator charges the storage batteryduring the engine operation.

The alternator converts the mechanical energyand the magnetic energy into alternating current

and voltage. This conversion is done by rotating adirect current electromagnetic field on the inside ofa three-phase stator. The electromagnetic field isgenerated by electrical current flowing through arotor. The stator generates alternating current andvoltage.

The alternating current is changed to direct currentby a three-phase, full-wave rectifier. Direct currentflows to the output terminal of the alternator. Therectifier has three exciter diodes. The direct currentis used for the charging process.

A regulator is installed on the rear end of the

alternator. Two brushes conduct current through twoslip rings. The current then flows to the rotor field. Acapacitor protects the rectifier from high voltages.

The alternator is connected to the battery throughthe ignition switch. Therefore, alternator excitationoccurs when the switch is in the ON position.



22Testing and Adjusting Section

Testing and AdjustingSection

Fuel System

i01804057

Fuel System - Inspect

A problem with the components that send fuel tothe engine can cause low fuel pressure. This candecrease engine performance.

1. Check the fuel level in the fuel tank. Ensure thatthe vent in the fuel cap is not filled with dirt.

2. Check all fuel lines for fuel leakage. The fuel linesmust be free from restrictions and faulty bends.Verify that the fuel return line is not collapsed.

3. Inspect the fuel filter for excess contamination. Ifnecessary, install a new fuel filter. Determine thesource of the contamination. Make the necessaryrepairs.

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

5. Remove any air that may be in the fuel system.Refer to Testing and Adjusting, “Fuel System -Prime”.

i01854200

Air in Fuel - Test

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

1. Examine the fuel system for leaks. Ensure thatthe fuel line fittings are properly tightened. Check

the fuel level in the fuel tank. Air can enter thefuel system on the suction side between the fueltransfer pump and the fuel tank.

Work carefully around an engine that is running.Engine parts that are hot, or parts that are moving,can cause personal injury.

2. Install a suitable fuel flow tube with a visual sightgauge in the fuel return line. When possible,install the sight gauge in a straight section of thefuel line that is at least 304.8 mm (12 inches)long. Do not install the sight gauge near thefollowing devices that create turbulence:

• Elbows

• Relief valves

• Check valves

Observe the fuel flow during engine cranking.Look for air bubbles in the fuel. If there is nofuel that is present in the sight gauge, primethe fuel system. Refer to Testing and Adjusting,“Fuel System - Prime” for more information. If theengine starts, check for air in the fuel at varyingengine speeds. When possible, operate theengine under the conditions which have been

suspect.


(1) A steady stream of small bubbles with a diameter ofapproximately 1.60 mm (0.063 inch) is an acceptable amountof air in the fuel.

(2) Bubbles with a diameter of approximately 6.35 mm (0.250 inch)are also acceptable if there is two seconds to three seconds

intervals between bubbles.(3) Excessive air bubbles in the fuel are not acceptable.




3. If excessive air is seen in the sight gauge in thefuel return line, install a second sight gauge atthe inlet to the fuel transfer pump. If a secondsight gauge is not available, move the sightgauge from the fuel return line and install thesight gauge at the inlet to the fuel transfer pump.Observe the fuel flow during engine cranking.

Look for air bubbles in the fuel. If the enginestarts, check for air in the fuel at varying enginespeeds.

If excessive air is not seen at the inlet to the fueltransfer pump, the air is entering the system afterthe fuel transfer pump. Refer to the Testing andAdjusting, “Fuel System - Prime”.

If excessive air is seen at the inlet to the fueltransfer pump, air is entering through the suctionside of the fuel system.

To avoid personal injury, always wear eye and faceprotection when using pressurized air.

NOTICETo avoid damage, do not use more than 55 kPa (8 psi)to pressurize the fuel tank.

4. Pressurize the fuel tank to 35 kPa (5 psi). Do notuse more than 55 kPa (8 psi) in order to avoiddamage to the fuel tank. Check for leaks in thefuel lines between the fuel tank and the fuel

transfer pump. Repair any leaks that are found.Check the fuel pressure in order to ensure thatthe fuel transfer pump is operating properly. Forinformation about checking the fuel pressure, seeTesting and Adjusting, “Fuel System Pressure- Test”.

5. If the source of the air is not found, disconnectthe supply line from the fuel tank and connect anexternal fuel supply to the inlet of the fuel transferpump. If this corrects the problem, repair the fueltank or the stand pipe in the fuel tank.

i01893344

Finding Top Center Positionfor No. 1 Piston

Table 1

Required Tools

PartNumber

Part Description Qty

27610211 Crankshaft timing pin 1

27610212 Camshaft timing pin 1


(1) Hole for crankshaft pin(2) Hole for camshaft pin

1. Remove the valve mechanism cover, the glowplugs, and the cover for the front housing.

Note: The crankshaft timing pin can be inserted withthe crankshaft pulley still on the engine.

2. Rotate the crankshaft in the normal directionof the engine until the inlet valve of the No. 4

cylinder has just opened and the exhaust valveof the No. 4 cylinder has not completely closed.

3. Carefully rotate the crankshaft in the normaldirection of the engine in order to align the holein the crankshaft with the hole in the cylinderblock and the timing case. Insert the 27610211Crankshaft Timing Pin fully into the hole in thecrankshaft web.

4. Insert the 27610212 Camshaft Timing Pinthrough the hole in the camshaft gear and intothe body of the timing case. The engine is set atthe top center position for No. 1 piston.




Note: The camshaft gear can rotate a small amountwhen the pin is installed.

5. Remove the timing pins from the camshaft gearand the crankshaft web.

i01900283

Fuel Injection Pump Timing -Check

Delphi DP210 Series Fuel InjectionPump

Note: The Delphi DP210 Series fuel injection pumptiming cannot be checked. If you suspect that thefuel injection pump timing is incorrect, contact your

Perkins dealer or your Perkins distributor for furtherinformation.

The Delphi DP210 Series fuel injection pump mustbe serviced by an authorized Delphi technician. Forrepair information, contact your Perkins dealer oryour Perkins distributor. The internal adjustment forthe pump timing is tamper proof. High idle and lowidle are factory set. Idle adjustments can not bemade to the fuel pump.

Bosch EPVE Fuel Injection Pump

Note: The Bosch EPVE fuel injection pump is only

installed on the 1104 engine.

Table 2

Required Tools

PartNumber


27610248 Bosch EPVE fuel injection pump

timing adapter 1

1. Set the number one piston at the top centerpiston on the compression stroke. Refer toTesting and Adjusting, “Finding Top Center

Position for the No. 1 Pistion”

for the procedure.

2. Remove the high pressure fuel lines from the fuelinjection pump.


(1) Plug


(2) Bosch EPVE fuel injection pump timing adapter(3) Dial indicator

3. Remove the plug (1) and the washer fromthe rear of the fuel injection pump and install27610248 fuel injection pump timing adapter (2).Install a suitable dial indicator (3) into 27610248fuel injection pump timing adapter. Set the dialindicator to approximately 3 mm (0.1181 inch).

4. Rotate the crankshaft counterclockwise until thedial indicator (3) indicates that the plunger of thefuel injection pump is at the bottom of the stroke.Set the dial indicator (3) to zero.




5. Rotate the crankshaft clockwise, until thecrankshaft timing pin can be pushed into thehole in the crankshaft web.

6. With the engine set at the Top Center Positionfor the No. 1 piston, check the reading on thedial indicator (3). Refer to Specifications, “Fuel

Injection Pump”

for the correct reading for theplunger.

7. If the fuel injection pump timing is correct removethe dial indicator (3). Remove 27610248 fuelinjection pump timing adapter from the fuelinjection pump. Install a new washer to theplug and install the plug in the back of the fuelinjection pump. Refer to Specifications, “FuelInjection Pump” for the correct torque.

8. Install the high pressure fuel lines on the fuelinjection pump. Eliminate all air from the fuelsystem. Refer to Testing and Adjusting, “Fuel

System - Prime”.

9. If the fuel injection pump timing is incorrect, referto Testing and Adjusting, “Fuel Injection PumpTiming - Adjust”.

i01912949

Fuel Injection Pump Timing -Adjust

Delphi DP210 Series Fuel InjectionPump

The Delphi DP210 Series fuel injection pump mustbe serviced by an authorized Delphi technician. Forrepair information, contact your Perkins dealer oryour Perkins distributor. The internal adjustment forthe pump timing is tamper proof. High idle and lowidle of the fuel injection pump are factory set. Idleadjustments can not be made to the fuel pump.

