Atkinson Tractor Service Shop Manual Unit 1 - Engine and Ancilliary Equipment

Unit: 1

Section: 0

SERVICE SHOP MANUAL Page: 1*

Date: January, 1970

UNIT 1

ENGINE AND ENGINE ANCILLARY EQUIPMENT

I ndex of Contents Section

Technical Data lA

Engine Removal and Replacement 2A

Air Filter 3A

Cooling System 4A

Fuel System 5A

Exhaust System 6A

Accelerator Gear 7A

Ancillary Equipment SA

Engine Mountings 9A

Note: For comprehensive engine servicing and overhaul instructions refer to the appropriate engine manufacturers publication.

Index of Contents

Gardner Engines

Cummins Engines

Rolls-Royce Engines

SERVICE SHOP MANUAL

UNIT 1

ENGINE AND ANCILLARY EQUIPMENT

SECTION 1A

TECHNICAL DATA

Unit: 1

Section: 1A

Page : 1

Date: January, 1970

Page

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:lage: 2 SERVICE SHOP MANUAL )ate:January, 1970

GARDNER ENGINES

Two types of Gardner engines are used and both are compression-ignition, vertical in-line, natural asperated, water cooled power units.

Type

Number of cylinders

Bore

Stroke

Maximum bhp

Rev/min of maximum bhp

Maximum torque

Rev/min of maximum torque

Capacity

Firing order

Crankshaft rotation

Compression ratios

Valves and Valve Timing

Tappe t clearance (cold) - Inlet valves Exhaust valves

Angl e of valve faces and valve seats

Timing Clearance (inlet and Exhaust valves)

Decompression: Lift of inlet valves

Valve timing : Inlet valve opens Exhaust valve closes

Governor

Idling speed setting

Maximum governed no-load speed

Governor spring load at maximum rev/min

Fuel System

Fuel injection timing

Fuel lift pump pressure

Fuel filter frame mounted

6LX

150

1700

485 Ibf ft (67kgfm)

6LXB

6

4.75 in (121 mm)

6.00 in (152.4 mm)

1050

180

1800

536 Ibf ft (14 kgf m)

638 in 3 (10.45 litre)

1, 5, 3, 6, 2, 4

Anti-clockwise viewed from flywheel end.

14 to 1

0.004 in (0.102 mm) 0.011 in (0.279 mm)

45 degrees 30 degrees

0.020 in (0.508 mm)

0.020 in (0.508 mm)

11 degrees b.t.d .c. 16.25 degrees b.t.d.c. 11 degrees a.t .d.c. 11.75 degrees a.t.d.c.

Note: The above settings are with tappet clearance of 0.020 in (0_508 mm) and the timing chain tight_

1 760 rev/min

107 Ib (48.5 kg)

420 rev/min

30 degrees b.t.d.c. at 1 700 rev /min

1.5lbf/in2 (0.105 kgf/cm2)

Paper element type

1 980 rev/min

130lb (58.9 kg)

31 degrees b.t.d.c. at 1 850 rev/min

Unit: 1

Section: lA

SERVICE SHOP MANUAL Page: 3

Lubrication System

Oil pressure

. Oil Temperature

Oil Sump capacity

Lubricating oil specification

Cooling System

Coolant temperature (outlet)

Thermostat opening temperatu re

Water Capacity

Air Filter

Type

Thermostat Code No.

TH2001/00/68

TH2001/00/59

Crack open Temperature

68 degrees C (153 degrees F)


Date: January, 1970

35lbf/in2 (2.5 kgf/cm) at 1 000 rev/min


39 pints (22 .2 litre)

See Gardner engine manual and Unit 0, Lubricants and Fluids of this manual


Smith's Bellows Type Thermostat

Fully open Temperature



9 gallon (41 litre)

Coopers 12 in FWG, paper element type with air cleaner restriction indicator.

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CUMMINS ENGINES

Two types of Cummins engines are used and both are compression-ignition, vertical in-line, natural asperated, water cooled power units_

Type

Number of Cylinders

Bore

Stroke

Maximum b.h.p.

Rev/min of maximum b.h.p.

Maximum torque


Capacity

Firing order

Crankshaft rotation

Compression ratio

Engine idling speed

Valves and Injector Plunger Adjustment

Tappet clearance:

Inlet

Exhaust

Tappet locknut torque

Injector plunger adjustment torque

I njector plunger locknut torque

Fuel System



Lubrication System

Oil pressure

NHK 180

205

560 Ibf ft (77.4 kgf m)

1350

1, 5, 3, 6, 2, 4

NHK 220

6

5_125 in (130 mm)

6_00 in (152 mm)

2100

220


1400

143 in 3 (12.17 litre)

Anti-clockwise viewed from flywheel end

15.6 to 1

525 to 620 rev/min

0.016 in at 21 degrees C (70 degrees F) oil temperature (Cold)

0.014 in at 60 degrees C (148 degrees F) oil t~mperature (Hot)

0.029 in at 21 degrees C (70 degrees F) oil temperature (Cold)

0.027 in at 60 degrees C (140 degrees F) oil temperature (Hot)

70 to 80 Ibf ft

48 Ibf in at 21 degrees C (70 degrees F) oil temperature (Cold)

60 Ibf in at 60 degrees C (140 degrees F) oil temperature (Hot)

70 to 80 Ibf ft

12 degrees b.t.d.c. 5 degrees b.t.d.c.

