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May 2008
Systems Operation
Testing and Adjusting
2206-E13 Industrial Engine
TGB (Engine)
TGD (Engine)
TGF (Engine)
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Important Safety Information
Most accidents that involve product operation, maintenance and repair are caused by failure to
observe basic safety rules or precautions. An accident can often be avoided by recognizing potentially
hazardous situations before an accident occurs. A person must be alert to potential hazards. This
person should also have the necessary training, skills and tools to perform these functions properly.
Improper operation, lubrication, maintenance or repair of this product can be dangerous and
could result in injury or death.
Do not operate or perform any lubrication, maintenance or repair on this product, until you have
read and understood the operation, lubrication, maintenance and repair information.
Safety precautions and warnings are provided in this manual and on the product. If these hazard
warnings are not heeded, bodily injury or death could occur to you or to other persons.
The hazards are identified by the Safety Alert Symbol and followed by a Signal Word such as
DANGER, WARNING or CAUTION. The Safety Alert WARNING label is shown below.
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KENR6907 3
Table of Contents
Fuel System
Fuel System - Inspect ........................................... 24
Air in Fuel - Test .................................................... 24
Electronic Unit Injector - Adjust ............................. 25
Electronic Unit Injector - Test ................................ 26
Finding Top Center Position for No. 1 Piston ........ 26
Fuel Quality - Test ................................................. 27
Fuel System - Prime ............................................. 28
Fuel System Pressure - Test ................................. 29
Gear Group (Front) - Time .................................... 30
Lubrication System
Engine Oil Pressure - Test .................................... 37
Excessive Bearing Wear - Inspect ........................ 39
Excessive Engine Oil Consumption - Inspect ....... 39
Increased Engine Oil Temperature - Inspect ........ 40
Cooling System
Cooling System - Check (Overheating) ................ 41
Cooling System - Inspect ...................................... 42
Cooling System - Test ........................................... 43
Water Temperature Regulator - Test ..................... 45
Water Pump - Test ................................................ 46
Basic Engine
Piston Ring Groove - Inspect ................................ 47
Connecting Rod Bearings - Inspect ...................... 47
Main Bearings - Inspect ........................................ 47
Cylinder Block - Inspect ........................................ 47
Cylinder Liner Projection - Inspect ........................ 48
Flywheel - Inspect ................................................. 50
Flywheel Housing - Inspect ................................... 51
Vibration Damper - Check .................................... 53
Electrical System
Battery - Test ......................................................... 54
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Systems Operation Section
General Information
g01405969
Illustration 1
Typical example
Left side engine view
(1) Connection for the breather (4) Secondary fuel filter (7) Crankshaft damper
(2) Electronic control module (ECM) (5) Primary fuel filter (8) Oil filler
(3) Fuel priming pump (6) Fuel pump
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KENR6907 5
Systems Operation Section
g01405970
Illustration 2
Typical example
Right side engine view
(9) Water temperature regulator housing (12) Turbocharger (15) Oil cooler
(10) Alternator (13) Oil filter (16) Exhaust manifold
(11) Water pump (14) Oil drain plug
Starting the Engine Cold mode operation varies the fuel injection amount
for white smoke cleanup. Cold mode operation also
The Electronic Control Module (ECM) will varies the timing for white smoke cleanup. The
automatically provide the correct amount of fuel that engine operating temperature is usually reached
is necessary to start the engine. If the engine fails before the walk-around inspection is completed.
to start in 30 seconds, the starter switch should be
released. The starting motor should be allowed to
cool for 30 seconds before being used again.
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Systems Operation Section
i02769284
g01402324
Illustration 3
(1) Engine coolant temperature sensor (4) Atmospheric pressure sensor (7) Fuel temperature sensor
(2) Intake manifold pressure sensor (5) Secondary position sensor (Camshaft) (8) Primary position sensor (Crankshaft)
(3) Intake manifold air temperature sensor (6) Engine oil pressure sensor (9) Electronic control module (ECM)
The electronic control system is integrally designed The engine uses the following types of electronic
into the engines fuel system and the engines air components:
inlet and exhaust system in order to electronically
control the fuel delivery and the injection timing. The Inputs
electronic control system provides increased timing
control and fuel air ratio control in comparison to Controls
conventional mechanical engines. Injection timing
is achieved by precise control of injector firing time, Outputs
and engine rpm is controlled by adjusting the firing
duration. The Electronic Control Module (ECM) An input component is one that sends an electrical
energizes the solenoid in the unit injector in order to signal to the ECM. The signal that is sent varies in
start the injection of fuel. Also, the ECM de-energizes one of the following ways:
the unit injector solenoids in order to stop injection
of fuel. Refer to Systems Operation, Testing and Voltage
Adjusting, Fuel System for a complete explanation
of the fuel injection process. Frequency
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KENR6907 7
Systems Operation Section
Pulse width
The variation of the signal is in response to a change
in some specific system of the equipment. The
ECM sees the input sensor signal as information
about the condition, environment, or operation of the
equipment.
