workshop manual for 4.2482, 4.248, T4.236, 4.236, 4.212 & T4.38 diesel engines © Perkins Engines Limited Peterborough, England 1993 Publication No. 601 TPD 0393 1229 ‘This pubication supercedes the previous elton numbered 601 TPD O682 1082. This publication is written for world wide use. In territories where legal requirements govern engine smoke emission, noise, safety factors etc., then all instructions, data and dimensions given must be applied in such a way that, after servicing (preventive maintenance) or repair- ing the engine, it does not contravene the local regulations when in use. 4206 Series Workshop Manual, Janay 1983,Amendment Status ‘Number Description Date 1 | Note: Amendment page sets 1 to 4 are included in this publication 1985-1988 5 | Torevise and add new information. Jan. 1993, 4.236 Series Workshop Manual, Janvary 1880,CONTENTS Section ENGINE PHOTOGRAPHS A TECHNICAL DATA 8 | OPERATING AND MAINTENANCE ce FAULT DIAGNOSIS > CYLINDER HEAD MAINTENANCE e PISTONS AND CONNECTING RODS F | CYLINDER BLOCK AND LINERS 6 CRANKSHAFT AND MAIN BEARINGS 4 BALANCER UNIT 4 TIMING CASE AND DRIVE kK LUBRICATING SYSTEM L COOLING SYSTEM ™ AIR FILTERS AND FUEL SYSTEM N FLYWHEEL AND FLYWHEEL HOUSING P EXHAUSTER ° COMPRESSOR R ALTERNATOR, DYNAMO AND STARTER MOTOR, s TURBOCHARGER T APPROVED SEAVICE TOOLS ‘Appendix INDEX eI | MARINE SUPPLEMENT | “Operating and maintenance information can be found in the multi-ingual | 4.296 Series Users Handbook Workshop Manual, January 1988,Unified Threads and Engine No. Location All threads used on the 42482, 4248, 74.296, 42368 ‘and 4.212 Engines except perhaps on proprietary equip- ‘ment are Unified Series, and American Pipe Series. Later engines use some metric threads Unified threads are not interchangeable with BSF, and although B.S.W. have the same number of threads per Inch as Unified Coarse Series, interchanging is not recommended. due to a difference in thread form. ‘The Engine Number is stamped on the cylinder block as shown in the illustrations. The number position and composition have been changed at various times as cetalled below. Early 4236 engines (Phase | Type) ae stamped on a ad’on the ight hand side of te cylinder block sbove the roar ond ofthe tappet covers The number conte o'7 digs commencing wi the figure. Where a Teter ‘follows te engine number, the cylinder Block Engine Number Location is ted wih in giameter cylinder head studs (avior 4.28, Phase 11 4296 and 4212 engines) Later 4296 engines (Phase! Type) and esl 4.248 and 4212 engines are stamped on & pad onthe ght hand side of the cyinder block above the dyna oF Utemator, The number consi of 2 comination of gates and letter, eg, 2480251, 2560251 or 2120251 Oiner eters may be. included in the. combination soncting specte‘Womation, 9.8 tor "Cat ro nd of the number fndenes thatthe engine sited with chrome pated exinder ines J current engines numbers are stamped on. label which | is fited to the let hand side of the cylinder black above [ the fuel injection pump. Some engines also have the [engine number stamped at the top of the rear face of [the cylinder block. A typical number for this latest | system is L027 4985102560. The engine number should be quoted in full and in the correct sequence, together with the type of vehicle for machiae in which it is fitted, when requesting Information or ordering parts. = — Engine Number Location Engine Number Location (4.236 Phase | Type) (Current Engine 4.206 Series Workehop Manual, January 1993,FOREWORD ‘This Workshop Manual has been compiled for use in conjunction with normal workshop practice Mentica of certain accepted practices. therefore, has been purposely omitted in order to avoid repetition Reference to renewing joints and cleaning off joint faces, has to a great extent been omitted from the text, it being understood that this will be carried out where applicable. Similarly, it is understood that in reassembly and inspection, all parts are to be thoroughly cleaned, and where present, burrs and scale are to be removed. {t follows that any open ports of high precision components, e.g. fuel injection equipment, exposed by dismantling, will be blanked off until reassembled, to prevent the ingress of foreign matter. To give improved sealing, later engines are built with controlled swell type joints which are titted dry. ‘When fitting setscrews into “through” holes intothe interior of the engine, a suitable sealant should be used. Note: Some setscrews may already have sealant coated threads. These can be identified by the colour of the threads which wil be red or blue ete. Engines built for Massey Ferguson applications are designated A4.248, Ad.236, AT4.296 and A4.212, Where information specific to these engines is reterred to, the appropriate engine designation is given, otherwise the information is the same as listed under standard engine types. For 14.38 engines, the information given will apply as for T4.236 engines, unless otherwise stated. ‘Throughout this manual, whenever the “left” or right” hand side of the engine is referred to, it is that side of the engine when viewed from the flywheel end. | Most of the general information which is included in the multi-lingual 4.236 Series Users Handbooks has not been repeated in this workshop manual and the two publications should be | used together | Read and remember the “Safety precautions”. They are given for your protection and must be used | atall times. 44206 Series Workshop Manual. January 1999,SAFETY PRECAUTIONS | THESE SAFETY PRECAUTIONS ARE IMPORTANT. You | must refer also to the local regulations in the county of | se. Some ites only apply to spectic applications, | 6 Only use these engines inthe type of application for | which they nave been designed. | 6 donot change the specication ofthe engine | # Do not smoke when you put uel nthe tank \16- Clean away fuel which has been spi, Material which [hes been contaminated by fuel must be moved to ® | sale pace, |e 0» not put fuel in the tank while the engine runs | (nies tis solutely necessary) le Do notclean, ads lubricating ol, oF adjust the engine | ie rune (oniess you have the correct training; even | then extreme caution mist be used to prevent inj). |e Do not meke adjustments that you do not | understand. where itcan cause a concentration of toxic emissions «Other persons must be kept at a safe distance while | the engin, or equipment, iin operation |1# Do not permit loose clahing or long hair near | moving pars. |'¢ Keep away trom moving parts during engine | operation. Attention: Some moving parts cannot be | seen clearly while the engine runs. |e char ht he eg om ot i eon | 16 Donot operate the engine if @ safety guard has been | removed | Do not remove the filer cap of the cooling system | while the engine is hot and while the coolant is under pressure, because dangerous hot coolant can be | discharged! ''« Do not use sat water or any other coolant which can | cause corrosion in the closed coolant circuit [2.00 not allow sparks or fire near the batteries | (specially when the batteries are on charge) because the gases from the electrolyte are highly flammable. The | battery fluid is dangerous to the skin and especially to : the eyes. | Asbestos Joints |.