Paper element type

5 to 20 Ibf/in2 at idling speed 30 to 70 Ibf/in2 at rated speed

Note: Individual engines may vary from the above normal pressures. Observe and record pressures when engine is new to ~p.r"p' as a ouide for indication of proqressive enqine condition.

SERVICE

Oil Sump Capacity


Cooling System

Thermostat opening temperature

Water capacity

Air Filter

Type

SHOP MANUAL

33 pints (18.7 litre)

See Cummins engine manual and Unit 0, Lubricants and Fluids of this manual.

78 degrees C (170 degrees F) crack open

85 degrees C (185 degrees F) fully open

9 gallon (41 litre).

Unit: 1

Section: 1A

Page: 5

Date: January, 1970

Coopers 12 in FWG Cycolpac. Dry element with air cleaner restriction indicator.

Unit: 1

Section: 1A

Page: 6 SERVICE SHOP MANUAL Da~:January, 1970

ROLLS-ROYCE ENGINES

Two types of Rolls-Royce engines are used and both are compression-ignition, vertical in-line, natural aspirated, water cooled power units.

Type

No. of Cylinders

Bore

Stroke

Maximum b.h.p.

Rev/min of maximum b.h.p.

Maximum torque


Capacity

Firing order

Crankshaft rotation

Compression ratio

Valves and valve timing

Tappet clearance (engine stopped, hot or cold):

Inlet valves

Exhaust valves

Valve Timing: Inlet valve opens

Inlet valve closes

Exhaust valve opens

Exhaust valve closes

Angle of valve faces and valve seats

Engine Idling speed

Fuel System


Fuel injection pressure

Fuel lift pump pressure at engine idling speed


Lubrication System

Oil pressure

Eagle 205

6

5.125 in (130.175 mm)

205

560 Ibf ft (77.4 kgf m)

1350

6.00 in (152.4 mm)

2100

742.64 in3 (12.17 litre)

1, 4, 2, 6, 3, 5

Anti-clockwise viewed from flywheel end

16 to 1

0.010 in (0.25 mm)

0.015 in (0.38 mm)

12 degrees b.t.d.c.

50 degrees a.b.d.c.

60 degrees b.b.d.c.

19 degrees a.t.d.c.

45 degrees

550 to 600 rev/min

As stamped on engine data plate

240 atmosphere

10 to 12 Ibf/in2 (0.7 to 0.85 kgf/cm2)

Purolator metal edge types,

Eagle 220

220


55 to 75 Ibf/in2 (3.8 to 5.2 kgf/cm2) normal. 30lbf/in2 (2.1 kgf/cm2) minimum for continuous nnp,r~tinn

Unit: 1

Section: 1A

SERVICE SHOP MANUAL Page : 7*

Filters

Oil sump capacity


Cooling System

Temperatures

Water capacity

Air Filter

Type

Two full flow, expendable elements.

52 pints (29.5 litre)

See Rolls-Royce engine manual and Unit 0, Lubricants and Fluids of this manual.

Note: Multigrade oils are not approved_

Date :J anuary , 1970

80 to 100 degrees C (176 to 212 degrees F) norma I. 107 degrees C (225 degrees F) maximum.

10 gallon (45.5 litre)

Coopers 12 in FWG Cycolpac. Dry element with air cleaner restriction indicator.

Index of Contents

Technical Description

Routine Maintenance

Drive Belt Adjustment

Drive Belt Maintenance

Frost Precautions

SERVICE SHOP MANUAL

UNIT 1


SECTION 4A

COOLING SYSTEM

for

MARK II VEHICLES

Cooling System To Drain and Refill

To Flush Clean the Cooling System

Unit Replacement: Radiator to Remove and Refit

Note: For comprehensive servicing and overhaul instructions for the Cooling System refer to the appropriate engine manufacturer's publications.

Unit: 1

Section: 4A

Page: 1

Date: January, 1970

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Unit: 1

Section: IrA

Page: 2 SERVICE SHOP MANUAL DaM: January, 1970

TECHNICAL DESCRIPTION

On all engine applications the cooling system and piping layout are similar and differ only in the top and bottom radiator pipe connections as can be seen in Figs. 2, 3 and 4.

The cooling cycle is of the thermo-syphon type with centrifugal water pump assistance. In the case of Gardner engined vehicles the water pump is shaft driven while on Cummins and Rolls-Royce powered vehicles the pump is belt driven.

Adequate means are provided to obviate air pockets in the radiator top tank and in the engine during the initial filling operation and during service conditions, by the use of an expansion pipe connected between the radiator top tank and the header tank on the cab back. A bleed screw is also positioned in the top radiator water pipe for de-aerating purposes.

A thermostat fitted in the engine enables the correct working temperature to be reached in the shortest possible time .

The thermostat valves seals the outlet to the radiator while the coolant is cold, but allows it to circulate through the block and cylinder heads until the crack opening temperature is reached, when the valve opens and brings the radiator into full operation when the valve is fully open.

Coolant drawn by the water pump from the bottom tank of the rad iator, is circulated through the engine block and cylinder heads, and back to the top tank of the radiator, where it is cooled as it flows through the radiator by air drawn through the cooling stack by the fan .

ROUTINE MAINTENANCE

First 1 500 Mile (2 400 km) of a new Vehicle Or the fitment of Replacement Parts

1. Check fan drive belts tension and adjust if necessary .

2. Examine all hoses, connecting tubes, clips and unions for soundness and leakage.

3. Check security of radiator mountings.

Daily Inspection

Remove header tank filler cap and check the level of the coolant. If topping-up is required be sure to use clean water and in winter use a ready mixed solution of anti-freeze to the specification quoted in Unit 0, Section 5 of this manual.