Bosch EPVE Fuel Injection Pump

Note: The Bosch EPVE fuel injection pump is onlyinstalled on the 1104 engine.

Table 3

Required Tools

PartNumber


27610248 Bosch EPVE fuel injection pump

timing adapter 1

Note: This procedure must only be carried out by aperson with the correct training.

Note: Do not rotate the fuel injection pump if thefuel injection pump shaft is locked.

1. Set the number one piston at the top center on

the compression stroke. Refer to Testing andAdjusting, “Finding Top Center Position for theNo. 1 Pistion” for the procedure.

2. Remove the rocker shaft. Refer to Disassemblyand Assembly, “Rocker Shaft and Pushrods”.

3. Remove the high pressure fuel lines from the fuelinjection pump.


(1) Plug


(2) Bosch EPVE fuel injection timing adapter(3) Dial indicator




4. Remove the plug (1) and the washer fromthe rear of the fuel injection pump and install27610248 fuel injection pump timing adapter (2).Install a suitable dial indicator (3) into 27610248fuel injection pump timing adapter. Set the dialindicator to approximately 3 mm (0.1181 inch).

5. Ensure that the timing pins have been removedfrom the engine.

6. Rotate the crankshaft counterclockwise whenthe crankshaft is viewed from the front of theengine. Carefully rotate the crankshaft until thedial indicator (3) indicates that the plunger ofthe fuel injection pump is at the bottom. Set thedial indicator (3) to zero.

7. Rotate the crankshaft clockwise, until therequired lift on the plunger is achieved. Referto Specifications, “Fuel Injection Pump” for thecorrect reading.


(4) Washer(5) Locking screw

8. Lock the fuel injection pump shaft.In order to lock the shaft of the Bosch EPVE fuelinjection pump, loosen the locking screw (5) andremove the washer (4). Tighten the locking screwto 31 N·m (23 lb ft). Ensure that the needle of thedial indicator has not moved.

9. Remove the water pump. Refer to Disassemblyand Assembly, “Water Pump - Remove andInstall”.

10. Remove the front cover. Refer to Disassemblyand Assembly, “Front Cover - Remove andInstall”.

11. Remove the fuel injection pump gear. Referto Disassembly and Assembly, “Fuel Injectionpump - Remove”.


(6) Keyway


(7) Outlet

Note: A key should not be installed in the keyway(6).

Note: If the fuel injection pump is on the correct

stroke, the keyway (6) is toward the outlet (7).

12. Set the number one piston at the top centerpiston on the compression stroke. Refer toTesting and Adjusting, “Finding Top CenterPosition for the No. 1 Pistion” for the procedure.

13. Install the fuel injection pump gear. Refer toDisassembly and Assembly, “Fuel Injectionpump - Install”.




14. Install the front cover. Refer to Disassembly andAssembly, “Front Cover - Remove and Install”.

15. Install the water pump. Refer to Disassemblyand Assembly, “Water Pump - Remove andInstall”.

16. Install a new washer to the plug and install theplug in the back of the fuel injection pump. Referto Specifications, “Fuel Injection Pump” for thecorrect torque.

17. Install the rocker shaft. Refer to Disassemblyand Assembly, “Rocker Shaft and Pushrods”.

18. Install the high pressure fuel lines on the fuelinjection pump. Eliminate all air from the fuelsystem. Refer to Testing and Adjusting, “FuelSystem - Prime”.

i01944302

Fuel Quality - Test

Use the following procedure to test for problemsregarding fuel quality:

1. Determine if water and/or contaminants arepresent in the fuel. Check the water separator (ifequipped). If a water separator is not present,proceed to Step 2. Drain the water separator, ifnecessary. A full fuel tank minimizes the potentialfor overnight condensation.

Note: A water separator can appear to be full of fuelwhen the water separator is actually full of water.

2. Determine if contaminants are present in thefuel. Remove a sample of fuel from the bottomof the fuel tank. Visually inspect the fuel samplefor contaminants. The color of the fuel is notnecessarily an indication of fuel quality. However,fuel that is black, brown, and/or similar to sludgecan be an indication of the growth of bacteria oroil contamination. In cold temperatures, cloudyfuel indicates that the fuel may not be suitable forthe operating conditions. Refer to Operation andMaintenance Manual, “Fuel Recommendations”

for more information.

3. If fuel quality is still suspected as a possiblecause of problems regarding engineperformance, disconnect the fuel inlet line, andtemporarily operate the engine from a separatesource of fuel that is known to be good. Thiswill determine if the problem is caused by fuelquality. If fuel quality is determined to be theproblem, drain the fuel system and replace thefuel filters. Engine performance can be affectedby the following characteristics:

• Cetane number of the fuel

• Air in the fuel

• Other fuel characteristics

i01958110

Fuel System - Prime

If air enters the fuel system, the air must be purgedbefore the engine can be started. Air can enter thefuel system when the following events occur:

• The fuel tank is empty or the tank has beenpartially drained during normal operation.

• The low pressure fuel lines are disconnected.

• A leak exists in the low pressure fuel systemduring engine operation.

• The fuel filter or the fuel pump is replaced.

• The high pressure fuel lines are disconnected.

Delphi DP210

The Delphi fuel pump will eliminate the air fromthe fuel system automatically. Position the startingswitch to the RUN position for three minutes. Air inthe fuel and the fuel lines will be purged from the

system.

Bosch EVPE

The Bosch EPVE fuel pump will not eliminate airautomatically from the fuel system. the followingprocedure must be used.

• Remove the valve mechanism cover.

• Turn the start switch to the RUN position forthree minutes. Then return the start switch to theOFF position.

• Loosen the high pressure lines at the fuelinjectors.

• Operate the starting motor until fuel free from aircomes from the connections.

• Tighten the connections for the fuel injectors.Refer to Specifications, “Fuel injection Lines”.

• Operate the engine and check for leaks.

• Fit the valve mechanism cover.




i01944991

Fuel System Pressure - Test


(A and B) Fuel outlet(1) Fuel transfer pump(2) Fuel filter

The pressure test measures the output pressureof the fuel transfer pump. Low fuel pressure andstarting difficulty may be indications of problemswith the fuel priming pump.

Check the Function of the FuelTransfer Pump

1. Make a note of the location of the fuel lines fromthe fuel transfer pump. Remove the two lines

from the outlets (A) and (B).

2. Connect two lengths of 5/16 inch rubber hoseto outlets (A) and (B). Place the hoses into asuitable container that is capable of holding 3 L(3.17 qt) of fuel.

3. Energize the fuel transfer pump until a constantflow of fuel is running from the outlet for thesupply for the fuel injection pump.

Note: The flow from the outlet for the return for thefuel tank will have a slower flow rate.

4. Measure the combined flow of both outlets witha stopwatch. Fuel flow should be a minimum of2 L/min (0.53 US gpm).

5. If the combined flow is less than 2 L/min(0.53 US gpm), repair the pump or replace thepump.

6. Reconnect the outlet lines in the correct positions.

7. Start the engine and check for any leakage offuel or air from the fuel lines.

Check the Function of the PressureRegulator

1. Remove the fuel line from the outlet for thesupply for the fuel injection pump (B).

2. Install a pipe with a tap for a pressure gauge.Connect a 0 to 80 kPa (0 to 12 psi) pressuregauge.

3. Start the engine and run the engine at idle fortwo minutes in order to remove any trapped air.

4. Record the pressure reading at idle and at ratedspeed. The pressure reading should be thefollowing values:

Bosch EPVE

Idle ..................................... 31 kPa (4.49 psi)

Rated speed ...................... 31 kPa (4.49 psi)

Delphi DP210

Idle .................................. 27.5 kPa (3.99 psi)

Rated speed ...................... 28 kPa (4.06 psi)

Note: Maximum pressure for the fuel injection pumpis 80 kPa (12 psi).

5. Reconnect the fuel line. Run the engine at idle fortwo minutes in order to remove any trapped air.

Check for the following issues if the pressures areoutside of the above specifications.

• All electrical connections are installed correctly.

• There are no leaks in the fuel lines or connections.

• The O-ring on the fuel filter housing (2) does notleak.




Air Inlet and ExhaustSystem

i01822825

Air Inlet and Exhaust System- Inspect

A general visual inspection should be made to theair inlet and exhaust system. Make sure that thereare no signs of leaks in the system.