* Disconnect the batters terminals before A | a repair ig made to the electrical system, | © Only one person must control the engine. 15 ne a ergo opted ny Hom he ‘© If your skin comes into contact with high-pressure | fuel, obtain medical assistance immediaiay © Diesel fuel and lubricating oll (especially used | lubricating oi) can damage the skin of certein persons. Protect your hands with gloves or a special solution to | protect the ski '® Do not wear clothing which is contaminated by | lubricating ol, Do not put material which is | contaminated with ol into the pockets. | © Discard used lubricating olin a safe place to prevent | contamination. 1 © Do not move mobile equipment if the brakes are not | in good condition. |. Ensure that the control level of the transmission | Grive is in the “out-of-drive” position before the engine | stared | & Use extrome care it emergency repairs must be ‘made & sea or in adverse conditions. © The combustible material of some components of the engine for example cerain seals) can become extremely dangerous i itis bumed. Never allow this | bumt material to come into contact with the skin or with the eyes, Read and use the instructions relevant to asbestos { nts given on this page. [Fit only genuine Perkins parts, | Some joints and gaskets contain compressed asbestos fibres in a rubber compound or in a metal | outer cover. The “white” asbestos (Chrysotile) whichis used isa safer type of asbestos and the risk of | damage to health is extremely small. | The risk of asbestos trom joins occurs at ther edges or I joint Is damaged when a component is removed or if joint is removed by abrasion I | asbestos joints is dismantled or assembled. | ® Work in an area with good ventilation. | © Do not smoke. ‘To ensure that the risk is kept to @ minimum, the procedures glven below must be apptied when an engine which has | Use a hand scraper to remove the joints - do not use a rotary wire brush. | & Ensure that the joint to be removed is wet with ol or water to contain loose partici. | © Spray all loose asbestos debris with water and put it in a closed container which can be sealed for safe disposal. 4.296 Series Workshop Manu, January 1095,Engine Photographs SECTION A Perkins Engines are built to individual requirements to suit the applications for which they are intended and the following engine views do not necessarily typify any particular specification.ENGINE PHOTOGRAPHS—A.2 IEW OF FUEL PUMP SIDE OF T4.236 ENGINE 1 2. 3 4 5 6 7 8 9 Lubricating Oi Filler Cap Atomiser Fuel Filter Fuel Injection Pump Starter Motor Crankshaft Pulley Fan Belt Fan Thermostat HousingENGINE PHOTOGRAPHS—A.3 VIEW OF CAMSHAFT SIDE OF 74.236 ENGINE 10. Induction Manifold 11. Thermostart 12. Exhaust Manifold 18. Alternator 14. Turbocharger 15. Lubricating Oil Dipstick 16. Lubricating Oil Cooler 17. Lubricating Oil Filter 48. Lubricating Oil Sump Drain Plug 19. Flywheel Housing 20. Flywheel 21. Fuel Lift Pump 22. Cylinder Block Drain PlugENGINE PHOTOGRAPHS—A.4 VIEW OF FUEL PUMP SIDE OF 4.248, 4.236 AND 4.212 ENGINES. 1 2. 3 4. 5. 6. 7. 8 9. Lubricating Oil Filler Cap Atomiser Fuel Filter Fuel Injection Pump Breather Pipe Sump Drain Plug Crankshaft Pulley Fan Belt Water Inlet Alternator Pulley Water Pump Pulley ‘Thermostat HousingAa ENGINE PHOTOGRAPHS—A.5 VIEW OF CAMSHAFT SIDE OF 4.248, 4.236 AND 4.212 ENGINES. 13, 14, 15. 16. 17. 18. 19, 20. 21. 22, 23, 24. Induction Manifold Thermostart Alternator Lubricating Oil Filter Dipstick Fuel Lift Pump Starter Motor Flywheel Housing Flywheel Cylinder Block Drain Plug (Right Hand Side) Exhaust Manifold Cylinder Head CoverENGINE PHOTOGRAPHS—A.5 212 ENGINES ag (Right Hand Side)Nominal Bore (4.2482 and 4.248) Nominal Bore (14.296, 4.236 and 4.212) Stroke (4.2482, 4.248, 74.296 and 4.296) Stroke (4212) No. of Cylinders Cubic Capacity (4.2482 and 4.248) Cubic Capacity (T4.236 and 4.238) Gubic Capacity (4212) Compression Ratio (4.2482) { Compression Ratio 4.236 and 4.248) ' Compression Ratio (74.236) | Compression Ratio (4.212-HC Piston | with 3 rings) Compression Ratio (A4.212-LC Piston with 4 rings) Direction of Engine Rotation Firing Order oycle Combustion System Lubricating Oil Pressure SECTION B Technical data 3.975 in (190.98 mm)* 3.875 in (98,49 mm)" 5 in (127 mm) 45 in (1143 mm) Four 248 in? (4.08 litres) 28 in? (3.86 litres) 212 in? (3.47) Iitres) 18: 16:1 15511 vss 155:1 Clockwise from the Front 13,42 Foursiroke Direct Injection ‘Minimum 30 Ibt/n® (2,1 kalvem®) 207 N/m at rated engine speed and normal working temperature. For T4296 engines:itted with piston cooling jets, 37 Ib/in® (26 kal/cm) 258 KN/m* "Nominal —for actual bore size, see pages B.3 and 6.4 ings was fitted to MF engines from Nos, 212UA87001 to 212UA147672. (On A4.212 engines. the HC piston with 3 Details of Maximum Gross Ratings | 4.2482 Engines | General 1 Maximum Torque | Heavy. Duty Maximum Toraue 4.248 Engines General Agricultural end Industrial Maximum Torque | Heavy Duty Agricultural end Industral | Maximum Torque _ 174,236 Engines | General | Maximam Torque ' Heavy Duty 1" Maximum Torque | 14.38 Engines | Vehicle | Maximum Torque 4.236 Engines Vehicle . Maximum Torque : General Agricultural and Industrial Maximum Torque Heavy Duty Agricultural and industrial Maximum Torque 4,212 Engines Agricultural Maximum Torque 60 kW (80 bhp) at 2,600 rev/min 278 Nm (201 let) at 1,400 revrimin ‘54 KW (725 bhp) at 2600 rev/min 236 Nm (176 Ibf ft) at 1.400 rev/min 62 KW (64 bhp) at 2500 rev/min 263 Nm (194 Ibt ft) at 1400 rev/min 59 KW (60 bhp) at 2200 rev/min 285 Nm (210 Ib t) at 1400 rev/min 76 kw (102 bmp) at 2,600 rev/min ‘340 Nm (260 Ibtt) at 1,600 rev/min {87 KW (90 bhp) at 2,500 rev/min 330 Nem (243 ib tt) at 1,400 rev/min 169.5 KW (89 blip) at 2,600 rev/min 296 Nm (236 Ist ft) at 1800 rev/min 61 KW (82 bhp) at 2800 rev/min 256 Nm (194 Io at 1450 rev/min {60 kW (81 bhp at 2600 rev/min 267 Nm (197 Ibf tat 1350 rev/min ‘54 kW (72 bhp) at 2200 rev/min 272 Nm (201 Ibt ft) at 1400 rev/min 48 kW (62 bhp) at 2200 rev/min 229 Nm (169 Ibf ft) at 1360 rev/min All the above ratings are maximum and can vary according to application. For details of individual ratings, apply to your nearest Perkins Distributor. 