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Systems Operation Section
i02769330
Fuel System
g01282152
Illustration 4
Fuel system schematic
(1) Fuel return line (5) Fuel cooler (9) Fuel transfer pump
(2) Electronic unit injectors (6) Fuel tank (10) Fuel temperature sensor
(3) Fuel gallery (7) Secondary fuel filter
(4) Fuel priming pump (8) Primary fuel filter
The fuel supply circuit is a conventional design for Note: The inlet fuel temperature to the fuel transfer
engines with electronic unit injection. A fuel tank (6) pump must not exceed 79 C (175 F) when the
is used to store the fuel prior to use by the engine. A engine has reached normal operating temperature.
primary fuel filter/water separator (8) is placed into Fuel temperatures above 79 C (175 F) will reduce
the fuel supply circuit in order to remove large debris the life of the fuel transfer pump check valves. The
from the fuel. This debris may have entered the fuel efficiency and the engine power output are
fuel tank during fueling. The debris may have also reduced when the fuel temperature increases from
entered the fuel tank through the vent for the fuel 30 C (86 F) to 70 C (158 F).
tank. The primary filter element also separates water
from the fuel. The water is collected in the bowl at the
bottom of the primary fuel filter/water separator.
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KENR6907 9
Systems Operation Section
Fuel from the tank (6) flows to the fuel filter base. The fuel exits the fuel gallery and returns to the fuel
The fuel filter base contains the primary fuel filter filter base. A pressure regulating valve is located in
and the secondary fuel filter. The fuel flows through the fuel filter base. The pressure regulating valve
cored passages in the fuel filter base. The fuel regulates the pressure for the fuel system. A sufficient
priming pump (4) is mounted on the fuel filter base. amount of back pressure is maintained in the system
The fuel priming pump is used in order to manually in order to ensure a continuous availability of fuel to
pump the fuel into the fuel system after the system, the electronic unit injectors. The fuel flows from the
or parts of the system have been drained. The fuel fuel filter base to the fuel cooler (5). The fuel flows
priming pump is used in order to refill the fuel system from the fuel cooler (5) back to the tank (6).
after air has been introduced into the system. For
more information on priming the fuel system, refer Fuel System Electronic Control
to Systems Operation, Testing and Adjusting, Fuel
System - Prime. Circuit
As the fuel flows through cored passages in the fuel
filter base, the fuel is directed into the primary fuel
filter (8). Fuel flows out of the fuel filter and returns
to the passages in the fuel filter base. Prior to exiting
the fuel filter base, the fuel temperature is sampled
by the fuel temperature sensor (10). The signals
that are generated by the sensors are used by the
engine control in order to monitor the condition of the
engines components.
The fuel flows from the fuel filter base to the fuel
transfer pump (9). The fuel transfer pump (9) is a gear
type pump with fixed clearances. The fuel transfer
pump (9) incorporates an internal relief valve that g00451841
protects the fuel system from extreme pressure. In Illustration 5
the case of extreme pressure, fuel is redirected back Electronic governor
to the inlet of the fuel transfer pump (9). An outlet (1) Signals to the electronic unit injectors
check valve is used in order to prevent pressurized (2) Fuel injection control
fuel leakage back through the pump. The fuel transfer (3) Fuel position
(4) Electronic governor
pump (9) is located in the front of the engine. The fuel (5) Desired rpm
transfer pump (9) is driven by the front gear train. (6) Coolant temperature
(7) TC for No. 1 cylinder
The fuel flows from the fuel transfer pump (9) to the (8) FRC fuel position
(9) Rated fuel position
secondary fuel filter (7). The fuel is filtered in order (10) FCR maps
to remove small abrasive particles that will cause (11) Torque maps
premature wear to fuel system components. The fuel (12) Engine speed/timing sensor
flows from the secondary fuel filter (7) to the fuel filter (13) Engine speed/timing signals interpreter
base. (14) Engine rpm
(15) Coolant temperature sensor
(16) Boost pressure sensor
The fuel is then directed from the fuel filter base (17) Boost pressure
through the fuel return line (1) to fuel manifold (3) that
runs the length of the cylinder head. A continuous The injection pump, the fuel lines, and the nozzles
flow of fuel is supplied to the electronic unit injectors that are used in the traditional Perkins diesel engines
(2) in order to perform the following tasks: have been replaced with an electronically controlled,
mechanically actuated electronic unit injector in each
Supply fuel for injection cylinder. A solenoid on each injector controls the
amount of fuel that is delivered by the injector. An
Remove excessive heat from the injectors. Electronic Control Module (ECM) sends a signal to
each injector solenoid in order to provide complete
Remove air that may accumulate in the fuel control of the engine.
system.