Note: Avoid if possible the use of hard water in the cooling system, as this will deposit lime in the hottest parts of the engine cooling jacket and in restricted passages, causing cracks in the former and interfering with the circulation in such places as the thermostat and radiator tube blocks.

Monthly or Every 5 000 Mile (8000 km)

1. Examine radiator cores and tanks for leakage and/or damage and rectify if necessary.

2. Examine all hoses for deterioration and renew if necessary.

3. Check tightness of all water pipe clips and unions.

4. Check drive belt tension and adjust if necessary.

5. I nspect fan assembly for correct clearance, bent or broken blades.

Two Monthly or Every 10000 Mile (16000 km)

1. Cummins engines only. If fitted renew corrosion resistor element.

Three Monthly or Every 15 000 Mile (24000 km)

1. Gardner engines only. Lubricate radiator fan spindle bearing with grease. Refer to Fig. 5.

Six Monthly or Every 30000 Mile (48 000 km)

1. Drain and flush out the cooling system .

2. Remove, clean and test the engine thermostat.

3. Carefully inspect the fan drive belts for wear and/or cracks and replace if necessary .

4. Examine for play in fan and for leaks in water pump gland seal.

5. Examine flanged water joints for leaks and check cylinder head nuts for tightness. Leakage of coolant, particularly an anti-freeze mixture, past the cylinder head gaskets may result in a 'gummed-up' engine resulting in expensive repairs.

Yearly or Every 50 000 Mil~ (80 000 km)

1. Gardner engine only. Lubricate water pump spindle bearing with one grease cup full of grease.

DRIVE BELT ADJUSTMENT

The tension of the drive belts should be checked and adjusted at the times or mileages quoted under Routine Maintenance of this section, by pressing the belts midway between the pulleys on the longest run of the belts.

Unit: 1

Section: itA

SERVICE SHOP MANUAL Page : 7

The method of belt adjustment varies with different engines and the engine manufacturer's manual should be referred to.

Belt deflection should be maintained at:

Gardner engine - 1.0 in (25.4 mm) Cummins engines - 0.43 in (11.1 mm) per foot of span Rolls-Royce engines - 0.5 in (12.7 mm)

Over-tensioning should be avoided, as it will be just as harmful as slackness and will overload the bearings in such places as the water pump and alternator.

DRIVE BELT MAINTENANCE

It is important that routine inspection of the drive belts is maintained, since during service, stretch and wear will take place causing slackness. If this is allowed to become excessive it will result in rapid deterioration and eventual drive belt failure.

When renewing drive belts, if twin or triple belts are fitted all must be renewed as they are part of a complete set.

A point which is often overlooked when carrying out drive belt maintenance or replacement is to check the pulleys for wear. Badly worn pulleys will reduce the life of the drive belts just as much as excessive slackness. They should not be allowed to wear to the extent that the belts bottom on the pulley grooves.

A drive belt often slips or squeaks because of glazing of the drive surface due to dirt or steam cleaning.

To clean a belt wipe it thoroughly with an approved belt lubricant. Cleaning in this manner will eliminate most cases of squeaking.

Do not tighten a belt beyond the recommended setting figure to eliminate squeak. Squeak does not necessarily mean belt slippage.

FROST PRECAUTIONS

In order to provide full protection against damage due to frost the cooling system should be drained completely, flushed out, and refilled with fresh water and anti-freeze solution in the proportion of three parts of water to one part of anti-freeze, or as recommended by the manufacturer, and at the same time all hose clips and connections should be tightened so as to ensure that no leakage occurs.

If topping up is necessary in a cooling system which has had anti-freeze solution introduced it is essential that a mixture of water and anti-freeze solution in the correct proportions should be used so as to avoid weakening the mixture and thus reducing its effectiveness.

Date: January, 1970

Vehicles with anti-freeze mixture in the cooling system should have a notice displayed in the cab stating 'Anti-freeze. Do not Drain'.

Anti-freeze should not be used in the cooling system any longer than is necessary, when climatic conditions become temperate it is recommended that the cooling system be drained and thoroughly flushed with clean water to remove all traces of the anti-freeze mixture.

Use only anti-freeze conforming with the specification quoted in Unit 0, Section 5 of this manual.

If an anti-freeze solution is not in use and the vehicle is to remain standing in the open with t emperatures approaching or at freezing point, the cooling system must be drained completely.

After draining place a 'Cooling System Drained' notice on the steering wheel or similar conspicuous pl Cl ce.

FIG.5. GARDNER FAN HUB AND WATER PUMP LUBRICATOR

1. Fan hub lubricator 3. Belt adjusting screw 2. Water pump lubricator 4. Fan spindle locknut

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1970

COOLING SYSTEM TO DRAIN AND REFILL

To Drain System

1. The cooling system main drain tap is located in the bottom water pipe from the engine to the radiator.

On Gardner engines an additional drain tap is fitted in the base of the water pump housing.

On Rolls-Royce engines additional drain taps are fitted, one in the engine block directly above the starter motor and one in the heat exchanger water inlet pipe.

On Cummins engines to completely drain the engine, open the drain tap or remove the drain plug on the manifold side of the cylinder block at the rear of the engine together with the drain plug in

FIG. 6. VIEW OF COOLING SYSTEM the Corrosion Resistor bowl. . MAIN DRAIN TAP

FIG.7. TYPICAL VIEW OF ROLLS-ROYCE REAR ENGINE DRAIN TAP

2. Before drainage, start the engine and run until the coolant temperature reaches approximately normal. Stop the engine, remove filler cap and open the drain taps and remove drain plugs as applicable, as soon as possible to drain the coolant whilst any sediment in the system is still in suspension.