14206 Series Workshop Manual May, 1986.TECHNICAL OATA—B.2 Recommended Torque Tensions The following figures will apply with the components lightly ciled before assembly. A engines excent T4206 ot cok) Grinder Hose NutsSetsorews (in) Cylinder Head Nuts (4 in early 4296 engines) Syinder Hose NutsSolscrows avn (T4200 cok) | Cylinder Head Setscrews (7) with integral Head 1 “Washer fete) Connecting Roa We ~ Cadnium Connecting Rod Nis" — Prosohated Connecting Rod Nutst Cadmium Plated (silver finish) Phospheted (black finish) Main Searing Setscrews** Main Bearing Setscrewstt Ieler Gear Hub Setocrows | Fuel injection Pump Gear Retaining Setscrews @ BPS Fue ict Pump Gear Retaining Nut Fiyuheel‘Setacrows Fiywhee! Place Bolts | iywneot Housing Setscrews *e UNF (Standars) | Fiynes! Housing Setscrews % UNF (Durock) | Flywnes! Housing Setecrows Ye UNF (4.2482 engines) Camshatt Gear taining Setscrews Crankshat Pulley Retaining Setserw (1) 1187 in (42:4 mm) A/F Crankshat Pulley Retaining Setserew (1) 413 in (98 mm) AE Cadmium Plates (sive finish) Phasphated (back finish) Crankshatt Pulley Reining Setscews (3) Lub. Oi Fer Setserews/Nuts Atomisor Securing Note LAtomiser Clamp Nute Rockershatt Support Brackets (Aluminium) Rockersnat Support Brackets (Cas ron High Pressure Fuel Pipe Nuts Dynamo Pulley Retaining Nut Alternator Pulley Reining Nut (in) Aiternator Polley Retaining Nut (% in) Alternator Pulley Retaining Nut (¥ In) | Atemator Paley Retaining Nut (M27) Balancer Retaining Setscrews Thermostar with Adaptor Piston coalngvoveassembiy (4.26) “For engines preceding the fllowing Engine Nos: {For engines conencing atthe folowing Engine Nos: 212U901 236UA59562 236UH262 212UAt40419 236UAT660A 236USi638 212UA4393A 2a6uc22005 2489045 23696087 236UE5408 24BUA7B127 100 Ib 1 (19.8 kat m)— 128m 60 Ibt tt (8.3 kot m) 00 ft 158 kot — 6 bt 1 (11,8 kot m)~ 120m 70 lot 1(8,7 Kat m) - 95 Nm 90 bf 11(12.4 kat m) ~ 122Nm 75 Ibf ft (10.4 kgf m) — 102 Nm 95 Ibt ft (13.2 kof m) — 129 Nm 150 Ibt ft (20,7 kgf m) — 208 Nm 180 Ibf ft (24.8 kgf m) — 244 Nm 30 Ibt ft (4,1 kgf m) — 41 Nm 20 Ib f (2,8 kgf m) 27 Nm 60 [bf ft (8.3 kat m)~ 81 Nm 80 IDA (11 kgf m) — 108 Nm 90 IDI ft (12.4 kgt m)— 122 Nm 36 Ibf ft (5,0 kgf m) ~ 49 Nm 67 ID ft @.3 kgf m) ~ 91 Nm 42 Ibtf (5,7 kgf m) ~57 Nm 50 IDI it (6.9 kgf m) — 68 Nm 900 Ibf ft (42 kgf m) — 406 Nm 240 tot tt (33kgt m) —325 Nm 285 tot ft (39 kal m) —390 Nm 70 lott (8,7 kgf m) ~ 85 Nm 30 tot (4.2 kgf m) - 41 Nem 14 IDL 1(1,9 kal m) = 18 Nm 8 bff (1,2 kgt m)— 12 Nm 30 tot 1 (8. kgf m= 41 Nev 54 It 1(7.4 kof m)- 74 Nem 15 Ibf ft (2.1 kgt m) — 20 Nm 20 Ibt tt (2.8 kgf m) — 27 Nm 90 Ibt Ht (4.1 kgf m) — 41 Nm 90 Ibt tt (4.1 kgf m) — 41 Nm 42 Ibt tt (5.8 kot m) — 87 Nm 4 Ibt fe (6,1 kgf m) ~ 60. Nm 40 bt (5.6 kal m) ~ 50Nm 30 ib ft (1.4 kgf m) — 19 Nm 20 bt (2.8 kal) ~ 27 Nm For engines preceding the following Engine Nos: For engines commencing at the following Engine Nos: 212use2 £236UA50507 zseusi2i29 212UATI9095 ——296UC199¢9 224806330 ‘3682408 236UE4404 240 As8746 | Note: The engine numbers shown above include a new engine number series which start LD, LF, LG, LM and LJ. SERVICE WEAR LIMITS ‘The following “wear limits" ingicate the condition when It Is cecommended that the respective items should be serviced or replaced. cylinder Heed Bow Transverse Longitudinal Maximum Bore Wear (when reboring o« new liners are necessary) CCrankshatt Main and Big End Journal Wear. Ovality - Maximum Crankshaft End Float Valve Stem to Bore/Guide Clearance inter exhaust 4208 Series Workshop Manual, January 1983, 0.008 in (0,08 mm) 0,008 in (0,15 mm} 0.008 in (0.2 mm) 89015 in (0,04 mm) 0.016 in (0:38 nm) 19.005 in (0,13 mm) 0.006 in (0.15 mm)Service Wear Limits (Continued) Valve Head Thickness between runout of valve seat ‘and face of valve Rocker Clearance on Rocker Shatt Camshaft Journals—Ovalty and Wear Canishaft End Float laler Gear End Float . valve Head Depth below Cylinder Head Face exhaust (Earlier) Valve Head Depth below Cylinder Head Face exhaust (Current) Valve Head Depth below Cylinder Head Face inlet TECHNICAL DATA—B.3 1/82 in (0,78 mm) 0.008 in (0.13 mm) 0,002 in (0.05 mm) 0,020 in (0,51 mm) 10.010 in (0,25 mm) (8.055 in (1,40 mm) maximum 0.073 in (1.85 mm) maximum 0.081 in (1,85 mm) maximum MANUFACTURING DATA & DIMENSIONS ‘The following data of clearances and tolerances are given as a guide for personnel engaged upon major overhauls and the figures are those used in the factory for production purposes. Cylinder Block Total Height of Cylinder Block between Top and Bottom Faces arent Bore Dia. for Cylinder Liner «Chrome Thin Wall) Parent Bore Dia. for Cylinder Liner (Chrome Thick Wall) Parent Bore Dia. for Flang ron) Parent Bore Dia. for Flanged Gylinder Liner (Gast Iron) (74.236, 4.236 and 4212 earlier) Parent Bore Dia. for Flanged Cylinder Liner (Cast (4.2482 and 4.248) and ieter, all engines" Depth of Recess for Liner Flange (Cast Iron) Depth of Recess for Liner Flange (Chrome Thin Wall) ‘early type Depth of Recess for Liner Flange (Chrome Thin Wall) later type . Depth of Recess for Liner Flange (Chrome) Thick Wall ‘Main Bearing Parent Bore Dia ‘Camshatt Gore Gia, No. 1 for Bush (where fitted) Camshaft Bearing Bush internal Dis. fitted Camshatt Bore Dis, No.1 Camshaft Bore Dia. No. 2 Camshatt Bore Dia. No. 3 sss Cylinder Liner (Cast Qn) A7.967/17.378 in (481.12/481,33 mm) .9825/3.9695 in (100185/100.67 mm) 4.0826/4.0695 in (103,19/103,22 mm) 4.081874,0625 in {103,16/103.18 mm} 4,0625/4.0695 in (103,19/103,22 mm} 4.1025/4.1035 in (104,20/104,23 mm) 0.150/0.184 in (981/381 mm) (0.046/0,049 in (1,17/1,25 mm) 0,049/0.081 in (1.25/1,30 mm) (0.150/0.182 in (3,81/3,86 mm) 3.166/8.167 in (80.42/80,44 mm) 2.1875/2.1887 in (55,56/55,59 mm) 2,0000/2.0017 in (50,8/50,84 mm) 2.000/2.001 in (50.80/50.83 mm) 4.990/1-8918 in (50.55/50,59 mm) 1 970/1.9718 in (50,04/50.08 mm) “All later cylinder blocks bored out to 4.1025/4.1035 in (104,20/104,28 mm) as standars. Cylinder Liners Cast Iron (4.2482, 4.248, 14.236, 4.236 and 4.212 engines) Types Outside Dia, of Production Liner Flangeless — 4.248, 4.236 and 4.212 engines Flanged — 4.2482 and 4.248 engines Flanged - 14.236, 4236 and 4.212 engines (earler) Flanged non-Flame Ring ~ all engines (late) Outside Dia of Flanged Prefinished Service Liner 4.2482 and 4248 engines 4.236 and 4.212 engines All Engines - non-Flame Ring Interference Fit of Production Liner in Gylinder Block Flangeless — 4.248, 4.238 and 4212 engines Flanged = Flame Ring 4.2482 and 4.248 engines Flanged - Flame Ring T4236, 4.23€ and 4212 engines Flanged - non-Flame Ring All