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

Hot engine components can cause injury fromburns. Before performing maintenance on theengine, allow the engine and the components tocool.

Making contact with a running engine can causeburns from hot parts and can cause injury fromrotating parts.

When working on an engine that is running, avoidcontact with hot parts and rotating parts.

1. Inspect the engine air cleaner inlet and ductingin order to ensure that the passageway is notblocked or collapsed.

2. Inspect the engine air cleaner element. Replacea dirty element with a clean element.

3. Check for dirt tracks on the clean side of theengine air cleaner element. If dirt tracks areobserved, contaminants are flowing past theelement.

i01935833

Wastegate - Test

Hot engine components can cause injury fromburns. Before performing maintenance on theengine, allow the engine and the components tocool.

NOTICEKeep all parts clean from contaminants.

Contaminants may cause rapid wear and shortenedcomponent life.


Note: The turbocharger is a nonserviceable item.The pressure for the wastegate can be checked,but not adjusted.

1. Use a suitable magnetic base dial indicator (1).Align the dial gauge to the actuator rod (2).

2. Remove the air hose to the actuator (3). Installan air line that can be adjusted in order to givethe correct pressure.

Note: Do not exceed 205 kPa (30 psi) in orderto check the actuator. Refer to the Specification,“Turbocharger” topic for information on the correctpressure setting for your actuator.

3. Carefully apply the air pressure until the airpressure has moved the rod 1 mm (0.0394 inch).Check that the air pressure is correct for yourturbocharger.

4. For more information on installing a newturbocharger, contact your Perkins dealer or yourPerkins distributor.




i01888954

Compression - Test

The cylinder compression test should only be used

in order to compare the cylinders of an engine. Ifone or more cylinders vary by more than 350 kPa(51 psi), the cylinder and related components mayneed to be repaired.

A compression test should not be the only methodwhich is used to determine the condition of anengine. Other tests should also be conductedin order to determine if the adjustment or thereplacement of components is required.

Before the performance of the compression test,make sure that the following conditions exist:

• The battery is in good condition.

• The battery is fully charged.

• The starting motor operates correctly.

• The valve lash is set correctly.

• All fuel injectors are removed.

• The fuel supply is disconnected.

1. Install a gauge for measuring the cylindercompression in the hole for a fuel injector.

2. Operate the starting motor in order to turn theengine. Record the maximum pressure which isindicated on the compression gauge.

3. Repeat Steps 1 and 2 for all cylinders.

i01958109

Engine Valve Lash -Inspect/Adjust

To prevent possible injury, do not use the starterto turn the flywheel.

Hot engine components can cause burns. Allowadditional time for the engine to cool before mea-suring valve clearance.

Refer to Systems Operation, “Engine Design” forthe location of the cylinder valves.

If the valve lash requires adjustment several timesin a short period of time, excessive wear exists in adifferent part of the engine. Find the problem andmake necessary repairs in order to prevent more

damage to the engine.

Not enough valve lash can be the cause of rapidwear of the camshaft and valve lifters. Not enoughvalve lash can indicate that the seats for the valvesare worn.

Valves become worn due to the following causes:

• Fuel injectors that operate incorrectly

• Excessive dirt and oil are present on the filtersfor the inlet air.

• Incorrect fuel settings on the fuel injection pump.

• The load capacity of the engine is frequentlyexceeded.

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

• Worn camshaft and valve lifters

• Worn rocker arms

• Bent pushrods

• Broken socket on the upper end of a pushrod

• Loose adjustment screw for the valve lash

If the camshaft and the valve lifters show rapidwear, look for fuel in the lubrication oil or dirtylubrication oil as a possible cause.

Inspect Valve Lash

An adjustment is NOT NECESSARY if themeasurement of the valve lash is in the acceptablerange. Inspect the valve lash while the engine isstopped. The temperature of the engine does notchange the valve lash setting.

Engine valve lash for the 1104 engine




Table 4

Inlet Valves1104

Exhaust Valves1104

Valve Lash(StoppedEngine)

0.20 mm(0.008 inch)

0.45 mm(0.018 inch)

TCCompression

Stroke1,2 1,3

TC ExhaustStroke(1)

3,4 2,4

Firing Order 1,3,4,2(2)

(1) 360 from TC compression stroke(2) The No. 1 cylinder is at the front of the engine.

Engine valve lash for the 1103 engine

Table 5

Valves Inlet Valves Exhaust Valves

Valve Lash 0.20 mm

(0.008 inch)0.45 mm

(0.018 inch)

Valves 1, 3, 5 2, 4, 6

Firing order 1, 2, 3

If the measurement is not within the acceptableclearance, adjustment is necessary. Refer to “ValveLash Adjustment”.

Valve Lash Adjustment for the 1104engine

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


Setting the valve lash

(1) Adjustment screw(2) Feeler gauge

Accidental engine starting can cause injury ordeath to personnel.

To prevent accidental engine starting, turn the ig-nition switch to the OFF position, place a do notoperate tag at the ignition switch location and dis-connect and tape the electrical connection to thestop solenoid that is located on the fuel injectionpump.

Remove the valve mechanism cover and performthe following procedure in order to adjust the valvelash:

1. Put the No. 1 piston at the top center positionon the compression stroke. Refer to Testing andAdjusting, “Finding Top Center Position for No.1 Piston”.

Table 6

TCCompression

StrokeInlet Valves Exhaust Valves

Valve Lash 0.20 mm

(0.008 inch)0.45 mm

(0.018 inch)

Cylinders 1,2 1,3

2. Adjust the valves according to Table 5.

a. Lightly tap the rocker arm at the top of theadjustment screw with a soft mallet. Thiswill ensure that the lifter seats against thecamshaft.

b. Loosen the adjustment locknut.

c. Place the correct feeler gauge between therocker arm and the valve stem. Then, turn theadjustment screw in a clockwise direction.Slide the feeler gauge between the rockerarm and the valve stem. Continue turning theadjustment screw until a slight drag is felt onthe feeler gauge. Remove the feeler gauge.

d. Tighten the adjustment locknut to a torque of27 N·m (20 lb ft). Do not allow the adjustmentscrew to turn while you are tightening theadjustment locknut. Recheck the valve lashafter tightening the adjustment locknut.

3. Rotate the engine by 360 degrees. The enginewill be on TC compression stroke for cylinder 4.




Table 7

TC ExhaustStroke(3)

Inlet Valves Exhaust Valve

Valve Lash 0.20 mm

(0.008 inch)0.45 mm

(0.018 inch)

Cylinders 3,4 2,4

(3) Position for No. 1 cylinder

4. Adjust the valves according to Table 7.

a. Lightly tap the rocker arm at the top of theadjustment screw with a soft mallet. Thiswill ensure that the lifter seats against thecamshaft.

b. Loosen the adjustment locknut.

c. Place the correct feeler gauge between therocker arm and the valve stem. Then, turn the

adjustment screw in a clockwise direction.Slide the feeler gauge between the rockerarm and the valve stem. Continue turning theadjustment screw until a slight drag is felt onthe feeler gauge. Remove the feeler gauge.

d. Tighten the adjustment locknut to a torque of27 N·m (20 lb ft). Do not allow the adjustmentscrew to turn while you are tightening theadjustment locknut. Recheck the valve lashafter tightening the adjustment locknut.

Install the valve mechanism cover. Refer toDisassembly and Assembly, “Valve Mechanism

Cover - Remove and Install”

.

Valve Lash Adjustment for the 1103engine

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


Setting the valve lash

(1) Adjustment screw(2) Feeler gauge

Remove the valve mechanism cover and performthe following procedure in order to adjust the valvelash:

1. Put the No. 1 piston at the top center positionon the compression stroke. Refer to Testing andAdjusting, “Finding Top Center Position for No.1 Piston”.

Table 8

Valves Inlet Valves Exhaust Valves

Valve Lash 0.20 mm

(0.008 inch)0.45 mm

(0.018 inch)

Valves 1, 3, 5 2, 4, 6

2. Rotate the crankshaft until the inlet valve forthe cylinder 1 has just opened and the exhaustvalve for the cylinder 1 is not completely closed.Then adjust the number 3 valve and the number6 valve.

a. Adjust the valves according to Table 8.

b. Lightly tap the rocker arm at the top of theadjustment screw with a soft mallet. Thiswill ensure that the lifter seats against thecamshaft.

c. Loosen the adjustment locknut.




d. Place the correct feeler gauge between therocker arm and the valve stem. Then, turn theadjustment screw in a clockwise direction.Slide the feeler gauge between the rockerarm and the valve stem. Continue turning theadjustment screw until a slight drag is felt onthe feeler gauge. Remove the feeler gauge.

e. Tighten the adjustment locknut to a torque of27 N·m (20 lb ft). Do not allow the adjustmentscrew to turn while you are tightening theadjustment locknut. Recheck the valve lashafter tightening the adjustment locknut.