3. When drainage is complete close the drain taps and refit drain plugs as applicable.

To Refill

Refer to Figs. 9 and 10

1. When refilling the cooling system special precautions are necessary to ensure that the system is fully primed and that no air pockets remain in the water passages.

2. The entire cooling system is filled from the header tank on the cab back.

1. Drai n tap 2. Accelerator linkage

FIG.8. GARDNER ENGIN E DRAIN TAP ON WATER PUMP

1. Water pump 2 . Drain tap

3. On Cummins engines open the air bleed tap on the thermostat housing, while on Gardner and Rolls-Royce engines open the air bleed tap on the top water gallery . .

Note: If no air bleed tap is fitted slacken off the capillary in the top water gallery.

4. Commence to fill the system until a steady flow of air free coolant is present at the air bleed point.

5. Start the engine and before closing the engine air bleed point check for further air expulsion from this point.

6. Keep the coolant level in the header tank just below the expansion pipe union, open the air bleed top in the radiator tap water pipe and continue to fill the system until a steady flow of water is present at this point before closing the tap.

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SERVICE SHOP AJl Page: 9

Note: If the water level is allowed to rise above the level of the expansion pipe union in the header tank, air trapped in the radiator top tank will not be allowed to escape to the header tank and atmosphere via the vent hole in the filler cap.

7. Run the engine for a short time at half throttle to ensure that the coolant level is constant then refit the filler cap.

Note: The cab heater water flow control valve should be in the fully open position during the drainage and refilling procedure.

TO FLUSH CLEAN THE COOLING SYSTEM

For periodic cleaning, flush thoroughly with clean water until it runs clean from the drain taps.

If the system is badly contaminated a suitable cooling system cleaning solvent should be used.

Clean the system in the following manner:

Use warm water for flushing or refilling the cooling system of a warm engine.

1. Drain cooling system low enough to add correct quantity of cleaning solvent.

2. Start the engine and warm up to nearly normal running temperature with a fast engine speed.

3. Stop the engine and drain the system immediately, before any sediment can settle.

4. Allow the system to cool down, then refill with clean water, allowing a gallon or more to run to waste before closing the drain taps.

5. Re-run the engine up to normal operating temperature again, then re-drain the system and flush out until clean water runs out of the drain taps.

6. Close all drain taps and refill the system in the normal way.

TROUBLE SHOOTING

Listed below are some faults which cause overheating of the cooling system :

1.

2.

3.

4.

5.

6.

7.

Insufficient coolant in system.

Slipping or broken drive belts.

Partially or blocked radiator.

Obstructed air flow through radiator.

Faulty thermostat.

Excessive air locks in system.

Faulty water pump.

Date: Januar y , 197(

I

\ii' ..

FIG. 9 . CUMMII\IS ENG INE AIR BLE ED TAP

1. Air bleed tap 2. Th ermostat housing

FIG. 10. IlAO IATOI1 AIR BLEED TAP

1. Ai r bleed tap 2. Top wate r hose

8. Incorrect injec ti oll limi ny.

9 . Leaks in sys lem.

10. Excessive carbon deposits in cylinder heads.

11. Worn or faulty oi l 1J1I1np.

Overheat ing is usually il ld icalcd by loss or boi li ng coolant in such circumsliJ nces, Il ever top-up the system right away wit h cold wa ter as the sudden change of tem perature may crack the cylinder heads and/or cylind er block . Al ways a ll ow the engine to cool down .fi rr+

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SERVICE

I

SH OP MANUAL

UNIT REPLACEMENT

Radiator to Remove and Replace

To Remove

1. Drain cooling system.

2. Remove the front bumper bar and radiator grill e. On certain applications it may al so be necessary to remove the radiator grille surround.

3. Disconnect the expansion pipe from the radiator top tank and the top water hose from the engine connection pipe.

4. Disconnect the bottom water hose from the engine connection pipe.

5. On Gardner engines if an oil cooler is fitted disconnect the necessary piping.

FIG. 11 . RADIATOR MOUNTING BOLT

6. Remove the two 0.5 in B.S.F. bolts from the radiator side pressings and collect the rubber blocks and plain washers from between the radiator and side stay brackets. The radiator will now tilt forwards on its foot hinges.

1. Bo lt 3. Rubber block 2. Plain washer 4. Side stay

F IG.12. RADIATOR FOOT HINGE

1. Foothinge 2. Bo lt

7. Support the radiator and remove the bolts from the foot hinges. The radiator can now be withdrawn from the vehicle .

To Refit

Replacement of the radiator is a reversal of the removal procedure ensuring that the metalastik bushes in the foot hinges are in good condition and that the rubber blocks are replaced between the side stay brackets and radiator side pressings.

SERVICE SHOP MANUAL

UNIT 1


SECTION 5A

I ndex of Contents


Fuel Tank:

Maintenance

Removal and Replacement

To Repair a Leaking Fuel tank

Fuel Filter (Paper Element Type):


Maintenance

To Replace the Filter Element

Fuel Filter (Metal Element Type):


Maintenance

Unit Replacement

Unit Overhaul:

To Dismantle filter

Cleaning and Inspection of Dismantled parts

To Re-assemble filter

Testing Overhauled filter

FUEL SYSTEM.

Unit: 1

Section: 5A

Page: 1

DMe:January, 1970

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4

4

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5

5

6

6

Note: For comprehensive servicing and overhaul instructions for the engine fuel system refer to the appropriate engine manufacturers service manual.