engines. Transition Fit of Pre-Finished Service Liner Finished Bore Dia. of Production Liners 4.2482 and 4248 engines 74.236, 4236 and 4.212 engines Diy interference Fit (Production) DiyTransition Fit (Prevtinished Service) 4,0860/4.0870 in (103,27/103,30 mm) 4.1045/4.1055 in (104,25/104.28) 40845/4.0655 in (103,26/103.26 mm) 4.1045/4.1085 In (104 25/104,28 mm) 4,102574.1035 in (104,20/106,29 men) 4,0625/4.0635 in (103.19/103,21 mm) 4.1028/4.1035 (104,20/104,28 mm) 0.003/0.008 in (0,08/0,13 mm) { 0,001/0.003 in (0,03/0,08 mm) (.0007/0.002 in 0,02/0,07 mm) 0.001/0.008 in 0,03/0,38 mm) 0.001 in (0,03 mm) 3.9785/3.9795 in (101,05/101,07 mm) 3.877/3.878 in (98,48/98,50 mm) 44206 Series Workshop Manual, January 1999,TECHNICAL DATA—B.4 (Cylinder Liners Cast Iron continued) Bore Dia. of Prefinished Service Liner in Block “4.2482 and 4.248 engines 14236, 4236 and 4.212 engines Height of Top of Liners above Cylinder Block Face | Flangetess/Flanged with Flame Ring Flange Thickness of Liner Earlier 4.236 and 4.212 engines 4.2482, 4.248, 74.238 and current 4236 ang 4212 engines Relationship of Liner Flange to Cylinder Block Face Earlier 4236 and 4212 engines 4.2482, 4.248, T4.236 andi current 4.236 and 4212 engines Manimum Oversize (Rebore) Flangeless Liner (4.296 ‘and 4212 engines only} Overall Length of Liner Flangeless - 4.212 and 4.236) Overai Length of Liner (Flangeless - 4.248) ... Overall Length of Liner (Fianged) - earier Overall Length of Liner (Flanged) non-Flame fing All Engines - later Cylinder Liners Chrome — Thin Wall (4.236 engines) Type Outside bia, of Liner Depth of Liner below Cylinder Block Top Face (Early Type) Depth of Liner below Cylinder Block Top Face (Later Type) Flange Thickness (Early Type) Flange Thickness (Later Type) Inside Dia. of Liner alter fiting Overali Length of Liner Cylinder Liners Chrome — Thick Wall (4.236 engines) Type Outside Dia. of Liner Depth of Liner Flange below Cylinder Block Top Face Height of Liner ahove Cylinder Block Top Face Flange Thickness Inside Dia. of Liner atter fitting Overall Length of Liner Pistons (4.2482 Engines) - 3 Ring Type Piston Height in relation to Oylinder Block Top Face Bore Dia. for Gudgeon Pin Compression Ring Groove Width, Number 1 Compression Ring Groove Width, Number 2 Scraper Ring Groove Width, Number 3 (Pistons have hard anodised crowns and must not be topped) istons (4.248 engines)-4 Ring Type Piston Height in relation 1 Cylinder Block Bore Dia. for Gudgeon Pin Compression Ring Groove Wiath, Numbers 1, 28 3 Scraper Ring Groove Width, Number 4 (plain piston) Scraper Ring Groove Width — No, 4 (inserted piston) 4.206 Saris Workshop Marval January 1993. 9,980/3.98¢ in (101,09/101.12 mm) 3.878/3.879 in (98,50/96,52 mm) 0.028/0.037 in (0,71/0,84 rm) 0.144/0.148 in (386/9,71 mmm) 0.180/0.152 in (8.81/3.86 mm) 0.004/0.010 in (0,10/0:25 mm) Below (0.002 in (0,3 mm) Above to-0.004 in (0,10 mm) Below +0.030 in (+0,78 mm) 9.005/8.018 in (228,7/228 mm) £8.805/8.815 in (223,85/223,90 mm) 8.941/8.954 in (227,10/227.43 mm) £8.899/8.990 in (226,04/226,84 mm) Dry—Transition Fit '3.9625/3.9635 in (100,65/100,67 mm) 0.001/0.008 in (0,025/0.28 mm) 0.004/0,008 in (0,102/0,208 mm) (0,040/0,085 in (1,016/1,143 mm) (0.043/0,085 in (1,092/1,143 mm) 3.8785/3.879 in (98,47/88,53 mm) 18.9212/8.8912 in (228.6/225.8 mm) Ory—Transition Fit 4.0825/4.0635 in (103,19/103.21 mm) 0.004/0.008 in (0,102/0,203 mm} 0.028/0.095 in (0,71/0.89 mm) 0.144/0:146 in (9.66/3.71 mm) 3.877/3.8795 in (88.48/98,84 mm) 18.939/8.954 In (227.05/227.48 mm) Squish Lip—Re-entrant Bow! 0.016/0.023 in (0,41/0,59 mm) above 1.97485/1.87508 in (34,92/3493 mm) 0.1015/0.1024 in (2,88/2,60 mm) 0,1008/0.1015 in (2,56/2,58 mm) 0.1984/0.1992 in (5,04/5,08 mm) Cavity 19 crown (0.002/0.0%0 in (0.05/0.28 mm) above 1.97485/1.37505 in (34.92/34.93 mm) 0.095770.0967 in (2.49/2 46 mm) 0.2525/0.2896 in (6.41/6.44 mm) (0.189/0.190 in (4.80/4.88 mm)Pistons (4.248 Engines) — 3 Ring Type Piston Height in relation to Gylinder Block Top Face Bore Dia. for Gudgeon Pin Compression Ring Groove Wiath, Numbers 1 and 2 Scraper Ring Groove Width, No. 3 Pistons (T4.236 Engines) - 3 Ring Type Piston Height in relation 10 Cylinder Block Top Face | (@t 2600 rev/min engine rated speed) Bore Dia, for Gudgeon Pin Compression Ring Groove Width Number 1 Compression Ring Groove Wi Number 2 Scraper Ring Groove Width, Number 3 th Pistons (4.236 engines) - 5 Ring Type Piston Height in relation to Cylinder Block’ | (at 2600 rev/min engine rated speed and below) Piston Height in relation to Cylinder Block" I (@t2600 revimin engine rated speed and below) Piston Height in relation to Cylinder Block | (at 2800 rev /min engine rated speed) Bore Dia. for Gudgeon Pin ‘Compression Ring Groove Width = Numbers 1, 2,3 Scraper Ring Groove Width - Numbers 4 and § Pistons (4.236 engines) ~ 3 Ring Type | Piston Height in relation to Cylinder Block Face | (at 2800 rev/min engine rated speed) Piston Height in relation to Cylinder Block Face | (@t 2600 rev/min engine ratec speed) Bote Dis, for Gudgeon Pin Compression Ring Groove Width, No. 1 Compression Ring Groove With, No. 2 Scraper Ring Groove Width, No.2 Pistons (4.212 engi Type Piston Height in Relation to Cylinder Block Bore Dia. for Gudgeon Pin Compression Ring Groove Wieth. Numbers 1, 2 & 3 Scraper Ping Groove Width, Number 4 1es) - 4 Ring TECHNICAL DATA—B.5. cavity in Crown (.002/0.010 in (0.05/08 mm) above 1,37485/1 37505 in (34,92/34,93mm) 0,1015/0.1026 in (2,88/2,60 mm) 0.198470 1992 in (5,04/5,08 mm) Cavity in Crown (0.014/0.028 in (0,35/0.88 mm) above 115000/1,50002 in (38,10/38,106 rm) Tapered 0.0955/0.0963 in (2.49/2.45 mm) 0.1885/0.1898 in (4,79/4,81 mm) Cavity in Grown 0.003/0.010 in (0,08/0,25 mm) above (0.014/0.028 in (0,38/0,58 mn) 0.011/0.019 in (028/0,48 mm) above 1.97485/1.87808 in (84,92/94,93 mm) (0.0987/0.0967 in (2,43/2,46 mm) (02525/0.2598 in (6.41/6,44 mm) CCaviy in Crown ~Contelied Expansion - Inserted Top Groove (0.011/0.018 in (0,28/0,48 mm) above 0.014/0.028 in (0,35/0,58 ma) above 41.97485/1.97505 n (34,928/36.994 mm) 11097/0.098 in (2,47/2.49 mm) (0096/0.097 in (2:45/2.47 mm) 01885/0.1892 in (4,7914,81 mm) Cavity in Crown 0.015/0.021 in (0,98/0,53 mm) above 41,97486/1,37505 in (94,92/3493 mm) 0.0987/0.0967 in (2,48/2,46 mm) 0.2525/02595 in (6,41/6,44 mm) *Before engine number 236U147150L, 236UA1 10048L, 236U 135765, 296US24721L “From engine number 236U147 150L, 296UA1 10048L, 236135765, 23€US24721L | Note: The engine numbers shown above include @ new series of engine numbers which start LD, LF, LG, LM and Li. 8 Seles Wersshep Manual, January 1985.TECHNICAL DATA—B.6 Piston Rings (4.2482 Engines) ‘Top Compression ‘Second Compression ‘Third Seraper Compression fing Width No. 1 Clearance in Groove No, 2 Clearance in Groove No, 8 Scraper Ring Width No. 3 Clearance in Groove ing Gap, No. 1 ing Gap, No. 2 Ring Gap, No. 3 Piston Rings (4.248 Engines) — 4 Ring Top Compression “2nd and 3x0 Compression 44th Scraper Compression Ring Width, Ring Clearance in Groove, Numbers 1. 