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Systems Operation Section
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Systems Operation Section
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Systems Operation Section
g00615497
Illustration 9
g01046036 Air inlet and exhaust system
Illustration 8
(2) Aftercooler core
Air inlet and exhaust system schematic
(4) Exhaust outlet
(1) Inlet to the engine (5) Turbine side of turbocharger
(2) Aftercooler core (6) Compressor side of turbocharger
(3) Inlet air line (8) Exhaust manifold
(4) Exhaust outlet from turbocharger (9) Exhaust valve
(5) Turbine side of turbocharger (10) Inlet valve
(6) Compressor side of turbocharger (11) Air inlet
(7) Air cleaner
Each cylinder has two inlet valves (10) and two
The engine components of the air inlet and exhaust exhaust valves (9) in the cylinder head. The inlet
system control the quality of air and the amount of valves open on the inlet stroke. When the inlet valves
air that is available for combustion. The components open, compressed air from the inlet port within the
of the air inlet and exhaust system are the following inlet manifold is pushed into the cylinder. The inlet
components: valves close when the piston begins the compression
stroke. The air in the cylinder is compressed and the
Air cleaner fuel is injected into the cylinder when the piston is
near the top of the compression stroke. Combustion
Turbocharger begins when the fuel mixes with the air. The force of
combustion pushes the piston on the power stroke.
Aftercooler The exhaust valves open and the exhaust gases
are pushed through the exhaust port into exhaust
Cylinder head manifold (8). After the piston finishes the exhaust
stroke, the exhaust valves close and the cycle begins
Valves and valve system components again.
Piston and cylinder Exhaust gases from the exhaust manifold flow
into the turbine side of turbocharger (5). The high
Exhaust manifold temperature exhaust gases cause the turbocharger
turbine wheel to turn. The turbine wheel is connected
The turbocharger compressor wheel pulls inlet air to the shaft that drives the compressor wheel.
through the air cleaner and into the air inlet. The air Exhaust gases from the turbocharger pass through
is compressed and this causes the air to become hot. exhaust outlet (4), through a muffler, and through an
The air flows through aftercooler core (2) and the exhaust stack.
temperature of the compressed air lowers. This helps
to provide increased horsepower output. Aftercooler
core (2) is a separate cooler core that is mounted in
front of the engine radiator. The engine fan causes
ambient air to move across both cores. This cools the
turbocharged inlet air and the engine coolant.
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KENR6907 13
Systems Operation Section
g00291085
Illustration 10
Turbocharger
(4) Air inlet
(5) Compressor housing
(6) Compressor wheel
(7) Bearing
(8) Oil inlet port
(9) Bearing g01086490
Illustration 11
(10) Turbine housing
(11) Turbine wheel (1) Rocker arm
(12) Exhaust outlet (2) Pushrod
(13) Oil outlet port (3) Valve bridge
(14) Exhaust inlet (4) Valve spring
(5) Valve
(6) Lifter
Turbocharger (3) is mounted to exhaust manifold (2)
of the engine. All of the exhaust gases go from the The valve system components control the flow of
exhaust manifold through the turbocharger. inlet air into the cylinders and out of the cylinders
during engine operation. The valve mechanism also
The exhaust gases enter the turbocharger and the operates the fuel injector.
turbine wheel is turned. Because the turbocharger
turbine wheel is connected by a shaft to the The camshaft must be timed to the crankshaft in
turbocharger compressor wheel, the turbine wheel order to get the correct relation between the piston
and the compressor wheel turn at very high speeds. movement and the valve movement.
The rotation of the compressor wheel pulls clean
air through the compressor housing air inlet. The The camshaft has two camshaft lobes for each
action of the compressor wheel blades causes a cylinder. The lobes operate the inlet and exhaust
compression of the inlet air. This compression allows valves. As the camshaft turns, lobes on the camshaft
a larger amount of air to enter the engine. With more cause lifters (6) to move pushrods (2) up and down.
air in the engine, the engine is able to burn more fuel. Upward movement of the pushrods against rocker
The overall effect is an increase in power. arms (1) results in downward movement (opening) of
valves (5).
Bearing (7) and bearing (9) in the turbocharger use
engine oil that is under pressure for lubrication. The Each cylinder has two inlet valves and two exhaust
lubrication for the bearings flows through oil inlet port valves. The valves are actuated at the same time by
(8) and into the inlet port in the center section of the a valve bridge (3). Valve springs (4) close the valves
turbocharger cartridge. The oil exits the turbocharger when the lifters move down.
through oil outlet port (13). The oil then returns to
the engine oil pan through the oil drain line for the
turbocharger.
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Systems Operation Section
i02843427
Lubrication System
g01417920
Illustration 12
Lubrication system schematic
(1) Piston cooling jets (6) Oil filter bypass valve (11) Oil cooler bypass valve
(2) Main oil gallery in cylinder block (7) Main bearings (12) Engine oil cooler
(3) Engine pressure sensor (8) Signal line (13) Oil pan sump
(4) Oil flow to valve mechanism (9) Primary engine oil filter (14) High pressure relief valve
(5) Camshaft journals (10) Engine oil pump (15) Oil pump bypass valve
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KENR6907 15
Systems Operation Section
i02769599
Cooling System
Coolant Flow
g01417942
Illustration 13
Right side view of engine
(9) Primary engine oil filter
(10) Engine oil pump
(12) Engine oil cooler
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16 KENR6907
Systems Operation Section
g01413806
Illustration 15
(3) Return manifold (7) Water pump
(5) Temperature regulator housing (8) Engine oil cooler
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KENR6907 17
Systems Operation Section
The coolant is pumped through engine oil cooler Temperature Regulator Housing
(9). The coolant then flows to the supply manifold.