3. Rotate the engine by 360 degrees. Then adjustthe number 1 valve and the number 5 valve.Then adjust the number 2 valve and the number4 valve.

a. Adjust the valves according to Table 8.

b. Lightly tap the rocker arm at the top of theadjustment screw with a soft mallet. Thiswill ensure that the lifter seats against thecamshaft.

c. Loosen the adjustment locknut.

d. Place the correct feeler gauge between therocker arm and the valve stem. Then, turn theadjustment screw in a clockwise direction.Slide the feeler gauge between the rockerarm and the valve stem. Continue turning theadjustment screw until a slight drag is felt onthe feeler gauge. Remove the feeler gauge.

e. Tighten the adjustment locknut to a torque of27 N·m (20 lb ft). Do not allow the adjustmentscrew to turn while you are tightening theadjustment locknut. Recheck the valve lashafter tightening the adjustment locknut.

Install the valve mechanism cover. Refer toDisassembly and Assembly, “Valve MechanismCover - Remove and Install”.

i01889422

Valve Depth - Inspect

Table 9

Required Tools

PartNumber


21825617 Dial gauge 1

21825496 Dial gauge holder 1


Measurement of the valve depth

(1) 21825617 Dial gauge(2) 21825496 Dial gauge holder

1. Use the dial gauge (1) with the dial gauge holder

(2) to check the depths of the inlet valves andthe exhaust valves below the face of the cylinderhead. Use the cylinder head face (3) to zero thedial gauge (1).

2. Position the dial gauge holder (2) and the dialgauge (1) in order to measure the valve depth.Measure the depth of the inlet valve and theexhaust valve before the valve springs areremoved.

Refer to Specifications, “Cylinder Head Valves”

for the minimum, the maximum, and the servicewear limits for the valve depth below the cylinder

head face.

If the valve depth below the cylinder headface exceeds the service limit, use a newvalve to check the valve depth. If the valvedepth still exceeds the service limit, renew thecylinder head or renew the valve seat inserts (ifequipped). If the valve depth is within the servicelimit with a new valve, renew the valves.

3. Inspect the valves for cracks and other damage.Check the valve stems for wear. Check thatthe valve springs are the correct length underthe test force. Refer to Specifications, “Cylinder

Head Valves” for the dimensions and tolerancesof the valves and the valve springs.

i01938952

Valve Guide - Inspect

Perform this inspection in order to determine if avalve guide should be replaced.





(1) Valve guide(2) Radial movement of the valve in the valve guide(3) Valve stem(4) Dial indicator(5) Valve head

1. Place a new valve in the valve guide.

2. Place a suitable dial indicator with the magneticbase on the face of the cylinder head.

3. Lift the edge of the valve head to a distance of15.0 mm (0.60 inch).

4. Move the valve in a radial direction away fromthe dial indicator. Make sure that the valve movesaway from the dial indicator as far as possible.Position the contact point of the dial indicator onthe edge of the valve head. Set the position ofthe needle of the dial indicator to zero.

5. Move the valve in a radial direction towardthe dial indicator as far as possible. Note thedistance of movement which is indicated on thedial indicator. If the distance is greater than themaximum clearance of the valve in the valveguide, replace the valve guide.

When new valve guides are installed, new valvesand new valve seat inserts must be installed.Valve guides and valve seat inserts are suppliedas an unfinished part. The unfinished valveguides and unfinished valve seat inserts areinstalled in the cylinder head. Then, the valveguides and valve inserts are cut and reamed inone operation with special tooling.

Refer to Specifications, “Cylinder Head Valves”

for the maximum clearance of the valve in thevalve guide.




Lubrication System

i01854908

Engine Oil Pressure - Test

Low Oil Pressure

The following conditions will cause low oil pressure.

• The oil level is low in the crankcase.

• A restriction exists on the oil suction screen.

• Connections in the oil lines are leaking.

• The connecting rod or the main bearings areworn.

• The rotors in the oil pump are worn.

• The oil pressure relief valve is operatingincorrectly.

A worn oil pressure relief valve can allow oil to leakthrough the valve which lowers the oil pressure.Refer to the Specifications Module, “Engine OilRelief Valve” for the correct operating pressure andother information.

When the engine runs at the normal temperature foroperation and at high idle, the oil pressure must be

a minimum of 280 kPa (40 psi). A lower pressure isnormal at low idle.

A suitable pressure gauge can be used in order totest the pressure of the lubrication system.

High Oil Pressure

High oil pressure can be caused by the followingconditions.

• The spring for the oil pressure relief valve isinstalled incorrectly.

• The plunger for the oil pressure relief valvebecomes jammed in the closed position.

• Excessive sludge exists in the oil which makesthe viscosity of the oil too high.

i01893791

Engine Oil Pump - Inspect

If any part of the oil pump is worn enough in order

to affect the performance of the oil pump, the oilpump must be replaced.

Perform the following procedures in order to inspectthe oil pump for clearances and torques.

Refer to the Specifications Module, “Engine OilPump”.

1. Remove the oil pump from the engine. Referto the Disassembly and Assembly, “Engine OilPump - Remove”. Remove the cover of the oilpump.

2. Remove the outer rotor. Clean all of the parts.Look for cracks in the metal or other damage.


Clearance for the outer rotor body

(1) Measure the clearance of the outer rotor to the body.

3. Install the outer rotor. Measure the clearance ofthe outer rotor to the body (1).





Clearance for the inner rotor

(2) Measure the clearance of the inner rotor to the outer rotor.

4. Measure the clearance of the inner rotor to theouter rotor (2).


5. Measure the end play of the rotor with a straightedge and a feeler gauge (3).

6. Clean the top face of the oil pump and thebottom face of the cover. Install the cover onthe oil pump. Install the oil pump on the engine.Refer to Disassembly and Assembly, “EngineOil Pump - Install”.

i01126690

Excessive Bearing Wear -Inspect

When some components of the engine showbearing wear in a short time, the cause can be arestriction in an oil passage.

An engine oil pressure indicator may show that thereis enough oil pressure, but a component is worndue to a lack of lubrication. In such a case, look atthe passage for the oil supply to the component. Arestriction in an oil supply passage will not allowenough lubrication to reach a component. This willresult in early wear.

i01794028

Excessive Engine OilConsumption - Inspect

Engine Oil Leaks on the Outside ofthe Engine

Check for leakage at the seals at each end ofthe crankshaft. Look for leakage at the gasketfor the engine oil pan and all lubrication systemconnections. Look for any engine oil that may be

leaking from the crankcase breather. This canbe caused by combustion gas leakage aroundthe pistons. A dirty crankcase breather will causehigh pressure in the crankcase. A dirty crankcasebreather will cause the gaskets and the seals toleak.

Engine Oil Leaks into theCombustion Area of the Cylinders

Engine oil that is leaking into the combustion areaof the cylinders can be the cause of blue smoke.There are several possible ways for engine oil to

leak into the combustion area of the cylinders:

• Leaks between worn valve guides and valvestems

• Worn components or damaged components(pistons, piston rings, or dirty return holes for theengine oil)

• Incorrect installation of the compression ringand/or the intermediate ring




• Leaks past the seal rings in the turbocharger shaft

• Overfilling of the crankcase

• Wrong dipstick or guide tube

• Sustained operation at light loads

Excessive consumption of engine oil can also resultif engine oil with the wrong viscosity is used. Engineoil with a thin viscosity can be caused by fuelleakage into the crankcase or by increased enginetemperature.

i01945015

Increased Engine OilTemperature - Inspect

Look for a restriction in the oil passages of the oilcooler (if equipped). The oil temperature may behigher than normal when the engine is operating. Insuch a case, the oil cooler may have a restriction.A restriction in the oil cooler will not cause low oilpressure in the engine.