2 & 3 Ring Gap — Chrome fing Gap — Cast ron Ring Gap —Sereper Molyodenum Faced—internally Stepped—Barrel Faced Internally Stepped—Taper Faced ‘Chrome Faced—Spring Loaded Conformable 0.097/0.098 in (2.46/2.49 mm) 0.00257/0.0054 in (0,09/0,14 mm) 0.0028/0.0045 in (0,07/0.11 mm) 0,1954/0.1984 in (4,96/4,99 mm) 0.002/0.0042 in (0,05/0,11 mm) 0.016/0.034 in (0,41/0,86 mm) 0.012/0.090 in (0,30/0,76 mm) .012/0.096 in (0.30/0.91 mm) Chrome insert — Parallel Face/Bar Internally Stepped Spring Loaded Conformable, 0.0928/0.0038 in (2,96/2,38 mm) 0.0019/0.0039 in (0,08/0,10 mm) 0.016/0.036 in (0,41/0,86 mm) 0.012/0,030 in (0,30/0.76 mm) 0.012/0.036 in (0,30/0.91 mm) varies according to type of ring. Fa "On A4248 engines rated up to 2.000 rev/min, the 2nd compression ring is plain cest iron 10n some earlier Aé.248 engines, the Ath ring was a sealed power scraper. (On some later engines, the 2nd and Srd compression rings, internally stepped, are chrome plated Piston Rings (4.248 Engines) — 3 Ring ‘Top Compression ‘Second Compression Third Scraper Compression Ring Width Nos. 1 and 2 Compression Ring Clearance in Groove No. 8 Scraper Ring Width No. 8 Clearance in Groove Ring Gap, No. 1 ing Gap, No. 2 ing Gap, No. 3 Piston Rings (T4.236 Engines) No. 1 Compression INo. 2 Gompression No. 3 Seraper No. 1 Compression width No. 2 Compression Width No, 2 Clearance in Groove No. 8 Scraper Width No, 8 Clearance in Groove ing Gap, No. 1 ing Gap, No. 2 Ring Gap, No. 8 Piston Rings (4.236 engines) — 5 Ring “Top Compression Second and Third — Compression Fourth — Scraper : th — Scraper ji Molybdenum Faced—Iinternally Stepped—Barrel Faced Internally Stepped—Taper Faced Chrome Faced—Spring Loaded Conformable 0.997/0.088 in (2,46/2.49 mm) 0.0017/0.0027 in (0,04/0,07 mm) 0,1954/0.1964 in (4,98/4,99 mm) 0.002/0,0038 in (0,05/0,10 mm) 0.016/0.034 in (0.41/0,86 mm) 0.016/0.034 in (0,41/0,86 mm) 0.016/0.094 in (0,41/0.86 mm) Molybdenum Faced Wedge (Chrome Taper Faced Chrome Faced Spring Loaded Conformable Wedge Shaped 10.095/0.0935 in (2,96/2.57 mm) 0.002/0.0033 in (0,05/0,08 mm) (0.186/0.1875 in (4.72/4,78 mm) 0.001/0.0033 in (0,03/0,08 mm) 0.016/0.024 in (0,25/0.61 mm) 8.010/0.027 in (0,25/0,88 mm) 0.010/0.031 in (0,25/0.78 mm) ‘chrome Fat Internally Stepped Spring Loaded Conformabie Maxigroove "A cast Iron compression ring is fied when a chrome liner Is used or on certain Agricultural applications ‘earlier engines, the fourth ring was a maxigroove and where combine harvester engines used a four ring kit In 2 five groove piston, @ maxigroove has been added to the filth groove, 14286 Sates Workshop Manval January 1898,Scraper Ring Width— Fourth and Fifth Ring Clearance in Groove. Ring Gap— Chrome Compression Ring Gap — internally Stepped Compression Ring Gap — Maxigroove Scraper Piston Rings (4.236 engines) ~ 3 Ring Top Compression ‘Second Compression Thira Scraper ‘Top Compression ing Wieth Clearance in Groove Second Compression Ring With Clearance in Groove Scraper Ring Wrath Clearance in Groove Fling Gap, No. 1 Ring Geo, No. 2 Ring Gap, No. 3 Piston Rings (4.212 engines) High Compression Piston Top Compression ‘Second Compression ‘Third Scraper Second Compression Third Compression ‘Fourth Scraper Compression Ring Wieth—Number 1 Compression Ring Widths—Numbers 2 and 3 Ring Clearance in Groove—Number 1 Ring Clearance in Groove—Numbers 2 and 3 Ring Gap— Chromed . ing Gap — Cast Iron On some 4212 engines. the 4th ring was Type Outside Dia, of Gudgeon Pin Length of Gudgeon Pin Fit In Piston Boss Gudgeon Pin (14.236 Engines) Type Outside Dia. of Gudgeon Pin Length of Gudgeon Pin Glearance Fit in Piston Boss Type Outside Dia. of Small End Bush Length of Small End Bush inside Dis, before Rearing inside Die. ater Reaming Clearance between Small End Bush and Gudgeon Pin Gudgeon Pin (4.2432, 4,248, 4.236 and 4.212 Engines) TECHNICAL DATA—B.7 0.0928/0.0038 in (2,96/2,38 mm) (0.0018/0,0089 in (0,05/0,10 mm) 0.249/0260 in (6,33/6,95 mm) (0.0026/0.0045 In (0,06/0,11 mm) 0.016/0.034 in (0,41/0,86 mm) 0.012/0,080 in (0,30/0,76 mm) 0.012/0,080 in (0,30/0,76 mm) Chrome Barrel Face, internal Chamter ‘Chrome Taper Face ‘Chrome Face ~ Spring Loaded Conformable 0.0930/0.0835 in 2,96/2,87 mm) 10.0085/0.005 in 0,08/0,13 mm) 10.0980/0.0935 in (2,882.87 mm) 0.0025/0.008 in (0.08/11 men) 101860/0.1865 in (4,73/4,74 mm) (0.0020/0.0032 in (0,08/0,08 mm) (0.010/0.022 in (0,25/0,55 mm) 0.008/0,022 in 0,20/0.55 mm) 0.010/0.038 in (0,28/0,81 mm) Chrome Faced Chrome Faced Internally Stepped Spring Loaded Contormable Chrome Plates Cast Iron—Plain Internally Stepped Spring Loaded Conformable 0,0927/0.0887 In (2,85/2,28 mm) 0,0928/0.0888 in (2,96/2,38 mm) 0.002/0,004 in (0,05/0,10 mm) 0.001970.0039 in (0,05/0,10 mm) 0.018/003¢ in (0,41/0,88 mm) 0.012/0.030 in (0,20/0.78 mm) sealed power scraper. Fully Floating 41,8748/1.375 In (94,92/34,98 mm) 3.297/8.312 In (83,74/84,12 mm) Transition Fully Floating 1.4988/1,5000 in (38,095/38,100 mm) 3244/3.260 in (82,40/82,80 mm) 0.000/0.0004 in (0,000/0,010 mm) ‘Small End Bush (4.2482, 4.248, 4.236 and 4.212 Engines) ‘Stoel Backed, Lead Bronze Lined 1.595/1.8985 in (38,99/39,03 mm) 1.316/1.396 in. (33,43/33,83 mm) 1.859/1.969 In (34,52/34,62 mm) 1.37575/1.3765 In (34,94/34,96 mm) (0.00075/0.0017 in (0,019/0,043 mm) 4206 Series Workshop Manus January 1999,TECHNICAL DATA—B. ‘Small End Bush (4.236 Engines) Type Outside Dia, of Small End Bush Inside Dia after Reaming Clearance between Smail End Bush and Gudgeon Pin ‘Steel Backed, Lead Bronze Lined 1.85975/1.66126 in (42,16/42,20 mm) 1.50075/1 5015 in (38,12/38,14 mm) 0.00075/0.0017 in (0,019/0,043 mm) Connecting Rod (4.2482, 4.248, 4.296 and 4.212Engines) Type oe Cap Location to Gonnecting Rod Big End Parent Bore Dia, ‘Small End Parent Bore Dia, Length fiom Centre Line of Big End to Centre Line of ‘Small End Big End, Wicth Connecting Rod (14.236 Engines) Type Cap Location to Connecting Rod Big End Parent Bore Dia ‘Small End Parent Bore Oia Length trom Centre Line of Big End to Centre Line of ‘Small End Big End Width Connecting Rod Alignment H" Section Serrations 2.6460/2.6485 in (67,21/87.22 mm) 1.53128/1.59225 in (38,90/38,92 mm) 8.624/8.626 in (219.05/219,10 mm) 1.577/1.580 in (40,06/40,18 mm) 'H Section — Wedge Shaped Small End Serrations 2,6460/2.6465 in (67.21/67.22 mm) 4.65625/1,65725 in (42,0742,08 mm) 