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As various types of engines are fitted in this range of vehicles the fuel system dealt with in this section covers the system only from the fuel tank to engine mounted fuel feed pump, For detailed instructions on the fuel system from the fuel feed pump, reference should be made to the appropriate engine manufacturers service publication.

The fuel system from the tank, which is normally mounted on the left-hand chassis frame side member, incorporates a primary fuel filter which varies in design depending on the type of engine fitted in the vehicle. On Cummins or Gardner engined vehicles a paper element type fil ter is employed while, on vehicles fitted with a Rolls-Royce engine, a metal edged element type filter with a mechanical hand cleaning mechanism is f itted .

FUEL TANK

The fu el tank of 54 gal. (296.5 litre) capacity is cylindrical in shape and constructed from steel pressings, and is secured to the left-hand frame side-member. An additional tank of the same capacity may also be fitted.

The tank is fitted with a screw type filler cap and an electric fuel gauge unit. A breather is also fitted in the tank.

Maintenance

Very littl e attention is necessary for long periods, apart from periodic checks to ensure that the breather is not blocked and to ensure that the tank is securely mounted.

FIG. 1 FRAME MOUNTED FUEL FI L TER GARDNER ENGINES

If trouble is experienced with dirty fuel oil due to operating conditions, the tank(s) should be drained, removed from the chassis and thoroughly cleaned out with clean fuel oil to remove any foreign matter. If water is present in the fuel, this should be filtered off by draining through a very fine muslin.

To remove the Fuel Tank

1. Remove the sump plug and washer irom the bottom of the tank and drain the fuel into clean containers.

2. Disconnect the fuel feed pipe and the fuel return feed pipe from the tank unions.

Note: If dual tanks are fitted, disconnect the inter-tank fuel pipe from the bottom of the tank.

3. Remove the rubber boot from the fuel tank gauge unit and disconnect the wiring.

4. Remove the nuts from the tank fixing rods and lift the rods clear of the tank.

5. Lift the tank clear of the mounting brackets.

To Re-fit the Fuel Tank

The re-fitting of the tank is a reversal of the removal procedure, ensuring that the mounting bracket felts are in good condition and that the sump plug is tight and fitted with a washer.

To Repair a Leaking Fuel Tank.

Leaks in a fuel tank should be repaired by soldering. However, before attempting to repair a tank it must be thoroughly cleaned internally and all traces of fuel oil removed. Whilst there is not the same danger of explosion with a diesel tank as in the case of a petrol supply tank, any traces of fuel oil left in the tank may take fire when the tank is heated and carbon ash will be formed which will contaminate the fuel on re-filling.

Internal cleaning is best performed by blowing high pressure steam through the tank for a few minutes, but, if this method is not practicable, boiling water may be used.

Whatever method of cleaning is used care should be taken to ensure that the tank is thoroughly dry before any repair work is carried out and the tank refitted to the vehicle.

FUEL FILTER (Paper element type).


The filter is of the cross-flow type, the inlet and outlet connections being carried in the filter head which also incorporates a mounting bracket. The filter bowl is made of pressed steel and forms an oil tight container for the paper element. A drain plug is fitted in the base of the filter bowl to be drained prior to dismantling.

Unit: 1

Section: 5A

SERVICE SHOP MANUAL Page:

The fuel oil enters the filter t hrough the inlet connection and passes down outside the element canister, then up through the element and finally emerges via the central outlet connection.

Dirty fuel oil is excluded from the clean side of the element by means of oil seals at the top and bottom of the element core, oil tightness of the seals being maintained by a pressure spring at the base of the element.

Maintenance

Paper type elements are not intended to be cleaned and must be discarded when choked. The period or mileage at which the filter element is changed is influenced by the type of fuel used, cleanliness of the fuel supply and system and local conditions under which the vehicle is operating, all have a profound influence on the working life of the filter element, but, under normal operating conditions the element should be replaced every 5 000 mile (8 000 km).

The care in replacing the element and avoiding dirt on the clean side of the filter, can not be too highly emphasised, as many complaints of fuel pump element wear can be traced to insufficient care in the servicing of the filters. When choking of the filter element media takes place, it is usually found to be due to a sludge which is deposited from the fuel. If the filter is found to be choked in a very short time this will probably indicate an unsatisfactory fuel supply or storage tank installation and steps shou ld be taken to find how, and at what point, any excessive amount of foreign matter can enter the fuel system.

The filter element may be tested for blockage by disconnecting the fuel feed pipe from the fuel feed pump to the engine mounted fuel filter and, by hand priming the pump, observing the rate of fuel flow. Alternatively, the filter element may be removed from the filter assembly and held in a vertical position, closing the hole at the lower end by holding it down on a flat surface and pouring fuel oil into the upper open end. If the fu el collects and does not run through the filter paper almost as quickly as it is poured in, the element is probably blocked sufficiently to cause erratic running of t he engine and should be replaced.

To Replace the Filter Element

Refer to Fig. 2.

1. Thorough ly clean the outside of the filter bowl and head .

2. Slacken off the drain plug sufficiently for the drain hole in the plug to be exposed for the fuel oil to drain off from the bowl (the vent plug in the filter head must also be slackened off).

3. Unscrew and remove the top cap nut to release the filter bowl and withdraw the element from the bowl. Discard the old element, no attempt should be made to clean it for further use.

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DMe: January, 1970

FIG.2 EXPLODED VIEW OF PAPER ELEMENT FUEL FILTER, GARDNER ENGINES.