Cooling System

i01892576

Cooling System - Check (Overheating)

Above normal coolant temperatures can be causedby many conditions. Use the following procedureto determine the cause of above normal coolanttemperatures:

1. Check the coolant level in the cooling system. Ifthe coolant level is too low, air will get into thecooling system. Air in the cooling system willcause a reduction in coolant flow and bubblesin the coolant. Air bubbles will keep the coolantaway from the engine parts, which will preventthe transfer of heat to the coolant. Low coolantlevel is caused by leaks or incorrectly filling theexpansion tank.

2. Check the mixture of antifreeze and water. Themixture should be 50 percent water and 50percent 21825166 POWERPART antifreeze.

3. Check for air in the cooling system. Air can enterthe cooling system in different ways. The mostcommon causes of air in the cooling systemare not filling the cooling system correctly andcombustion gas leakage into the cooling system.Combustion gas can get into the system throughinside cracks, a damaged cylinder head, or adamaged cylinder head gasket. Air in the coolingsystem causes a reduction in coolant flow andbubbles in the coolant. Air bubbles keep thecoolant away from the engine parts, whichprevents the transfer of heat to the coolant.

4. Check the sending unit. In some conditions, thetemperature sensor in the engine sends signalsto a sending unit. The sending unit convertsthese signals to an electrical impulse which isused by a mounted gauge. If the sending unitmalfunctions, the gauge can show an incorrectreading. Also if the electric wire breaks or if theelectric wire shorts out, the gauge can show anincorrect reading.

5. Check the radiator for a restriction to coolant flow.Check the radiator for debris, dirt, or deposits onthe inside of the core. Debris, dirt, or deposits willrestrict the flow of coolant through the radiator.

6. Check the filler cap. A pressure drop in thecooling system can cause the boiling point to belower. This can cause the cooling system to boil.Refer to Testing and Adjusting, “Cooling System- Test”.

7. Check the cooling system hoses and clamps.

Damaged hoses with leaks can normally beseen. Hoses that have no visual leaks can softenduring operation. The soft areas of the hose canbecome kinked or crushed during operation.These areas of the hose can cause a restrictionin the coolant flow. Hoses become soft and/orget cracks after a period of time. The inside of ahose can deteriorate, and the loose particles ofthe hose can cause a restriction of the coolantflow.

8. Check for a restriction in the air inlet system.A restriction of the air that is coming into theengine can cause high cylinder temperatures.

High cylinder temperatures require higher thannormal temperatures in the cooling system.

9. Check for a restriction in the exhaust system.A restriction of the air that is coming out of theengine can cause high cylinder temperatures.

a. Make a visual inspection of the exhaustsystem.

b. Check for damage to exhaust piping. Checkfor damage to the exhaust elbow. If nodamage is found, check the exhaust systemfor a restriction.

10. Check the water temperature regulator. A watertemperature regulator that does not open, ora water temperature regulator that only openspart of the way can cause overheating. Referto Testing and Adjusting, “Water TemperatureRegulator - Test”.

11. Check the water pump. A water pump witha damaged impeller does not pump enoughcoolant for correct engine cooling. Removethe water pump and check for damage to theimpeller.

12. Consider high outside temperatures. Whenoutside temperatures are too high for the ratingof the cooling system, there is not enough ofa temperature difference between the outsideair and coolant temperatures. The maximumtemperature of the ambient air that enters theengine should not exceed 50 C (120 F).




13. When a load that is applied to the engine is toolarge, the engine rpm does not increase with anincrease of fuel. This lower engine rpm causesa reduction in coolant flow through the system.This combination of less air and less coolant flowduring high input of fuel will cause above normalheating.

i01889427

Cooling System - Inspect

This engine has a pressure type cooling system. Apressure type cooling system gives two advantages:

• The pressure type cooling system can operatesafely at a higher temperature than the boilingpoint of water at a range of atmosphericpressures.

• The pressure type cooling system preventscavitation in the water pump.

Cavitation is the sudden generation of low pressurebubbles in liquids by mechanical forces. Thegeneration of an air or steam pocket is much moredifficult in a pressure type cooling system.

Regular inspections of the cooling system should bemade in order to identify problems before damagecan occur. Visually inspect the cooling systembefore tests are made with the test equipment.

Visual Inspection Of The CoolingSystem

1. Check the coolant level in the cooling system.

2. Look for leaks in the system.

3. Inspect the radiator for bent fins and otherrestriction to the flow of air through the radiator.

4. Inspect the drive belt for the fan.

5. Inspect the blades of the fan for damage.

6. Look for air or combustion gas in the coolingsystem.

7. Inspect the radiator cap for damage. The sealingsurface must be clean.

8. Look for large amounts of dirt in the radiator core.Look for large amounts of dirt on the engine.

9. Shrouds that are loose or missing cause poorair flow for cooling.

i01876572

Cooling System - Test

Remember that temperature and pressure work

together. When a diagnosis is made of a coolingsystem problem, temperature and pressure mustbe checked. The cooling system pressure will havean effect on the cooling system temperature. Foran example, refer to Illustration 34. This will showthe effect of pressure on the boiling point (steam)of water. This will also show the effect of heightabove sea level.


Cooling system pressure at specific altitudes and boiling pointsof water

Personal injury can result from hot coolant, steamand alkali.

At operating temperature, engine coolant is hotand under pressure. The radiator and all linesto heaters or the engine contain hot coolant orsteam. Any contact can cause severe burns.

Remove filler cap slowly to relieve pressure onlywhen engine is stopped and radiator cap is coolenough to touch with your bare hand.

The coolant level must be to the correct level inorder to check the coolant system. The engine mustbe cold and the engine must not be running.

After the engine is cool, loosen the pressure capin order to relieve the pressure out of the coolingsystem. Then remove the pressure cap.

The level of the coolant should not be more than13 mm (0.5 inch) from the bottom of the filler pipe.If the cooling system is equipped with a sight glass,the coolant should be to the correct level in thesight glass.




Making the Correct AntifreezeMixtures

Do not add pure 21825166 POWERPART antifreezeto the cooling system in order to adjust theconcentration of antifreeze. The pure antifreezeincreases the concentration of antifreeze in thecooling system. The increased concentrationincreases the concentration of dissolved solidsand undissolved chemical inhibitors in the coolingsystem.

The antifreeze mixture must consist of equalquantities of antifreeze and clean soft water. Thecorrosion inhibitor in the antifreeze will be diluted if aconcentration of less than 50% of antifreeze is used.Concentrations of more than 50% of antifreeze mayhave the adverse effect on the performance of thecoolant.

Checking the Filler CapOne cause for a pressure loss in the cooling systemcan be a faulty seal on the radiator pressure cap.


Typical schematic of filler cap

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


At operating temperature, engine coolant is hotand under pressure. The radiator and all linesto heaters or the engine contain hot coolant orsteam. Any contact can cause severe burns.


To check for the amount of pressure that opens thefiller cap, use the following procedure:

1. After the engine cools, carefully loosen the fillercap. Slowly release the pressure from the coolingsystem. Then, remove the filler cap.

2. Inspect the pressure cap carefully. Look fordamage to the seal. Look for damage to thesurface that seals. Remove any debris on the

cap, the seal, or the sealing surface.

Carefully inspect the filler cap. Look for anydamage to the seals and to the sealing surface.Inspect the following components for any foreignsubstances:

• Filler cap

• Seal

• Surface for seal

Remove any deposits that are found on these

items, and remove any material that is found onthese items.

3. Install the pressure cap onto a suitablepressurizing Pump.

4. Observe the exact pressure that opens the fillercap.

5. Compare the pressure to the pressure rating thatis found on the top of the filler cap.

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

Testing The Radiator And CoolingSystem For Leaks

Use the following procedure to test the radiator andthe cooling system for leaks.


At operating temperature, engine coolant is hot

and under pressure. The radiator and all linesto heaters or the engine contain hot coolant orsteam. Any contact can cause severe burns.


1. When the engine has cooled, loosen the filler capto the first stop. Allow the pressure to releasefrom the cooling system. Then remove the fillercap.




2. Make sure that the coolant covers the top of theradiator core.

3. Put a suitable pressurizing Pump onto theradiator.

4. Use the pressurizing pump to increase the

pressure to an amount of 20 kPa (3 psi) morethan the operating pressure of the filler cap.

5. Check the radiator for leakage on the outside.

6. Check all connections and hoses of the coolingsystem for leaks.

The radiator and the cooling system do not haveleakage if all of the following conditions exist:

• You do NOT observe any leakage after fiveminutes.

• The dial indicator remains constant beyondfive minutes.

The inside of the cooling system has leakageonly if the following conditions exist:

• The reading on the gauge goes down.