The supply manifold, which is located in the cylinder
block, distributes coolant around the upper portion
of the cylinder liners. At each cylinder, the coolant
flows from the cylinder liner to the cylinder head.
The cylinder head is divided into single cylinder
cooling sections. In the cylinder head, the coolant
flows across the center of the cylinder and across
the injector seat boss. At the center of the cylinder,
the coolant flows around the injector sleeve over
the exhaust port. The coolant then exits into return
manifold (3). The return manifold collects the
coolant from each cylinder and the return manifold
directs the flow to temperature regulator housing
(5). When the coolant temperature regulator is
in the closed position, the coolant flows through
the coolant temperature regulator. This allows the
coolant to flow directly back to the water pump for
recirculation by bypassing the radiator. When the
coolant temperature regulator is in the open position,
the coolant is directed through the radiator and back
to the water pump inlet. g01085915
Illustration 16
Section view of the temperature regulator housing
Supply Manifold (1) Temperature regulator housing
(2) Coolant temperature sensor
Cooling is provided for only the portion of the cylinder
liner above the seal in the cylinder block. The coolant The coolant temperature regulator is a full flow
enters the cylinder block at each cylinder through bypass type that is used to control the outlet
slits in the supply manifold. The supply manifold is temperature of the coolant. When the engine is
an integral casting in the cylinder block. The coolant cold, the coolant temperature regulator is in the
flows around the circumference of the cylinder liner closed position. This allows the coolant to flow
and into the cylinder head through a single drilled through the coolant temperature regulator from the
passage for each liner. The coolant flow is split at return manifold. This allows the coolant to bypass
each cylinder liner so that 60 percent flows around the radiator. The coolant goes directly to the water
the cylinder liner and the remainder flows directly to pump for recirculation. As the coolant temperature
the cylinder head. increases, the coolant temperature regulator begins
to open directing some of the coolant to the radiator
and bypassing the remainder to the water pump inlet.
At the full operating temperature of the engine, the
coolant temperature regulator moves to the open
position. This allows all the coolant flow to be directed
to the radiator. The coolant then goes to the water
pump. This route provides the maximum heat release
from the coolant. A vent line is recommended from
the manifold to the radiator overflow tank in order to
provide venting for the cooling system.
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18 KENR6907
Systems Operation Section
The manifold on the upper left side of the cylinder The pistons have three rings:
block provides oil to the following components:
Compression ring
Camshaft bearings
Intermediate ring
Valve mechanism
Oil ring
The manifold on the right supplies oil to the manifold
on the left. The oil travels through the cut above the The rings are located in grooves in the piston. The
number one main bearing and the cut above the rings seal the crankcase from the combustion gases
number four main bearing. and the rings also provide control of the engine
oil. The design of the compression ring is a barrel
face with a plasma face coating. The design of the
intermediate ring is a tapered shape and a chrome
finish. The oil ring is double railed with a coil spring
expander. The oil ring has a ground profile and a
chrome finish.
Crankshaft
The crankshaft converts the linear motion of the
pistons into rotational motion. The crankshaft drives
a group of gears (front gear train) on the front of the
engine. The front gear train provides power for the
Illustration 17
g00762739 following components:
Camshaft
Water pump
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Systems Operation Section
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Systems Operation Section
Charging
Starting (If equipped)
Accessories with low amperage
g01407491
Illustration 19 The charging circuit is in operation when the engine
(1) Starting motor to engine block is running. An alternator makes electricity for the
(2) Starting motor to battery negative charging circuit. A voltage regulator in the circuit
controls the electrical output in order to keep the
The engine must have a wire ground to the battery. battery at full charge.
Ground wires or ground straps should be combined The starting circuit is activated only when the start
at ground studs that are only for ground use. All of switch is activated.
the grounds should be tight and free of corrosion.
All of the ground paths must be capable of carrying Charging System Components
any likely current faults. An AWG #0 or larger wire is
recommended for the grounding strap to the cylinder Alternator
head.
The alternator is driven by a belt from the crankshaft
The engine alternator should be battery ground pulley. This alternator is a three-phase, self-rectifying
with a wire size that is capable of managing the full charging unit, and the regulator is part of the
charging current of the alternator. alternator.
The Electronic Control Module (ECM) must be dis- Regulator circuit components
connected at the J1/P1 and J2/P2 locations before
welding on the application.
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KENR6907 21
Systems Operation Section
Supplying the accessory circuit that has the low Typical alternator components
amperage (1) Regulator
(2) Roller bearing
(3) Stator winding
Strengthening the magnetic field (4) Ball bearing
(5) Rectifier bridge
The first two applications use the majority of the (6) Field winding
current. As the DC current increases through the (7) Rotor assembly
field windings, the strength of the magnetic field is (8) Fan
increased. As the magnetic field becomes stronger,
more AC current is produced in the stator windings. Starting System Components
The increased speed of the rotor assembly also
increases the current and voltage output of the
alternator.