18.624/8.626 in (219.05/219,10 mm) 41,877/1,580 in (40,06/40,13 mm) Large and small ond bores must be square and parallel with each other within the limits ef = 0.010 in (0.25 mm) ‘measured 5 in (127 mm) each side of the axis of the rod on test mandrel as shown in Fig. 6.1. With the small end bush fited, the limit of 0.010 In (0,25 mm) Is reduced to * 0.0028 in (0.06 mm) = SE és 58 Sin es| 127mm +t a Sin 127mm L+£0-010in £0,254mm| Crankshaft Overall Length Main Journal Dia, ‘Main Journal Length—No, 1 Main Journal Length Nos. 2, 4 and 5 *Main Journal Length—No. 3 ‘Main Journal Fillet Radi rankpin Dia. : Grankpin Length *Crankpin Fillet Radi ‘Surface Finieh—All Journals *Sutface Finish = Fillet Rat Main Journal and Crankgin Regrind Undersizes “Fillet radi and surface finish must be maintained during regrinding 4.236 Sates Workshop Manus, Jaany 183. Bu 24.01/24.08 1n (609,85/610.62 mm) 2.9984/2.9992 in (76,16/76,18 mm) 4.458/1.473 in (38,91/87.41 mm) 11545/1.549 in (99,24/39,34 mm) 4.738/1.741 in (44,15/44,22 mm) 0.14570.158 in (8,68/3.98 mm) 2.4988/2.4996 In (69,47/63,49 mm) 4,5885/1.5915 in (40,95/40,42 mm) 0.145/0.156 in (9,68/3.96 mm) 16 micro inches (0,4 microns) maximum 50 micro inches (1,3 microns) maximum 0.010, 0.020 and 0.030 In (0.25, 061 and 0,76 mm)Oil Seal Helix Dia. (rope seals only) (ll Seal Helix Width oe Oil Seal Helix Depth Flange Dia. ‘Spigot Bearing Recess Depth Spigot Bearing Recess Bore Crankshaft End Float TECHNICAL DATA—B.9 9.124/3.128 in (79,35/78,38 mm) (0050/0.080 in (1,27/2,03 mm) (0,004/0.008 in (0,10/0.20 men) 5.247/5.249 in (189,27/199,32 mm) 0.781 in (19,84 mm) 1.8497/1.8602 in (48,98/47,00 mm) (0002/0.015 in (0,05/0,38 mm) Length of No. 3 main journal not to exceed 1.759 in (44,68 mm) after regrinding. Width of crankpins must not exceed 1.5985 in (40,55 mm) after regrinding, Where necessary use oversize thrust washers to suit. | crankshafts Part No, 31918542, 31315661, 1315872, 31915884, 31315984, 01915986, 31315991, 31576204, 31316224, 31316235, 31316237 and 31916241 are tulitrided and must be re-tuffrided after any regrinding has taken place (see page 112), Wher Crankshaft Thrust Washers Type . Position in Engin ‘Thrust Washer Thicknest (STD) ‘Thrust Washer Thickness (O/S) ‘Thrust Washer Outside Dia. Thrust Washer Inside Dia, Main Bearings Type Shel! Width—Nos. 1, 2, 4, and Shell Width—No. 3 Outside Dia, of Main Bearing Inside Dia. of Main Bearing. Main Bearing Running Cleerance .. Shell Thickness Connecting Rod Bearings Type Shell wieth Outside Dia, of Con, Rod Beating Inside Dia. of Con. Rod Bearing Con. Rod Bearing Running Clearance Shell Thickness Camshaft No. 1 Journat Dia. No. 1 Cylinder Block Camshaft Bore Dia. No. 1 Journal Running Clearance No. 2 Journal Dia No, 2 Cylinder Block Camshaft Bore Dia, No, 2 Journal Running Clearance No. 3 Journal Dia, : No, 3 Gylinder Block Camshatt Bore Dia No. 3 Journal Running Clearance Cam Litt Cilways for Rocker Shaft Lubrication facilites for re-tuftriding are not available then a factory replacement crankshaft should be obtained. Steel Backed, Aluminium Tin or Lead Bronze Faced Centre Main Bearing 0.089/0.091 in 2,26/2,31 mm) 0.096/0.089 in (2,44/2,51 mm) 4.085/4.098 in (103,84/104.90 mm) 3.420/3.480 in (86.87/87.12 mm) Pre-Finihed, Stee! Backed, Aluminium Tin or Lead Bronze Faces 41.245/1.255 in (91,62/31.88 mm) 1.435/1.-448 in (96,45/98,70 mm) 3.167 in (80.41 mm) 3.0010/8.0026 in (76,29/76,27 mm) 0,001870.0042 in (0,05/0,1" mm) 0,0822/0.0825 in (2,088/2,088 mm) Pre-Finshee, Stee! Sacked, Aluminium Tin or Lead Bronze Faces 41.245/1.258 in (31,62/91,88 mm) 2.6465 in (67,22 mm) 2.5008/2 5018 in (63,52/63,58 mm) 0.0012/0.0081 in (0,08/0,08. mm) 0.0728/0.0726 in (1,896/1,844 mm) 1,9965/1.9975 in (60,71/50,7 mm) 2,000/2.001 in (50,8/50.83 mm) (0.0025/0.0045 In (0,08/0,11 mm) 41,9865/1 9875 in (50,46/50,48 mm) 11990/1.982 In (50,55/50,60 mm) 0,0025/0.0083 in (0,08/0,14 mm) 1.9865/1.9675 in (49,98/49,98 mm) 1.970/1.872 in (50,04/50,08 mm) (0,0026/0.0088 in (0,08/0.14 mm) (0.300/0.308 in (7,62/7,70 mm) No. 2 Journal 4206 Gores Workshop Manuak March, 1988.TECHNICAL DATA—B.10 Camshaft Thrust Washer Type ‘Thrust Washer Outside Dia Cylinder Block Recess Dia. for Thrust Washer Clearance Fit of Washer in Recess ‘Thrust Washer Inside Dia. ‘Thrust Washer Thickness Cylinder Block Recess Depth for Thrust Washer (Earlier Type) (Later Type) 5 : (Current Type) ‘Thrust Washer Protrusion beyone Cylinder Block Front Face ~ (Earlier Type) Se (Later Type) Sc ‘Thrust Washer Relationship to Ovinder Block Front Face (Current Type) Camshatt End Float Cylinder Head Oylinder Head Length Gylinder Head Depth ‘Skimming allowance on Gylinder Head Face ‘Min. Cylinder Head Depth after Skimming Max. Nozzle Protrusion after Skimming Leak Test Pressure Valve Seat Angie Valve Seat Angle (iniet—T4.238 engines only) Valve Bore in Cylinder Head Valve Guide Parent Bore Dia 360° 2872/2874 in (72,95/73,00 mm) 2.875/2.885 in (78.08/73,28 mm) 0.001/0.013 in (0,0370,38 mm) 175 in (4445 mm) 0.216/0.218 in (5.47/5,54 mm) 0.152/0.184 in (3.96/31 mm) 10.187/0.190 in (4,75/4.89 mm) 0.218/0.218 in (6.46/5.53 mm) (0.082/0.086 in (1,58/1,68 mm) (0.026/0.031 in (0,66/0,79 mm) -0.002/-40.008 in (-0.05/+0,07 mm) 0,004/0.016 in (0.10/0,41 mm) 19.825 in (504,82 mm) 4.0625 in = 0.015 in (103,20 mm * 0,38 mm) 0.012 in {0,30 mm) 4.0355 in (102,51 mm)* 0.475 in (4.48 mm) 30 iivin® (2.11 kgllem?) ~ 206 kL 4s 20° (0.37425/0.97525 in (9,51/9,53 mm) 018247/08257 in (1587/2589 mm) “Minimum Gylinder Head Depth quoted is nominal and Skimming Allowance must be governed by the Maximum Noz- tle Protrusion Permissible. Valve Guides (fitted) Inside Dia.—inlet and Exhaust Outside Dia Interference Fit of Guide in Cylinder Head Bore Depth of Counterbore—Exhaust Gi Overall Lenath of Guide - Exnaust | Overa| Length of Gude ~ inte I Guide Protrusion Above Cylinder Head Top Face Exhaust Valves Valve Stem Dia, Clearance Fit of Valve in Guide (it fitted) Clearance Fit of Valve in Head Valve Head Oia. Valve Face Angie Valve Head Depth below Cylinder Head Face (earlier) Valve Head Depth Below Cylinder Head Face (current) Overall Length of Valve Service Valve Stem Oversizes Inlet Valves Valve Stem Dia. CClearence Fit of Valve in Guide (i fitted) Clearance Fit of Valve in Head Valve Head Dia. ‘Yalve Face Angie Vaive Face Angle (74.236 engines only) Valve Head Depth Below Cylinder Head Face Overall Length of Valve .. Service Valve Stem Oversizes Inner Valve Springs Fitted Length Load at Fitted Length Fitted Position 4.298 Series Workshop Manual March, 1288 0.875/0.376 in (9,53/8,55 mm) (0.6259/0.6265 in (15,89/15,91 mm) (0.0002/0,0018 in (0,005/0,046 mm) (0.4062 in (10,82 mm) 2.4976 