1. Plug, air vent 10. Spring 2. Washer 11. Seal 3. Union 12. Bowl assembly 4. Nut 13. Washer 5. Union tail 14. Drain plug 6. Seal 15. Filter head 7. Element 16. Washer 8. Spindle seal 17. Head nut 9. Seal support plate

4. Remove the element lower seal, plate and spring from the bowl together with the drain plug and copper washer.

5. Remove the sealing ring and washer from the filter head.

6. Thoroughly clean the filter bowl of all foreign matter. Drain holes in the filter body base and drain plug should be cleared by means of a fine wire.

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'age: SERVICE S HOP MANUAL late: January, 1970

7. Examine the t op and ho t tom element seals and rep lace wi th new ones if they show evidence of deterioration, cu ts or splits .

.8. Re-fit t he drain plug and copper washer to the f il ter bowl fo llowed by the element retaining spri ng, lower sea l support p l'l te and lower 5Cil l.

9. Fit a new papcr cl ement into ti l!! fi lter bowl and a new sealing ri ng in to its loca ting groove in the filter head, f irst ensur ing t hat the ~J roove is clean. A new sea li ng ri ng is suppl ied w it h e8ch new element.

10. Fit the upper elemen t sea li nu r illfj over the element locat ing boss in th e filter head, gently rota ting the bow l so as to minimise the chance of foreign matter causing an unsound jo int.

11 . Engage the washer and t.a p nu t w i th the centre stud and screw up t ight . Undue force should not be app l ied in an attempt to st op leakage. Ensure that t he drain pl ug is t ight.

12. Operate the hand pr iming lever of the f uel f eed pump unti l air-free oil appears f rom the vent plug in the fil ter head , then ti ghten the plug fo llowed by air ven ting at the fu el injec t ion pum p.

FIG.3 FRAME MOUNTED FUEL FILTER ROL LS-ROYCE ENG INES

1. Fuel pipe from tank 3. Filter hand clean ing wheel 2. Fuel pipe to engine 4. Sump dmin plug

FUEL FILTER- METAL EDGED ELEMENT TYPE WITH MECHANICAL HAND CLEANING MECHANISM


The filter assembly comprises a body which has a filter head bolted to it. A spindle with a hand wheel passes through the filter head and supports a metal element assembly . The element wire has a fl at f ront edge and tapers in cross-section and is providc" wi th equally spaced projection the height of wh ich are such that fuel oil is allowed to pass to the outlet connection from the inside of the element. The tapered cross-section o f Ihe element wire makes it impossible for choking to take place behind the front edge.

A scraper blade, which forms part of the scraper assembly is positioned in close proximity t o the elemen t and is retained on a spindle by screw s.

In order to maintain an effective filter it is necessary to clean the element period ically, (the t ime interval depending on operating conditions). This is achieved without dismantling the filter by means o f the hand wheel. Turning it in a clockwise direction, revolves the element against the scraper blade which cu ts away any foreign matter adhered to it . The drain plug in the base of the body should be removed periodically to drain o ff t he foreign matter.

Maintenance

Apart from periodic cl eaning by turning the hand-wh ee l and draining off any fore ign matter, which is govern ed by local operating cond itions and experience, the filter would not require dismantling before it has been in service for approximately one year or 50 000 mile (80 000 km) whichever occurs first .

Unit Replacement

To Remove the Filter

1. Thoroughly clean the outside of the filter and the surrounding area of the chassis frame before disconnecting the fuel pipes.

2. Immediately after disconnecting the fuel pipes plug the ends to prevent the ingress of any foreign matter.

3. Remove the filter head mounting bolts from inside the chassis frame and withdraw the filter from the vehicle.

To Refit the Filter

Refitting is a reversal of the removal procedure ensuring that the plugs are removed from the fuel pipes and the fuel system is vented of air before the engine is started.

Unit Overhaul

Throughout the overhaul procedure, observe absolute cleanl iness of tools and workbench . It is advisable to keep all parts of anyone filter together in order that servi ceable parts may be re-assembled in thei r original positions.

Unit: 1

Section: 5A


To Dismantle the Filter

1. Remove the four bolts which secure the filter head to the body and separate both parts.

2. Remove the split pin and washer from the base of the spindle and withdraw the scraper assembly, flat washer, spring and element complete with the rubber spindle seal.

3. Loosen the locknut and unscrew the gland nut out of the filter head , and withdraw the complete gland and spindle assembly .

4. Remove the flat washer and C- washer from the spindle and withdraw the gland packing and gland nut.

5. Remove the drain plug and washer from the base of the filter body.

6. Removal of the handwheel from the spindle is unnecessary unless the ratchet assembly is badly worn.

Cleaning and Inspection of Dismantled Parts.

Cleaning

CAUTION: When using a solvent for cleaning purposes it must not be allowed to contact the rubber seals.

1. Clean all metal parts with a suitable cleaning solvent such as tychloroethylene and all rubber seals with clean fuel oil as used in the vehicle system.

2. Dry all metal parts with dry compressed air or a lint free cloth .

3 . The use of a soft bristle brush only is permissible for cleaning the element.

CAUTION: Do not under any circumstances use a wire brush.

4 . After cleaning lay the parts out on a clean sheet of paper, in a clean atmosphere, to prevent dirt from being assembled into the unit.

I nspection of Dismantled Parts

Metal Components

It is recommended that the drain plug washer and air vent plug washers are replaced during overhaul.