Starting Solenoid
NOTICE
Never operate the alternator without the battery in the
circuit. Making or breaking an alternator connection
with heavy load on the circuit can cause damage to
the regulator.
g00317613
Illustration 21
Typical starting solenoid
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Systems Operation Section
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KENR6907 23
Testing and Adjusting Section
Table 1
Required Tools
Tool Part Number Part Description Qty
A - Belt Tension Gauge 1
Table 2
Table 3
Alternator Belt Tension Chart
Gauge Reading
Size of Belt Top Width of Belt
Initial Belt Tension(1) Used Belt Tension(2)
3 VX 9.7 mm (0.381 inch) 400 N (89.9240 lb) 267 N (60.0243 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.
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24 KENR6907
Testing and Adjusting Section
2. Check all fuel lines for fuel leakage. The fuel lines
must be free from restrictions and faulty bends.
Verify that the fuel return line is not collapsed.
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Testing and Adjusting Section
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26 KENR6907
Testing and Adjusting Section
c. Turn the adjustment screw until the screw 5. Remove the suspect unit injector and check the
makes contact with the electronic unit injector. unit injector for signs of exposure to coolant. Refer
to Disassembly and Assembly, Electronic Unit
d. Turn the adjustment screw through 180 Injector - Remove. Exposure to coolant will cause
degrees in a clockwise direction. rust to form on the injector. If the unit injector
shows signs of exposure to coolant, remove the
e. Tighten the jam nut to a torque of 55 10 Nm injector sleeve and inspect the injector sleeve.
(41 7 lb ft). Refer to Disassembly and Assembly, Electronic
Unit Injector Sleeve - Remove. Replace the
injector sleeve if the injector sleeve is damaged.
i02773150
Check the unit injector for an excessive brown
Electronic Unit Injector - Test discoloration that extends beyond the injector tip. If
excessive discoloration is found, check the quality
of the fuel. Refer to Systems Operation, Testing
and Adjusting, Fuel Quality - Test. Replace the
This procedure assists in identifying the cause for seals on the injector and reinstall the injector.
an injector misfiring. Perform this procedure only Refer to Disassembly and Assembly, Electronic
after performing the Cylinder Cutout Test. Refer to Unit Injector - Install. Also refer to Disassembly
Troubleshooting for more information. and Assembly, Electronic Unit Injector Sleeve -
Install.
1. Check for air in the fuel, if this procedure has
not already been performed. Refer to Systems 6. If the problem is not resolved, replace the suspect
Operation, Testing and Adjusting, Air in Fuel - injector with a new injector.
Test.
i02793631
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Testing and Adjusting Section
i02773153
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Testing and Adjusting Section
i02788192
NOTICE
Use a suitable container to catch any fuel that might
spill. Clean up any spilled fuel immediately.
g01394181
Illustration 26
NOTICE
Typical example
Do not allow dirt to enter the fuel system. Thoroughly
clean the area around a fuel system component that
will be disconnected. Fit a suitable cover over discon- 3. Loosen the union of the pipe for the fuel(1).
nected fuel system component.
Note: Do not remove the union completely. Open the
union enough to allow the air that is trapped in the
Note: This procedure is most common when the cylinder head to be purged from the fuel system.
engine has run out of fuel.
4. Unlock and operate the hand priming pump (2).
1. Turn the ignition switch to the OFF position. Use a suitable container to collect excess fuel.
2. Fill the fuel tank(s) with clean diesel fuel. 5. Tighten the union of the pipe for the fuel (1).
NOTICE
Do not crank the engine continuously for more than
30 seconds. Allow the starting motor to cool for 30
seconds before cranking the engine again.
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KENR6907 29
Testing and Adjusting Section
The engine starts, but the engine does not run Stuck fuel pressure regulating valve in the fuel
evenly. transfer pump
The engine starts, but the engine continues to Pinched fuel return line
misfire or smoke.
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Testing and Adjusting Section
g01126079
Illustration 28
Front Gear Group
(1) Camshaft gear and timing reference ring
(2) Timing marks
(3) Idler gear
(4) Crankshaft gear
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KENR6907 31
Testing and Adjusting Section
Table 6
Required Tools
Tool Part Number Part Description Qty
- Differential Pressure
A 1
Gauge
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Testing and Adjusting Section
g01417906
Illustration 29
Air inlet piping
(1) Air Cleaner (2) Test location (3) Turbocharger
The air flow through a used engine air cleaner Personal injury can result from rotating and mov-
may have a restriction. The air flow through a ing parts.
plugged engine air cleaner will be restricted to some
magnitude. In either case, the restriction must not be Stay clear of all rotating and moving parts.
more than the following amount:
Never attempt adjustments while the machine is
Maximum restriction ........ 6.2 kPa (25 in of H2O) moving or the engine is running unless otherwise
specified.
The air flow through a new engine air cleaner element
must not have a restriction of more than the following The machine must be parked on a level surface
amount: and the engine stopped.
Maximum restriction ........ 3.7 kPa (15 in of H2O)
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KENR6907 33
Testing and Adjusting Section
The condition of the turbocharger will have definite e. If Steps 4.a through 4.d did not reveal the
effects on engine performance. Use the following source of the oil leakage, the turbocharger has
inspections and procedures to determine the internal damage. Replace the turbocharger.
condition of the turbocharger.