• You do NOT observe any outside leakage.

Make any repairs, as required.

i01956505

Engine Oil Cooler - Inspect

Hot oil and hot components can cause personalinjury. Do not allow hot oil or hot components tocontact the skin.

Engine oil cooler for the 1104engine

Perform the following procedure in order to inspectthe engine oil cooler (if equipped):

1. Place a container under the oil cooler in order tocollect any engine oil or coolant that drains fromthe oil cooler.

2. Refer to Disassembly and Assembly, “EngineOil Cooler - Remove” for removal of the engineoil cooler.

3. Thoroughly clean the flange face of the coverplate and the cylinder block.

Personal injury can result from air pressure.

Personal injury can result without following prop-er procedure. When using pressure air, wear a pro-tective face shield and protective clothing.

Maximum air pressure at the nozzle must be lessthan 205 kPa (30 psi) for cleaning purposes.

4. Inspect the cooling plates for cracks and dents.Replace the cooling plates if cracks or dentsexist.

If necessary, clean the outside and clean theinside of the cooling plates. Use a solventthat is not corrosive on copper. Ensure that norestrictions for the flow of lubricating oil exist inthe cooling plates.

Dry the cooling plate with low pressure air.Flush the inside of the cooling plate with cleanlubricating oil.

5. Refer to Disassembly and Assembly, “EngineOil Cooler - Install” for installation of the engineoil cooler.

6. Ensure that the cooling system and the oil systemof the engine are filled to the correct level.Operate the engine. Check for oil or coolantleakage.

Modine oil cooler for the 1103engine

Perform the following procedure in order to inspectthe modine oil cooler (if equipped):

1. Place a container under the modine oil coolerin order to collect any engine oil or coolant thatdrains from the modine oil cooler.

2. Refer to Disassembly and Assembly, “EngineOil Cooler - Remove” for removal of the engineoil cooler.

3. Thoroughly clean the outside of the cooler plateswith a suitable cleaning fluid.




Basic Engine

i01889476

Piston Ring Groove - Inspect

Inspect the Piston and the PistonRings

1. Check the piston for wear and other damage.

2. Check that the piston rings are free to move inthe grooves and that the rings are not broken.

Inspect the Clearance of the PistonRing

1. Remove the piston rings and clean the groovesand the piston rings.


(1) Feeler gauge(2) Piston ring(3) Piston grooves

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

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

Note: Some pistons have a tapered top groove andthe piston ring is wedged. The clearance for thetop piston ring cannot be checked by the abovemethod when this occurs.

Inspect the Piston Ring End Gap


(1) Piston ring(2) Cylinder ring ridge(3) Feeler gauge

1. Clean all carbon from the top of the cylinderbores.

2. Place each piston ring (1) in the cylinder borejust below the cylinder ring ridge (2).

3. Use a suitable feeler gauge (3) to measure thepiston ring end gap. Refer to Specifications,“Piston and Rings” for the dimensions.

Note: The coil spring must be removed from the oilcontrol ring before the gap of the oil control ring ismeasured.

i01946425

Connecting Rod - Inspect

This procedure determines the following

characteristics of the connecting rod:

• The distortion of the connecting rod

• The parallel alignment of the bores of theconnecting rod





Inspection of the connecting rod parallel alignment.

(1) Measuring pins(2) Connecting rod(L) Measure the distance between the center of the bore for the

piston pin bearing and the center of the connecting rod bearingbore.

(K) Measure the distance 127 mm (5.0 inch) from the connectingrod.

1. Use the appropriate tools in order to measurethe distances for the connecting rod (2).

• Appropriate gauges for measuring distance

• Measuring pins (1)

Note: The connecting rod bearings should beremoved before taking the measurements.

2. Measure the connecting rod for distortion and

parallel alignment between the bores.

The measurements must be taken at distance(K). Distance (K) has a value of 127 mm(5.0 inch) from both sides of the connecting rod.

Measure length (L).

The total difference in measurements of length(L) from each side should not vary more than± 0.25 mm (± 0.010 inch).

If the piston pin bearing is not removed, the limitsare reduced to ± 0.06 mm (± 0.0025 inch).

3. Inspect the piston pin bearing and the piston pinfor wear and other damage.

4. Measure the clearance of the piston pin inthe piston pin bearing. Refer to Specifications,“Connecting Rod” for clearance dimensions.

i01748770

Connecting Rod Bearings -Inspect

Check the connecting rod bearings and theconnecting rod bearing journal for wear or otherdamage.

Connecting rod bearings are available with asmaller inside diameter than the original sizebearings. These bearings are for crankshafts thathave been ground.

i01748792

Main Bearings - Inspect

Check the main bearings for wear or other damage.Replace both halves of the bearings and check thecondition of the other bearings if a main bearing isworn or damaged.

Main bearings are available with a smaller insidediameter than the original size bearings. Thesebearings are for main bearing journals that havebeen ground.

i01946424

Cylinder Block - Inspect

1. Clean all of the coolant passages and the oilpassages.

2. Check the cylinder block for cracks and damage.

3. The top deck of the cylinder block must notbe machined. This will affect the piston heightabove the cylinder block.

4. Check the camshaft bearing for wear. If a new

bearing is needed, use a suitable adapter topress the bearing out of the bore. Ensure thatthe oil hole in the new bearing faces the front ofthe block. The oil hole in the bearing must bealigned with the oil hole in the cylinder block.The bearing must be aligned with the face ofthe recess. Refer to Disassembly and Assembly,“Camshaft Bearings - Remove and Install”.




i01905914

Cylinder Head - Inspect

1. Remove the cylinder head from the engine.

2. Remove the water temperature regulator housing.

3. Inspect the cylinder head for signs of gas orcoolant leakage.

4. Remove the valve springs and valves.

5. Clean the bottom face of the cylinder headthoroughly. Clean the coolant passages andthe lubricating oil passages. Make sure that thecontact surfaces of the cylinder head and thecylinder block are clean, smooth and flat.

6. Inspect the bottom face of the cylinder head forpitting, corrosion, and cracks. Inspect the areaaround the valve seat inserts and the holes forthe fuel injectors carefully.

7. Test the cylinder head for leaks at a pressure of200 kPa (29 psi).


Flatness of the cylinder head (typical example)

(A) Side to side(B) End to end(C) Diagonal

8. Measure the cylinder head for flatness. Measurethe flatness of the cylinder head with a straightedge and with a feeler gauge.

• Measure the cylinder head from one side tothe opposite side (A).

• Measure the cylinder head from one end tothe opposite end (B).

• Measure the cylinder head from one corner tothe opposite corner (C).

Refer to Specifications, “Cylinder Head” for therequirements of flatness.

Remachining the Cylinder Head

The bottom face of cylinder head can be resurfacedif any of the following conditions exist:

• The bottom face of the cylinder head is not flatwithin the specifications.

• The bottom face of the cylinder head is damagedby pitting, corrosion, or wear.

Note: The thickness of the cylinder head must notbe less than 117.20 mm (4.614 inch) after thecylinder head has been machined.

If the bottom face of the cylinder head has beenremachined, the recesses in the cylinder headfor the valve seat inserts must be machined. Thevalve seat inserts must be ground on the sidewhich is inserted into the cylinder head. Grindingthis surface will ensure that no protrusion existsabove the bottom face of the cylinder head. Referto Specifications, “Cylinder Head Valves” for thecorrect dimensions.

i01889496

Piston Height - Inspect

Table 10

Required Tools

PartNumber


21825617 Dial gauge 1

21825496 Dial gauge holder 1

If the height of the piston above the cylinder blockis not within the tolerance that is given in theSpecifications Module, “Piston and Rings”, thebearing for the piston pin must be checked. Refer toTesting and Adjusting, “Connecting Rod - Inspect”.If any of the following components are replaced orremachined, the piston height above the cylinderblock must be measured:

• Crankshaft

• Cylinder head

• Connecting rod

• Bearing for the piston pin




The correct piston height must be maintained inorder to ensure that the engine conforms to thestandards for emissions.

Note: The top of the piston should not be machined.If the original piston is installed, be sure thatthe original piston is assembled to the correct

connecting rod and installed in the original cylinder.

Six grades of length of connecting rods determinethe piston height above the cylinder block. Thegrade of length of a connecting rod is identified bya letter or a color. The letter or the color is markedon the side of the connecting rod. Refer to Testingand Adjusting, “Connecting Rod - Inspect” andSpecifications, “Connecting Rod” for additionalinformation.