In (61,92 mm) 2.261 in(57:94'mm) (0.584 in (15,09 mm) 0.372/0:3728 in (9,48/9.47 mm) 0.00228/0.004 in (0,06/0,10 mm) (0.00145/0.00325 in (0,04/0,08 mm) 1.435/1,445 in (36,45/36,70 mm) fe 0.028/0.039 in (0,74/0,99 mm) 0.047/0.087 in 1,19/1,48 mm) 4847/4,863 in (123,11/123,52 mm) 0.003, 0.015 and 0.030 in (0,08, 0,98 and 0,76 mm) 0.9725/0.8735 in (9,46/9,48 mm) 0.0015/0.0086 in (0,04/0.08 mm) (0.00075/0.00275 in (0,02/0.07 mm) 41.738/1.746 in (46,09/44,98 mm) ne 30° (0.095/0.045 in (0,89/1.14 mm) 4.831/4.847 in (122,71/123,11 mm) 0.002, 0.015 and 0.030 in (0,08, 0,98 and 0,76 mm) 1.5625 1p (98,7 mm) 18.4 Ib 1 Ib (7 kg * 0,45 kg) Damper Coils to Cylinger HeasOuter Valve Springs Fitted Length Load at Fitted Length Fitted Position Single Valve Springs (Fork Lift Trucks 4.236/4.2482) Fite Lenath Load at Ftea Length Fries Position Tappets Overall Length Outside Dia. Tappet Shank Oylinder Block Tappet Bore Dia, Tappet Running Clearance in Bore Outside Dia. of Tappet Foot Rocker Shaft Overall Length of Shaft Outside Dia, of Sha Rocker Levers Inside Dia, of Lever Bore Lever Clearance on Rocker Shalt Rocker Levers with Replaceable Bushes Lover Parent Bore Outside Diameter of Bush Interference Fit of Bush in Bore Finish Machine Bush Boce Clearance of Bush on Shah Valve Clearances Clearances between Valve Stem and Rocker Lever Valve Timing eter to Page Ké. Camshatt Ges Number of Teeth Inside Dia. of Gear Boss Outside Dia. of Camshaft Hub Fit of Gear on Camshaft Hub Fuel Pump Gear (Hydraulically Governed Pumps) Number of Teeth - Inside Dia. of Fuel Pump Gear Bore ‘Outside Dia, of Gear Carrier Funning Clearance of Gear on Carrier Fuel Pump Gear (Mechanically Governed Pumps) Number of Teeth Inside Dia of Gear Bore 1D P.A. Pump). Fue! Pump Hub Dia. (OPA Pun) Inside Dia of Gear Bore (DPS. Pur) Idler Gear and Hub - Standard Number of Teeth | Bore Dia. of Gear Bush (requires boring In situ) | Outside Dia. of Gear Hub | Running Clearance of Gear on Hub Idler Gear Width Ineluging Sushes ‘Hub Width loler Gear End Float TECHNICAL DATA—B.11 41.780 in (45.22 mm) 40 Ib = 2 Ib (18,1 kg ** 0.91 ko) Damper Calls to Cylinder Head 1.6300 in (41.40 mm) 56.4 Ib +/~ 910 (25,5 ka +/ 1.26 ka) No Damper Goi 2.96875 in (75,41 mm) 0.7475/0.7485 in (18,98/19,01 mm) 0.750/0.7513 in (18,05/19,08 mm) 0.001570.0038 in (0,04/0,10 mm) 41.1875 in (30,18 mm) 16.796 in (426.62 mm) 0.7485/0.7498 in (18,01/19.04 mm) 0.7505/0.7520 in (19,08/19,10 mm} (0.001/0,0098 in (0,03/0,09' mm) 0.875/0.8762 in (22,28/22,26 mm) 0.877/0.8785 in (22.28/22,31 mm) 10,000870.0095 in (0:02/0,09 mm) 0.7505/0.752 In (19,06/19,10 mm) (0.001/0,0035 in (0,03/0,08 mm) 0.012 in (0,30 mm) Cole 56 1.375/1.876 in (34,99/34,96 mm) 13741/1.3747 in(24,90/94,91 mm) ~0.0000/+ 0.0013 in (-2.02/+0,03 mn) 56 1.6250/1.6262 in (41,28/41,30 mm) 1.6225 /1.6288 in (41,19/41,24 mm) 0.0042/0.0087 in (0,03/0,08 mm) 56 1.750/1.751 in (44,45/44,47 mm) 1.748/1.7488 in (44,40/44.42 mm) Tapered 63 41.9991/2.0000 in (50,78/50,80 mm) 41.9961/1.9875 in (60,70/50,74 mm) 0.0016/0.0039 in (0,04/0,10 mm) 1.4885/1.1875 in (30:14/30,16 mm) 41.1915/1/1945 in (30.26/30.33 mm) 0.004/0.008 in (0,10/0,20 ram) 44256 Series Workshop Manual March, 1958.TECHNICAL DATA—B.12 Idler Gear and Hub — Heavy Duty No. of Teeth’ Sore Dia. of Gear Bush (requires boring in situ) Outside Dia. of Gear Hud Running Clearance of Gear on Hub loler Gear With Idler Gear Thrust Washer Thickness. Hub Wicth Idler Gear End Float Compressor Drive Housing Assembly Wabeo Rear Housing Bearing Bore Outside Dia of Fear Bearing Interterence Fit of Bearing in Housing Inside Dia, of Bearing i. Outside Dia. of idler Gear Shatt Intertence Fit of Bearing on Shaft Front Housing Bearing Bore Outside Dia. of Front Bearing Interference Fit of Bearing in Housing Inside Dia. of Bearing Outside Dia of idler Gear Shatt Interference Fit of Bearing on Shaft No.of Teeth each gear Outside Dia of Idler Gear Shaft, Front and Rear Inside Dia. of Gears, Front and Rear . Clearance Fit of Gears on Shatt Inside Dis. of Drive Gear Outside Dia. of Drive Shaft Crankshaft Gear Number of Teeth Gear Bore Crankshatt Dia, for Gear Timing Gear Backlash All gears ‘Sump Sump Capacity (Standard) Dipstick Position Strainer Location Oil Pump Type of Pump No. of Lobes—Inner Rotor Concentric No, of Lobes—Outer Rotor Concentric No. of Lobes—Inner Rotor Hobourn Eaton No, of Lobes—Outer Rotor Hobourn Eaton .. Drive Position on Engine Pump Clearances Pump Part No, 41914054/41314182 (Concentric) Inner Rotor to Outer Rotor Inner Rotor End Clearance Outer Rotor End Clearance Outer Rotor to Pump Body Pump Part No. 41314081 (Hobourn Eaton) Inner Rotor to Outer Rotor Inner and Outer Rotor End Clearance Outer Rotor to Pump Body 4.208 Sanes Workshop Manual, Janvary 198, 6 1.9998/2.0007 in (50,79/80,82 mm) 1.996/1.997 in (80,70/80,72 mm) 0.0028/0.0047 in (0.07/0,12 mm) (0.9375/0.9425 in (23,81/23.94 mm) 0.119/0.122 in (8.02/3,10 mm) 4.1915/1.1945 in (20.26/90,33 mm) (01008/0.016 in (0,20/0,41 rir) 4.258/1.259 in (31,972/31,988 mm) 1.259/1.260 in ($1,986/32,003 mm) -0.00007/+ 0.0012 in (-0,002 + 0,031 mm) (05901 /0.5906 in (14,989/15,003 mm) (05904/0.5908 in (14,997/15,008 mm) -0,00007/+ 0.0002 in (-0,019 + 0,008 mm) 3.344/3.345 in (64,962/84,984 mm) 3.345/3.346 in (84,980/85,005 mm) -0.0016/+0.0018 in {-0,043 + 0,004 mm) 47710V1.7717 in (44,985/45,003 mm) 17 74/1.772 in (45,002/45,018 mm) -0.0012/+ 0.00008 in (-0.033 + 0.001 mm) a (08751/0.8755 in (22,228/22,240 mm) (0.8750/0.8759 in (22,225/22.250 mm) -0.0006/+ 0.0008 in (-0, 018 + 0,022 mm) Taper Taper 28 1.875/1.876 in (47,69/47,65 mm) 1,8750/1.8755 in (47:63/47.64 mm) 0.008 in (0,08 mm) minimum 14 pts (B titres) Lott or Right Hand Side (On Suction Pige of Lub Rotor Type Three or Five (centre mounted Balancer. sx) Four oF Six (contre mounted Balancer, seven) Four Five £8 Ider Gear trom Crankshatl Gear (cente mounted Balancer, ‘off Balancer give shalt 0,001/0.008 in (0.025/0,078 mm) 0,0015/0.003 In (0,098/0,078 mm) 0.0005/0.0028 in (0,013,/0,068 mm) ..001/0.008 in (0,025/0.076 mm) 0.001/0.008 in (0,028/0,152 mm) 0,001/0.008 in (0,025/0.127 mm) (0.0058/0.010 in (0,199/0.254 mm)| Pump Part No. 4132F012 (T4.236) Inner Rotor to Outer Rotor Inner Rotor End Clearance | outer Rotor End Clesrance | Outer Rotor to Pump Body Clearance TECHNICAL DATA—B.13 0,0015/0.005 in (0,088/0,133 mm) 0.0015/0.004 in (0,038/0, 101 mm) 0.001/0.008 in (0.025/0,088 mm) 0.006/0.018 in (0,159/0,390 mm) Pump Part No. 4132F014 (Concentric) Centre mounted Balancer Inner ang Outer Rolor End Clearance Cuter Rotor to Purp Body Inner to Outer Retor Clearance Ol Pump Drive Gear Number of Teeth Inside Dia. 0! Gear Bore Outside Dia. of Oil Pump