Inspection of the Turbine Wheel
Inspection of the Compressor and the Compressor and the Turbine Housing
Housing
Remove the air piping from the turbine housing.
Inspection of the Turbine Wheel and the Turbine
Housing
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34 KENR6907
Testing and Adjusting Section
c. If the oil drain line is damaged, replace the oil Damaged pistons or rings can cause too much
drain line. pressure in the crankcase. This condition will cause
the engine to run rough. There will be more than the
d. Check the routing of the oil drain line. Eliminate normal amount of fumes (blowby) rising from the
any sharp restrictive bends. Make sure that crankcase breather. The breather can then become
the oil drain line is not too close to the engine restricted in a very short time, causing oil leakage
exhaust manifold. at gaskets and seals that would not normally have
leakage. Blowby can also be caused by worn valve
e. If Steps 4.a through 4.d did not reveal the guides or by a failed turbocharger seal.
source of the oil leakage, turbocharger (3) has
internal damage. Replace turbocharger (3). Install Tooling (A) to the most convenient location on
the output tube for the crankcase breather or the
breather hose. The pressure for the engine blowby
should be 0.25 kPa (1 inch of H2O).
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Testing and Adjusting Section
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36 KENR6907
Testing and Adjusting Section
a. Lightly tap the rocker arm with a soft mallet. d. Tighten the adjustment locknut to a torque
This will ensure that the lifter roller seats of 30 7 Nm (22 5 lb ft). Do not allow
against the camshafts base circle. the adjustment screw to turn while you are
tightening the adjustment locknut. Recheck
b. Loosen the adjustment locknut. the valve lash after tightening the adjustment
locknut.
c. Place the appropriate feeler gauge between
rocker arm and the valve bridge. Then, turn 5. Remove the timing bolt from the flywheel after all
the adjustment screw in a clockwise direction. adjustments to the valve lash have been made.
Slide the feeler gauge between the rocker arm Reinstall the timing cover.
and the valve bridge. Continue turning the
adjustment screw until a slight drag is felt on Refer to Systems Operation, Testing and Adjusting,
the feeler gauge. Remove the feeler gauge. Electronic Unit Injector - Adjust.
Table 11
Compression
Stroke for No.6 Inlet Valves Exhaust Valves
Piston
0.38 0.08 mm 0.64 0.08 mm
Valve Lash (0.015 0.003 (0.025 0.003
inch) inch)
Cylinders 3-5-6 2-4-6
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KENR6907 37
Testing and Adjusting Section
Lubrication System
i02788819
NOTICE
Keep all parts clean from contaminants.
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38 KENR6907
Testing and Adjusting Section
7. If high engine oil pressure is determined, refer to 2. Engine oil that is contaminated with fuel or
Reason for High Engine Oil Pressure. coolant will cause low engine oil pressure. High
engine oil level in the crankcase can be an
indication of contamination. Determine the reason
Reasons for Low Engine Oil for contamination of the engine oil and make
Pressure the necessary repairs. Replace the engine oil
with the approved grade of engine oil. Refer
NOTICE to Operation and Maintenance Manual, Fluid
Keep all parts clean from contaminants. Recommendations for the correct engine oil.
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KENR6907 39
Testing and Adjusting Section
b. Oil pump gears that have too much wear will i02788840
cause a reduction in oil pressure. Repair the
engine oil pump. For information on the repair Excessive Bearing Wear -
of the engine oil pump, refer to Disassembly
and Assembly, Engine Oil Pump - Remove. Inspect
7. Excessive clearance at engine bearings will
cause low engine oil pressure. Check the
engine components that have excessive bearing When some components of the engine show bearing
clearance and make the necessary repairs. wear in a short time, the cause can be a restriction in
an oil passage.
Reason for High Engine Oil An engine oil pressure indicator may show that there
Pressure is enough oil pressure, but a component is worn
due to a lack of lubrication. In such a case, look at
the passage for the oil supply to the component.
NOTICE
A restriction in an oil supply passage will not allow
Keep all parts clean from contaminants.
enough lubrication to reach a component. This will
result in early wear.
Contaminants may cause rapid wear and shortened
component life.
i02788843
This document has been printed from SPI. Not for Resale
40 KENR6907
Testing and Adjusting Section
i02788844
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Testing and Adjusting Section
This document has been printed from SPI. Not for Resale
42 KENR6907
Testing and Adjusting Section
10. Check the cooling system hoses and clamps. 14. Check the water temperature regulator. A water
Damaged hoses with leaks can normally be seen. temperature regulator that does not open, or
Hoses that have no visual leaks can soften during a water temperature regulator that only opens
operation. The soft areas of the hose can become part of the way can cause overheating. Refer to
kinked or crushed during operation. These areas Systems Operation, Testing and Adjusting, Water
of the hose can cause a restriction in the coolant Temperature Regulator - Test.
flow. Hoses become soft and/or get cracks
after a period of time. The inside of a hose can 15. Check the water pump. A water pump with a
deteriorate, and the loose particles of the hose damaged impeller does not pump enough coolant
can cause a restriction of the coolant flow. Refer for correct engine cooling. Remove the water
to Operation and Maintenance Manual, Hoses pump and check for damage to the impeller. Refer
and Clamps - Inspect/Replace. to Systems Operation, Testing and Adjusting,
Water Pump - Test.