1. Inspect all parts for cleanliness, distortion, cracking and for evidence of wear.

2. Check the serviceability of threads. All threads should be examined for damage or stripping.

3. Particular attention should be paid to the surfaces which embrace the rubber seals.

4. The filter element should be checked for blockage and the wire must not show any signs of unravelling.

3

4

5

11

12

13

14

15--__ ..J..

16

Date: January, 1970

1.-------31

-----30

29

17

FIG.4 EXPLODED VIEW OF METAL ELEMENT FUEL FILTER, ROLLS-ROYCE ENGINES.

1. Ratchet assembly 16. Drain plug 2. Pin . 17. Washer 3. Gland lock nut 18. Bolt 4. Packing gland 19. Split pin 5. Washer 20. Washer 6. Plug, air vent 21 . Spring 7. Setscrew 22. Gasket 8. Spring washer 23. Element 9. Nut 24. Filter head 10. Nipple 25. Washer 11. Union 26. Spring washer 12. Washer 27. Nut 13. Head seal . 28. Spindle 14. Scraper assembly 29. Gland washer 15. Sump 30. G-washer

Rubber Components

It is recommended that the filter head seal and spindle seal are automatically replaced with new parts during re-assembly.

Jnit: 1

;ection:

)age: 6 * SERVICE SHOP MANUAL )ate: January, 1970

To Re-Assemble

1. If previously removed, fit a new sealing washer on each vent plug and screw them into their appropriate positions in the filter head.

2. Pass the gland nut complete with locknut over the spindle followed by the gland packing and washers. Secure the gland packing on the spindle by fitting the spindle C-washer.

3. Locate the flat washer in the spindle bore of the filter head and assemble the spindle and gland ensuring that the gland locknut · is secured in position.

4. Pass the filter element, open end leading, over the spindle and locate the reduced end in the head. Fit a new spindle seal over the end of the spindle followed by a flat washer and locate in the bore of the element followed by the spindle spring and a further flat washer.

5. Locate the open ends of the scraper assembly in the filter head and the closed end over the spindle. Fit the remammg flat washer and secure the components by fitting a new split pin in the spindle.

6. Ease a new rubber seal into the groove in the top of the body ensuring that it locates correctly then pass the body over the element and scraper assembly so that it mates with the filter head, align the bolt holes and fit the four retaining bolts with their threaded ends uppermost, screw securely with spring washers and nuts.

7. Fit a new washer on the drain plug and screw securely into the base of the body.

8. Test the filter for leaks and that the handwheel turns smoothly but with some resistance in a clockwise direction .

Testing Overhauled Filter

For this operation a static test rig is required comprising of a jig to mount the filter on, a fuel priming pump and a pressure gauge which registers up to at less 80 Ibf/in2 (5.6 kgf/cm2).

1. Mount the filter assembly on the test rig and fill the unit with clean fuel oil.

2. Blank off the outlet connection and apply a fluid pressure of 80 Ibf/in2 (5.6 kgf/cm2 ) at the inlet connection . Sustain this pressure for a period of three minutes when there is to be no visible leakage.

3. At conclusion of satisfactory testing remove the filter from the test rig.

SERVICE SHOP MANUAL

I ndex of Contents


Routine Maintenance

Unit Replacement:

UNIT 1


SECTION 6A

EXHAUST SYSTEM

Silencer to Remove

Silencer to Refit

Cleaning the Exhaust System

Unit: 1

Section: 6A

Page: 1

Date: January, 197C

Page

2

2

2

2

2

Jnit: 1

3ection : 6A

:)age: 2 SERVICE SHOP MANUAL )ate: January, 1970


The exhaust system from the engine manifold outlet consists of an exhaust pipe assembly which runs down .the side of the engine to the front of the chassis frame where it connects with a cross-wise mounted silencer and tail pipe with its outlet on the right-hand side of the vehicle .

The silencer and tail pipe assembly is of an all-welded construction and is mounted on two saddle brackets, bolted to the engine crankcase or frame front cross-member, and is secured in position by two silencer straps.

MAINTENANCE

Maintenance of the exhaust system is normally confined to keeping all the joints and brackets tight but, during operation of the vehicle, carbon deposits form in the exhaust system and tend to restrict the flow of the exhaust gases to atmosphere with resulting adverse effect on the engine performance. For this reason, therefore, it is recommended that the exhaust system is cleaned out whenever a convenient opportunity arises, such as when the cylinder heads are de-carbonised or at engine overhaul.

UNIT REPLACEMENT_

To Remove the Silencer

On all installations removal and replacement of the exhaust silencer is similar in operation.

1. Remove the four self locking nuts and flat washers from the silencer straps and withdraw the straps from the support brackets, collecting the distance pieces and saddle brackets as the straps are removed_

2. Remove the silencer assembly from exhaust pipe by tapping the mounting flange loose or by applying a suitable corrosion removal fluid to the joint.

To Re-fit the Silencer.

Replacement of the silencer is a reversal of the removal procedure, ensuring that the silencer is correctly mounted on the saddle brackets and that new self-locking nuts are used to secure the silencer straps.

If, after the siletlcer is fitted, a gas leakage is found at the joint between the silencer and exhaust pipe this will automatically seal itself after the vehicle has been in service a short time.

CLEANING THE EXHAUST SYSTEM.

As the exhaust silencer is of all-welded construction it can not be dismantled for cleaning. It can, however, be cleaned out by immersing it in a bath of hot caustic soda solution, 31b (3OOg) per gallon (litre) of water, until the carbon deposit has been loosened and then rinsed in cold water_ Tapping the outer surface of the silencer with a wooden mallet and then blowing through with compressed air will assist the cleaning operation.