(1) Dial gauge(2) Dial gauge holder

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

2. Rotate the crankshaft until the piston is at theapproximate top center.

3. Position the dial gauge holder (2) and the dialgauge (1) in order to measure the piston heightabove the cylinder block. Slowly rotate thecrankshaft in order to determine when the pistonis at the highest position. Record this dimension.Compare this dimension with the dimensions thatare given in Specifications, “Piston and Rings”.

i01897548

Flywheel - Inspect

Alignment of the Flywheel Face


1. Install the dial indicator. Refer to Illustration 41.

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

3. Turn the flywheel. Read the dial indicator forevery 90 degrees.

Note: During the check, keep the crankshaftpressed toward the front of the engine in order toremove any end clearance.

4. Calculate the difference between the lowestmeasurement and the highest measurement ofthe four locations. This difference must not begreater than 0.03 mm (0.001 inch) for every25 mm (1.0 inch) of the radius of the flywheel.The radius of the flywheel is measured from the

axis of the crankshaft to the contact point of thedial indicator.




Flywheel Runout


1. Install the dial indicator. Refer to Illustration 42.

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

3. Turn the flywheel. Read the dial indicator forevery 90 degrees.

4. Calculate the difference between the lowestmeasurement and the highest measurement of

the four locations. This difference must not begreater than 0.30 mm (0.012 inch).

i01958093

Gear Group - Inspect


(1) Fuel pump drive gear(2) Camshaft drive gear(3) Idler gear

Remove the front timing cover and inspect thegears. The timing marks on the gears indicate thefront side of the gears. Inspect the gears for brokenteeth or worn teeth.




Electrical System

i01899123

Alternator - Test


Typical wiring schematic for an alternator

(A) Terminal “B+”(B) Terminal “D+”(C) Terminal “W”(D) Ground

(1) Electrical switch(2) Dash light(3) Ignition switch(4) Battery

Warning Lamp Does Not Illuminate

The warning lamp for the charging system shouldilluminate when the ignition switch is in the ONposition. Follow the steps below in order to test thesystem.

1. Check the light bulb. Replace the light bulb ifthe element is broken.

2. Use a suitable Multimeter to check the batteryvoltage. Check the battery voltage with theignition switch OFF.

3. Check the voltage between the terminal (A) andground. The measured voltage should equal thebattery voltage.

4. Turn the ignition switch to the ON position. Checkthe voltage between terminal (B) and ground. Ifthe voltage is more than 2 Volts the alternatorneeds to be replaced.

Warning Light is On When the

Engine is Running1. Start the engine and run the engine at fast idle.

2. Measure the voltage between terminal (A) andground.

3. Measure the voltage between terminal (B) andground.

4. The measured voltage for terminal (A) andterminal (B) should be 13 to 15 volts for a 12volt system. The measured voltage for terminal(A) and terminal (B) should be 26 to 30 volts for

a 24 volt system.

5. If the voltages do not match replace thealternator.

6. Increase the engine to high idle. Turn anelectrical load ON.

7. Measure the voltage between terminal (A) andground.

8. Measure the voltage between terminal (B) andground.

9. The measured voltage for terminal (A) andterminal (B) should be 13 to 15 volts for a 12volt system. The measured voltage for terminal(A) and terminal (B) should be 26 to 30 volts fora 24 volt system.

10. Replace the alternator if the voltage does notmatch.

i01899136

Battery - Test

Most of the tests of the electrical system can bedone on the engine. The wiring insulation must bein good condition. The wire and cable connectionsmust be clean, and both components must be tight.




Never disconnect any charging unit circuit or bat-tery circuit cable from the battery when the charg-ing unit is operated. A spark can cause an explo-sion from the flammable vapor mixture of hydro-gen and oxygen that is released from the elec-trolyte through the battery outlets. Injury to per-sonnel can be the result.

The battery circuit is an electrical load on thecharging unit. The load is variable because of thecondition of the charge in the battery.

NOTICEThe charging unit will be damaged if the connectionsbetween the battery and the charging unit are brokenwhile the battery is being charged. Damage occursbecause the load from the battery is lost and becausethere is an increase in charging voltage. High voltagewill damage the charging unit, the regulator, and otherelectrical components.

The correct procedures to test the battery can befound in the manual that is supplied by the OEM.

i01945632

Electric Starting System - Test

General InformationAll electrical starting systems have four elements:

• Ignition switch

• Start relay

• Starting motor solenoid

• Starting motor

Start switches have a capacity of 5 to 20 amperes.The coil of a start relay draws about 1 ampere

between test points. The switch contacts of the startrelay for the starting motor are rated between 100and 300 amperes. The start relay can easily switchthe load of 5 to 50 amperes for the starting motorsolenoid.

The starting motor solenoid is a switch with acapacity of about 1000 amperes. The starting motorsolenoid supplies power to the starter drive. Thestarting motor solenoid also engages the pinion tothe flywheel.

The starting motor solenoid has two coils. Thepull-in coil draws about 40 amperes. The hold-incoil requires about 5 amperes.

When the magnetic force increases in both coils,the pinion gear moves toward the ring gear of theflywheel. Then, the solenoid contacts close in order

to provide power to the starting motor. When thesolenoid contacts close, the ground is temporarilyremoved from the pull-in coil. Battery voltage issupplied on both ends of the pull-in coil while thestarting motor cranks. During this period, the pull-incoil is out of the circuit.

Cranking of the engine continues until current to thesolenoid is stopped by releasing the ignition switch.

Power which is available during cranking variesaccording to the temperature and condition of thebatteries. The following chart shows the voltageswhich are expected from a battery at the various

temperature ranges.

Table 11

Typical Voltage Of Electrical System During CrankingAt Various Ambient Temperatures

Temperature 12 VoltSystem

24 VoltSystem

−23 to −7 C(−10 to 20 F)

6 to 8 volts 12 to 16 volts

−7 to 10 C(20 to 50 F)


10 to 27 C

(50 to 80

F)


The following table shows the maximum acceptableloss of voltage in the battery circuit. The batterycircuit supplies high current to the starting motor.The values in the table are for engines which haveservice of 2000 hours or more.

Table 12

Maximum Acceptable Voltage Drop In The StartingMotor Circuit During Cranking

Circuit 12 VoltSystem

24 VoltSystem

Battery post “-” tothe starting motorterminal “-”

0.7 volts 1.4 volts

Drop across thedisconnect switch

0.5 volts 1.0 volts

Battery post “+”to the terminal ofthe starting motorsolenoid “+”

0.5 volts 1.0 volts

Solenoid terminal“Bat” to the solenoidterminal “Mtr”

0.4 volts 0.8 volts




Voltage drops that are greater than the amounts inTable 12 are caused most often by the followingconditions:

• Loose connections

• Corroded connections

• Faulty switch contacts

Diagnosis Procedure

The procedures for diagnosing the starting motorare intended to help the technician determine if astarting motor needs to be replaced or repaired.The procedures are not intended to cover allpossible problems and conditions. The proceduresserve only as a guide.

Note: Do not crank the engine for more than 30seconds. Allow the starter to cool for two minutesbefore cranking the engine again.

If the starting motor does not crank or cranks slow,perform the following procedure:

1. Measure the voltage of the battery.

Measure the voltage across the battery postswith the multimeter when you are cranking theengine or attempting to crank the engine. Donot measure the voltage across the cable postclamps.

a. If the voltage is equal or greater than thevoltage in Table 11, then go to Step 2.

b. The battery voltage is less than the voltagein Table 11.

A low charge in a battery can be caused byseveral conditions.

• Deterioration of the battery

• A shorted starting motor

• A faulty alternator

• Loose drive belts

• Current leakage in another part of theelectrical system

2. Measure the current that is sent to the startingmotor solenoid from the positive post of thebattery.

Note: If the following conditions exist, do notperform the test in Step 2 because the startingmotor has a problem.

• The voltage at the battery post is within 2volts of the lowest value in the applicabletemperature range of Table 11.

• The large starting motor cables get hot.

Use a suitable ammeter in order to measure thecurrent. Place the jaws of the ammeter aroundthe cable that is connected to the “bat” terminal.Refer to the Specifications Module, “StartingMotor” for the maximum current that is allowedfor no load conditions.