11. Check for a restriction in the air inlet system.
A restriction of the air that is coming into the 16. Check the air flow through the engine
engine can cause high cylinder temperatures. compartment. The air flow through the radiator
High cylinder temperatures cause higher than comes out of the engine compartment. Ensure
normal temperatures in the cooling system. Refer that the filters, air conditioner, and similar items
to Systems Operation, Testing and Adjusting, Air are not installed in a way that prevents the free
Inlet and Exhaust System - Inspect. flow of air through the engine compartment.
a. If the measured restriction is higher than the 17. Check the aftercooler. A restriction of air flow
maximum permissible restriction, remove the through the air to air aftercooler (if equipped) can
foreign material from the engine air cleaner cause overheating. Check for debris or deposits
element or install a new engine air cleaner which would prevent the free flow of air through
element. Refer to Operation and Maintenance the aftercooler.
Manual, Engine Air Cleaner Element -
Clean/Replace. 18. Consider high outside temperatures. When
outside temperatures are too high for the rating
b. Check for a restriction in the air inlet system of the cooling system, there is not enough of a
again. temperature difference between the outside air
and coolant temperatures.
c. If the measured restriction is still higher than
the maximum permissible restriction, check the 19. Consider high altitude operation. The cooling
air inlet piping for a restriction. capacity of the cooling system goes down as
the engine is operated at higher altitudes. A
12. Check for a restriction in the exhaust system. pressurized cooling system that is large enough to
A restriction of the air that is coming out of the keep the coolant from boiling must be used.
engine can cause high cylinder temperatures.
i02788851
a. Make a visual inspection of the exhaust system.
Check for damage to exhaust piping or for a
damaged muffler. If no damage is found, check
Cooling System - Inspect
the exhaust system for a restriction. Refer to
Systems Operation, Testing and Adjusting, Air
Inlet and Exhaust System - Inspect. Cooling systems that are not regularly inspected are
the cause for increased engine temperatures. Make
b. If the measured restriction is higher than the a visual inspection of the cooling system before any
maximum permissible restriction, there is a tests are performed.
restriction in the exhaust system. Repair the
exhaust system, as required.
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KENR6907 43
Testing and Adjusting Section
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44 KENR6907
Testing and Adjusting Section
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KENR6907 45
Testing and Adjusting Section
5. Check the radiator for leakage on the outside. Coolant temperature can also be read on the display
screens of the Electronic Service Tool.
6. Check all connection points for leakage, and
check the hoses for leakage.
Personal injury can result from escaping fluid un- Start the engine. Run the engine until the temperature
der pressure. reaches the desired range according to the test
thermometer. If necessary, place a cover over part of
If a pressure indication is shown on the indicator, the radiator in order to cause a restriction of the air
push the release valve in order to relieve pressure flow. The reading on the water temperature indicator
before removing any hose from the radiator. should agree with the test thermometer within the
tolerance range of the water temperature indicator.
i02788898
Making contact with a running engine can cause Water Temperature Regulator
burns from hot parts and can cause injury from
rotating parts. - Test
When working on an engine that is running, avoid
contact with hot parts and rotating parts.
The engine runs at a normal temperature, but a 1. Remove the water temperature regulator from the
hot temperature is indicated. No loss of coolant is engine.
found.
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46 KENR6907
Testing and Adjusting Section
i02788939
Table 16 g01417901
Illustration 36
Required Tools Typical example
Tool Part Number Part Description Qty (1) Port
(2) Water manifold
A GE50033 Pressure Gauge 1
Perform the following procedure in order to determine
if the water pump is operating correctly:
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KENR6907 47
Testing and Adjusting Section
1. Remove the piston rings and clean the grooves If necessary, replace the main bearings. Refer
and the piston rings. to Disassembly and Assembly, Crankshaft Main
Bearings - Remove and Install for the correct
2. Fit new piston rings in the piston grooves. procedure.
2. Place each piston ring in the cylinder bore just 2. Check the cylinder block for cracks and damage.
below the cylinder ring ridge.
3. The top deck of the cylinder block must not be
3. Use a suitable feeler gauge to measure piston machined. This will affect the depth of the cylinder
ring end gap. Refer to Specifications, Piston and liner flange and the piston height above the
Rings for the dimensions. cylinder block.
Note: The coil spring must be removed from the oil 4. Check the front camshaft bearing for wear. Refer
control ring before the gap of the oil control ring is to Specifications, Camshaft Bearings for the
measured. correct specification of the camshaft bearing. If a
new bearing is needed, use a suitable adapter to
press the bearing out of the bore. Ensure that the
i02799220 oil hole in the new bearing faces the front of the
block. The oil hole in the bearing must be aligned
Connecting Rod Bearings - with the oil hole in the cylinder block. The bearing
Inspect must be aligned with the face of the recess.