Internal cleaning of the exhaust pipe assembly can be carried out in a similar manner to that of the silencer. It can also be cleaned by running a rope with steel wool attached to it, through the bore of the pipe, pulling it backwards and forwards and finally blowing through with compressed air.

Index of Contents

Front engine mountings:

Rear Engine Mountings:

Routine Maintenance

Unit Replacement

Unit:

Section: 9A

SERVICE SHOP MANUAL Page: 1------------------

UNIT 1


Gardner engines

Cummins engines

SECTION 9A

ENGINE MOUNTINGS

Rolls-Royce engines

Gardner engines

Cummins engines

Rolls-Royce engines

Date: February. 1970

Page

2

2

2

2

3

3

4

4

Unit:

Section: 9A

Page: 2 SERVICE SHOP MANUAL Date: February, 1970

FRONT ENGINE MOUNTINGS

Gardner Engines

The front engine mounting arrangement which is of Gardner design consists of a special bracket bolted to the engine crankcase and two rubber bushed 'swing links'. The upper end of each link being bolted to the chassis frame front crossmember.

Cummins Engines

Front engine support is by means of two inclined Metalastick mounting blocks fixed to special engine brackets and the chassis frame front crossmember. Each mounting is of the sandwich block design in that rubber blocks are bonded between the metal plates with a metal inter leaf bonded between the rubber blocks.

The mounting arrangement allows the engine to rotate sufficiently with respect to the frame side members to eliminate high stress in the engine during frame flexture.

Rolls-Royce Engines

The front engine mounting arrangement of Rolls·Royce power units is similar to that used on Cummins engines, but special 5/S in (15.875 mm) packing blocks are interposed between the Metalastick mounting blocks and their locations to suit the transmission line and to standardise the front frame arrangement on all models.

REAR ENGINE MOUNTINGS

Gardner Engines

Refer to Fig. 1

A beam type mounting arrangement is used to support the rear of the engine and gearbox, and consists of a channel section beam which is bolted to the top flanges of the chassis frame sidemembers with twin 'Metacone' mountings fitted at either side of the beam.

Support brackets are mounted directly to the off-side and near-side faces of the gearbox bell housing and four 5/S in B.S.F. high tensile bolts secure the 'Metacone' mountings to the support brackets.

An effective damping arrangement is incorporated by the fitting ot tie plates from the support brackets to the mounting rubbers.

Interposed between the 'Metacone' mountings and the support brackets are rebound washers and distance pieces.

The arrangement gives flexibility in a transverse direction for engine vibration and stiffness in a fore-and-aft direction to restrain engine movement.

FIG.1 BEAM TYPE REAR ENGINE SUPPORT FOR GARDNER ENGINES.

1. Beam 4. Bell housing support bracket 2. Tie plate 5. 0 istance piece 3. Metacone mountings 6. Rebound washer

FIG.2 BEAM TYPE REAR ENGINE SUPPORT FOR CUMMINS ENGINES.

1. Rear engine support member

3. Rear engine support bracket 4. Torque reaction links

Unit:

Section : 9A


Cummins Engines

Refer to Fig. 2

On these installations a beam type mounting similar to Gardner engined vehicles is used to support the rear end of the engine and gearbox.

The mounting arrangement consists of a channel section beam in the form of a bridge member which is bolted to the top flanges of the chassis frame side members. Twin 'Metacone' mountings are fitted to either side of the beam.

Support brackets are mounted directly to the near-side and off·side faces of the flywheel housing and four 5/8 in B.S.F. high tensile bolts secure the 'Metacone' mountings.

Torque reaction links on the near-side and off-side are fitted between the gearbox and the chassis frame sidemembers.

Date: February, 1970

Rollt-Royce Engines

Refer to Fig. 3

Rear engine and gearbox support is achieved by twin 'Metacone' mountings positioned at each side of the flywheel housing.

The mountings are attached to special brackets fixed to the chassis frame sidemembers and by % in B.S.F. nuts and bolts to special brackets attached to the flywhee l housing.

Rebound washers are fitted to the underside of the ' Metacone' mountings.

FIG. 3 REAR ENGINE SUPPORT FOR ROLLS· ROYCE ENGINES

1. Bracket 3. Rebound washer 2. Twin Metacone mountin(]s 4. Bracket

Unit:

Section: 9A

Page : 4 SERVICE SHOP MANUAL Date: February. 1970

ROUTINE MAINTENANCE

First 1 500 Mile (2 400 km) of a New Vehicle or the Fitment of Replacement Parts.

1. Check security of engine mountings and tighten if necessary.

Three Monthly or Every 15000 Mile (24000 km).

1. Check mounting for security and tighten if nectossary.

2. Check conditiun of engine mounting rubbers and replace if deteriorated or fractured in any W()y.

Note: When checking security of bolts pay particular attention to the bracket mounting bolts which pass through the frame sidemembers. If any loose bolts are found, inspection of the frame and bracket bolt holes should be carried out to ansure that elongation of the hole. has not taken place.

Vehicle Overhaul Period

At this period it is recommended that the engine mountings are automatically replaced.

UNIT REPLACEMENT

When refitting or replacing engine mountings always use new self·locking nuts and on the rear 'Metacone' mountings ensure that the rebound washers are fitted.

Atkinson Tractor Service Shop Manual Unit 1 - Engine and Ancilliary Equipment

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Transcript of Atkinson Tractor Service Shop Manual Unit 1 - Engine and Ancilliary Equipment