The current and the voltages that are specifiedin the Specifications Module are measuredat a temperature of 27 C (80 F). When thetemperature is below 27 C (80 F), the voltage

will be lower through the starting motor. Whenthe temperature is below 27 C (80 F), the currentthrough the starting motor will be higher. If thecurrent is too great, a problem exists in thestarting motor. Repair the problem or replace thestarting motor.

If the current is within the specification, proceedto Step 3.

3. Measure the voltage of the starting motor.

a. Use the multimeter in order to measure thevoltage of the starting motor, when you are

cranking or attempting to crank the engine.

b. If the voltage is equal or greater than thevoltage that is given in Table 11, then thebattery and the starting motor cable that goesto the starting motor are within specifications.Go to Step 5.

c. The starting motor voltage is less than thevoltage specified in Table 11. The voltagedrop between the battery and the startingmotor is too great. Go to Step 4.

4. Measure the voltage.

a. Measure the voltage drops in the crankingcircuits with the multimeter. Compare theresults with the voltage drops which areallowed in Table 12.

b. Voltage drops are equal to the voltage dropsthat are given in Table 12 or the voltage dropsare less than the voltage drops that are givenin Table 12. Go to Step 5 in order to checkthe engine.




c. The voltage drops are greater than the voltagedrops that are given in Table 12. The faultycomponent should be repaired or replaced.

5. Rotate the crankshaft by hand in order to ensurethat the crankshaft is not stuck. Check the oilviscosity and any external loads that could affect

the engine rotation.

a. If the crankshaft is stuck or difficult to turn,repair the engine.

b. If the engine is not difficult to turn, go to Step6.

6. Attempt to crank the starting motor.

a. The starting motor cranks slowly.

Remove the starting motor for repair orreplacement.

b. The starting motor does not crank.

Check for the blocked engagement of thepinion gear and flywheel ring gear.

Note: Blocked engagement and open solenoidcontacts will give the same electrical symptoms.

i01911231

Glow Plugs - Test

Continuity Check of the Glow Plugs

The following test will check the continuity of theglow plugs.

1. Disconnect the power supply and the bus bar.

2. Use a suitable digital multimeter to checkcontinuity (resistance). Turn the audible signal onthe digital multimeter ON.

3. Place one probe on the connection for the glow

plug and the other probe to a suitable ground.The digital multimeter should make an audiblesound. Replace the glow plug if there is nocontinuity.

4. Check the continuity on all the glow plugs.

Checking The Operation of TheGlow Plug

The following test will check the operation of theglow plugs.

1. Disconnect the power supply and the bus bar.

2. Connect the power supply to only one glow plug.

3. Place a suitable ammeter on the power supplywire.

4. Connect a suitable digital multimeter to theterminal on the glow plug and to a suitableground.

5. Turn the switch to the ON position in order toactivate the glow plugs.

Table 13

12 Volt System

Amp Time (sec)

30 Initial

21 4

14 8

10 20

9 60

Table 14

24 Volt System

Amp Time (sec)

12 Initial

8.5 8

7 20

6 60

6. Check the reading on all of the glow plugs.

7. If there is no reading on the ammeter check theelectrical connections. If the readings on theammeter are low replace the glow plugs. If thereis still no reading replace the glow plugs.




i01955101

V-Belt - Test

Table 15

Belt Tension Chart

Gauge ReadingSize of Belt Width of Belt

Initial Belt Tension(1) Used Belt Tension(2)

1/2 13.89 mm (0.547 Inch) 535 N (120 lb) 355 N (80 lb)

Measure the tension of the belt that is farthest from the engine.

(1) Initial Belt Tension refers to a new belt.(2) Used Belt Tension refers to a belt that has been in operation for 30 minutes or more at the rated speed.

1. Check the belts for wear and check the belts fordamage. Belts must always be changed as apair.

2. Fit a suitable Burroughs gauge at the center ofthe longest free length of the belt and checkthe tension on both belts. Check and adjust thetension on the tightest belt. To adjust the belttension, see Disassembly and Assembly Manual,“Alternator - Install”.



53Index Section

Index

A

Air in Fuel - Test..................................................... 22Air Inlet and Exhaust System .......................... 10, 29

Cylinder Head And Valves ................................. 12Turbocharger...................................................... 11

Air Inlet and Exhaust System - Inspect.................. 29Alternator - Test ..................................................... 48

Warning Lamp Does Not Illuminate ................... 48Warning Light is On When the Engine is

Running............................................................ 48

B

Basic Engine.................................................... 17, 43Camshaft............................................................ 18Crankshaft.......................................................... 18

Cylinder Block and Cylinder Head ..................... 17Pistons, Rings, and Connecting Rods ............... 18

Battery - Test ......................................................... 48

C

Compression - Test................................................ 30Connecting Rod - Inspect ...................................... 43Connecting Rod Bearings - Inspect....................... 44Cooling System ............................................... 16, 38Cooling System - Check (Overheating) ................. 38Cooling System - Inspect....................................... 39

Visual Inspection Of The Cooling System.......... 39

Cooling System - Test............................................ 39Checking the Filler Cap...................................... 40Making the Correct Antifreeze Mixtures............. 40Testing The Radiator And Cooling System For

Leaks................................................................ 40Cylinder Block - Inspect......................................... 44Cylinder Head - Inspect......................................... 45

Remachining the Cylinder Head........................ 45

E

Electric Starting System - Test .............................. 49Diagnosis Procedure.......................................... 50General Information ........................................... 49

Electrical System............................................. 19, 48Alternator ........................................................... 20Starting Motor .................................................... 19

Engine Design ......................................................... 4Engine Oil Cooler - Inspect.................................... 41

Engine oil cooler for the 1104 engine ................ 41Modine oil cooler for the 1103 engine................ 41

Engine Oil Pressure - Test..................................... 35High Oil Pressure............................................... 35Low Oil Pressure................................................ 35

Engine Oil Pump - Inspect..................................... 35

Engine Valve Lash - Inspect/Adjust ....................... 30Inspect Valve Lash ............................................. 30Valve Lash Adjustment for the 1103 engine....... 32Valve Lash Adjustment for the 1104 engine....... 31

Excessive Bearing Wear - Inspect......................... 36Excessive Engine Oil Consumption - Inspect........ 36

Engine Oil Leaks into the Combustion Area of theCylinders .......................................................... 36

Engine Oil Leaks on the Outside of the Engine.. 36

F

Finding Top Center Position for No. 1 Piston......... 23Flywheel - Inspect.................................................. 46

Alignment of the Flywheel Face......................... 46Flywheel Runout ................................................ 47

Fuel Injection Pump Timing - Adjust...................... 25

Bosch EPVE Fuel Injection Pump...................... 25Delphi DP210 Series Fuel Injection Pump ........ 25

Fuel Injection Pump Timing - Check...................... 24Bosch EPVE Fuel Injection Pump...................... 24Delphi DP210 Series Fuel Injection Pump ........ 24

Fuel Quality - Test.................................................. 27Fuel System....................................................... 9, 22

Fuel System Components.................................. 10Fuel System - Inspect............................................ 22Fuel System - Prime.............................................. 27

Bosch EVPE ...................................................... 27Delphi DP210..................................................... 27

Fuel System Pressure - Test ................................. 28Check the Function of the Fuel Transfer Pump.. 28

Check the Function of the Pressure Regulator .. 28

G

Gear Group - Inspect............................................. 47General Information................................................. 5

1103 Engine Model Views ................................... 81104 Engine Model Views ................................... 6Engine Description............................................... 5Lifting the Engine ................................................. 5

Glow Plugs - Test................................................... 51Checking The Operation of The Glow Plug ....... 51Continuity Check of the Glow Plugs................... 51

I

Important Safety Information ................................... 2Increased Engine Oil Temperature - Inspect ......... 37

L

Lubrication System.......................................... 13, 35



54Index Section

M

Main Bearings - Inspect......................................... 44

P

Piston Height - Inspect .......................................... 45Piston Ring Groove - Inspect................................. 43

Inspect the Clearance of the Piston Ring........... 43Inspect the Piston and the Piston Rings ............ 43Inspect the Piston Ring End Gap....................... 43

S

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

T

Table of Contents..................................................... 3Testing and Adjusting Section ............................... 22

V

V-Belt - Test ........................................................... 52Valve Depth - Inspect ............................................ 33Valve Guide - Inspect ............................................ 33

W

Wastegate - Test.................................................... 29

Water Temperature Regulator - Test...................... 42

1103-1104 Testing Adjusting

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Transcript of 1103-1104 Testing Adjusting