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48 KENR6907
Testing and Adjusting Section
i02846965 Table 18
2. Install the cylinder liners to the cylinder block If the dimensions for the liner flange do not
without seals or bands. Ensure that the cylinder match the specifications, replace the liner. Then
liners are installed to the original positions. repeat the liner projection measurements. If the
dimensions for the depth of the cylinder block
bore do not match the specifications, replace the
cylinder block. Then repeat the liner projection
measurements.
g01456150
Illustration 37
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KENR6907 49
Testing and Adjusting Section
g00443044
Illustration 38
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50 KENR6907
Testing and Adjusting Section
Required Tools
Tool Part Number Part Description Qty
21825617 Dial Gauge 1
A
- Holder 1
g01278054
Illustration 40
Typical example
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KENR6907 51
Testing and Adjusting Section
g00286058
Illustration 41
Flywheel clutch pilot bearing bore
i02801085
Tool Part Number Part Description Qty 4. The difference between the lower measurements
21825617 Dial Gauge 1 and the higher measurements that are performed
A at all four points must not be more than 0.38 mm
- Holder (0.015 inch), which is the maximum permissible
face runout (axial eccentricity) of the flywheel
housing.
Face Runout (Axial Eccentricity) of
the Flywheel Housing Bore Runout (Radial Eccentricity)
of the Flywheel Housing
g00285931
Illustration 42
Typical example g00285934
Illustration 44
Typical example
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52 KENR6907
Testing and Adjusting Section
1. Install Tooling (A) to the flywheel so the anvil of the 6. Turn the flywheel counterclockwise in order to
dial indicator will contact the bore of the flywheel put the dial indicator at position (C). Write the
housing. Refer to illustration 44. measurement in the chart.
g00285932
Illustration 45
Checking bore runout of the flywheel housing
g00763974
Illustration 46
g00286046
Illustration 47
2. While the dial indicator is in the position at location
(C) adjust the dial indicator to 0.0 mm (0.00 inch). Graph for total eccentricity
Push the crankshaft upward against the top of (1) Total vertical eccentricity
the bearing. Refer to Illustration 46. Write the (2) Total horizontal eccentricity
(3) Acceptable value
measurement for bearing clearance on line 1 in (4) Unacceptable value
column (C).
10. Find the intersection of the eccentricity lines
Note: Write the measurements for the dial indicator (vertical and horizontal) in Illustration 47.
with the correct notations. This notation is necessary
for making the calculations in the chart correctly. 11. If the point of the intersection is in the Acceptable
range, the bore is in alignment. If the point of
3. Divide the measurement from Step 2 by two. Write intersection is in the Not acceptable range, the
this number on line 1 in columns (B) and (D). flywheel housing must be changed.
4. Turn the flywheel in order to put the dial indicator
at position (A). Adjust the dial indicator to 0.0 mm
(0.00 inch).
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KENR6907 53
Testing and Adjusting Section
i02801086
g01401686
Illustration 48
(1) Vibration damper
(2) Crankshaft pulley
(1) Spacer for the pulley
(4) Bolts
NOTICE
Inspect the viscous vibration damper for signs of leak-
ing and for signs of damage to the case. Either of
these conditions can cause the weight to contact the
case. This contact can affect damper operation.
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54 KENR6907
Testing and Adjusting Section
Charging System - Test The starting system consists of the following four
components:
Keyswitch
Note: This procedure is only applicable if a charging
system is installed. Start relay
The condition of charge in the battery at each regular Starting motor solenoid
inspection will indicate whether the charging system
operates correctly. An adjustment is necessary when Starting motor
the battery is constantly in a low condition of charge
or a large amount of water is needed. Trouble with the starting system could be caused
by the battery or by charging system problems. If
Test the charging unit and the voltage regulator on the battery is suspect, refer to Troubleshooting,
the engine. Use wiring and components that are a Battery. If the starting system is suspect, refer to
permanent part of the system. This testing will give an Troubleshooting, Engine Will Not Crank.
indication of needed repair. After repairs are made,
perform a test in order to prove that the units have
been repaired to the original condition of operation.
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KENR6907 55
Index Section
Index
A Excessive Bearing Wear - Inspect......................... 39
Excessive Engine Oil Consumption - Inspect........ 39
Air in Fuel - Test..................................................... 24 Engine Oil Leaks into the Combustion Area of the
Air Inlet and Exhaust System .......................... 12, 31 Cylinders .......................................................... 39
Turbocharger ..................................................... 13 Engine Oil Leaks on the Outside of the Engine.. 39
Valve System Components................................ 13 Exhaust Temperature - Test................................... 34
Air Inlet and Exhaust System - Inspect.................. 31
Air Inlet Restriction............................................. 31
F
This document has been printed from SPI. Not for Resale
P
Table of Contents..................................................... 3
Testing and Adjusting ............................................ 23
Testing and Adjusting Section ............................... 23
Turbocharger - Inspect .......................................... 32
Inspection of the Compressor and the Compressor
Housing ............................................................ 33
Inspection of the Turbine Wheel and the Turbine
Housing ............................................................ 33