Shaft Interference Fit of Gear on Shatt Clearance cetween Drive and Pump Body Oil Pump Idler Gear Number of Teeth Inside Dia. of Gear Bore Outside Dia. of Gear Bush Inside Dia. of Gear Bush Outsice Dia. of Idler Gear Shatt Running Clearance of Gear on Shalt Idler Gear End Float Relief Valve Type Prassure Setting Naturally Aspirated Engines) Pressure Setting (Turbocharged Engines) Length of Plunger Outside Dia, of Plunger Inside Dia, of Valve Housing Bore Clearance of Plunger in Bore Outside Dia. of Spring Spring ~ Fitted Length (4.236/74.236) Spring ~ Load at Fitted Length (4296/74296) No of Calls 145 Relief Valve, Centre Mounted Balancer - Earlier Type Pressure eating: ‘Turbocharged engine Naturally Aspirated Engine Length of Plunger utaide Dia, of Plunger Inside Dia. of Valve Housing Bore ‘Clearance of Plunger in Bore Spring Fitted Length (6.236) Spring Fitted Length (T4.236) | Spring Load at Fitted Length (T4.236) No. of Colls 12.9 | Spring Load at Fitted Length (4236) No. of Coils 15 Relief Valve, Centre Mounted Balancer - Later Type Pressure setting: Turbocharged engine Naturally Apirated Engine Length of unger Outside Dia. of Plunger Inside Dia of Valve Housing Bore Clearance of Plunger in Bore Spring Fitted Lenath (4.296/74.296) Spring Load at Fitted Length (14.236) No. of Coils 13.5, | Spring Load at Fitted Length (4.236) No. of Coils 15, 0.001/0,008 in (0,025/0.076 mm) 0.012/0.017 in (0,304/0.44 mm) (.001/0.005 in 01035/0,127 mm) 9 0.497/0.4978 in (12,62/12.64 mm) (0,4990/0.4995 in (1267/12,69 mm) 10.0012/0.0025 in (0,03/0,06 mm) (0,003/0.007 in (0,08/0,18 mm) 2 41.000/1.0012 in (25,40/25,43 mm) 4.000/1.0008 in (25,40/25.42 mm) 0.8750/0:8769 in (22,29/22.26 mm) (08737/0.8742 in (22.19/22.20 mm) 0,0008/0.0026 in (0,02/0,07 mm) 0.002/0.016 in (0,05/0,41 mm} ‘Spring Loaded Plunger 50/60 Ibi/in® (3,52/4,22 kgt/em) — 345/414 kN/m* 70/80 loi/n®(4,82/5,82 hater) ~ 482/551 KN/n* (0.826 in (20,98 mm) (0.5585/0.5595 in (14,19/14,21 mm) (0.8605/0.5625 in (14,28/14,80 mm) (.001/0.004 in (0,0370,10 mm) 0.368/0.377 in (9,35/9,58 mm) 1.28 in (82,51 mm) 7.76/8 26 tot (9.52/3.74 kg!) — 94/98.7 N Spring loaded plunger £85 Iii? (6,97 kal/om’) ~ 586 kA/n® 60 Iii? (422 kom’) ~ 414 HAn* (0826 in (20,98 mm) (05585/0.5596 in (14,186/14211 mm) (0570 in (14.5 mm) (.008/0012 in (0,209/0,314 mm) 1.28 in (92,6 mm) 142 in (36,2 mm) 3.09/4,98 Ib (1,98/1,99 kgf) ~ 13,5/19,5 N '5.40/6.74 Ibt(2,45/3,06 kgf) ~ 24,0/30,0 N Spring loaded plunger 76: ne (5.94 kat cma 523 KN 60 bt na 4.22 kal ere) 414 KAIe 1.476 in (37.48 mm) 0.6279/0.6201 in (15,95/18.98 mm (0.62/0.63 in (16,00'16,03 mm) (0.00310 .0007 in (002/0,08 mm) 1.88 in (42,66 mm) 7664/8. Ibt (347/387 ko) -34,5/98.0 N 5.40/6.74 Ib (,45/9,06 kgf) = 24,0/90,0 N 4.296 Sores Workshop Marval January 1898TECHNICAL DATA—8.14 Lubricating Ot Filter — Element or Canister Type Type ot Filter e By-Pass Valve Setting Torque Tension for Filter Bowl Retaining Screw (Element Type) ‘Type of Cooling System Cylinder Head and Block Engine Water Capacity (Less Radiator) Thermostat Type . Opening Temperature Fully Open at Valve Litt Thermostat — By Pass Blanking (fitted to 4.236 and some 4.248 engines) ‘Type. vs 7 a Opening Temperature Fully Open at Valve and By-Pass Travel Water Pump Type. Outside Dla, of Shatt for Pulley Outside Dia. of Shaft for Impeller Inside Dia. of Impeller Bore Interference Fit of Impeller on Shatt Outside Dia. of Impeller Impeller Blade to Body Clearance | Water Pump Seal Type iEarien) | Water Pump Seal Type (Later) Balancer Unit — Front Mounted Full Flow ‘Opens between 8/17 Ibt/in (0.56/1,2 kgt/em") 85/117 KN/o! 1800 Ibt ft (2.07 kgt m) — 20/Nm ‘Thermo — Syphon — Impeller Assisted 1655 pints (9.36 litres) Bellows or Wax 170—180"F (783°C) 202°F (98°C) (0312/0.469 in (7.94/11.91 mm) Wax 177" — 183°F (80" — 84°C} 208°F (98°C) (0350 in (8,89 mm) Centrifugal 0.7492/0.7497 in (19,03/19.04 mm) 0,7508/0.7516 in (19,07/19.08 mm) 0.0011/0.0024 in (0,08/0,06 mm) 0,6262/0.6287 in (16,80/15,92 mm) (0.6249/0.8257 in (15.97/15,69 mm) 0.0005/0.0018 in (0,01/0.05 mm) 3.084/3.096 in (78,58/78.63 mm) 0.012/0.082 in (0,30/0,81 mm) Synthetic Nile Rubber, Carbon/Ceramie Faced ‘One piece cassette Note: Later units have needle roller bearings and all current balancer units have reversed weights, Front Dia. of Shafts (Driving and Driven) Inside Dia. of Front Balance Frame Bushes Running Clearance of Shafts in Bushe Rear Dia. of Shafts (Driving and Driven) Inside Dia. of Rear Balance Frame Bushes Funning Clearance of Shatts in Bushes Shalt Dia, for Balance Weights Bore Dia. of Balance Weights Fit of Balance Weights on Shatts Spigot Dia, of Earlier Balance Weights Recess Dia, in Earlier Balance Weights Spigot Dia. for Reversed Balance Weights Recess Dia, in Reversed Balance Weight Gears Fit of Gear on Balance Weight Dia, of Earlier Shaft for Lub. Oil Pump Gear Bore Dia. of Earlier Lub, Oil Pump Drive Gear Clearance Fit of Earlier Gear on Shatt Dia, of Shaft for Later Lub. Oil Pump Gear Bore Dia. of Later Lub, Oil Pump Drive Gear Clearance Fit of Later Gear on Shatt Depth of Earlier Lub. Oil Pump Body Depth of Later Lub. Oil Pump Body 4296 Series Workshop Manval, May, 1886. 4.2484/1.2490 in (31,71/31,73 mm) 4.2510/1.2526 in (31,78/31,82 mm) 0.002/0.0042 in (0,05/0,11 mm) (0.9987/0.9092 in (25,37/25.38 mm) 1.001/1.0022 in (25.43/25,46 mm) (0.0018/0.0035 in (0.05/0,09 mm} 1.0822/1.0630 in (26,98/27,00 rm} 1.0825/1.0637 in (28,98/2702 mm) =0.0008/-+0.0015 in (—0,01/-+0.04 mm) £2,499/2.500 in (63.47/63,50 mm) 2.500/2.501 in (63,50/63,53 mm) 1.374/1.375 in (34.90/34,88 mm) 1375/11376 in (3493/36.95 mm) =0.000/+0,002 in ( —0,00/ + 0,05 mm) (0.4218/0.4295 in (10,71/10,76 mm) (0.425/0.426 in (10.79/10,82 mm) (0.0018/0.0045 in (0.04/0.11 mm} 0,8500/0.6508 in (16,51/16,53 mm) 0.8513/0.6533 in (16,54/16,59 mm) (0.0005/0.0083 in (0,01/0,08 mm) (0.999/1.002 in (28,38/25.45 mm) 1.002/1.008 in (25.45/28,53 mm)Balancer Unit—Front Mounted (Continued) Width of Lub. Olt Pump Drive Gears End Float of Earlier Oil Pump Gears (with joint! End Float of Later Oil Pump Gears Shaft Dia, for Lub. Oil Pump Driven Gear Bore Dia. of Lub, Oil Pump Driven Gear Running Clearance of Oil Pump Driven Gear Hub Dia, for Idler Gear Bore Dia. of idler Gear Bush Running Clearance of Idler Gear on Hub Idler Gear End Float Balancer Unit — Centre Mounted ‘No. of Teeth on Oriveshatt Gear Dia. of Driveshat (at Front Bearing) Dia. of Driveshat (at Rear Bearing) Dia. of Oi Pump Drive Splines No. of Splines Dia. of Balance Weight Drive Gear Splines No. of Splines Dia. of Front Beating Bore (Drveshat) ‘Outside Dia, of Front Bearing (Driveshaft Inside Dia. of Front Bearing (Oriveshatt) Dia. of Rear Bearing Bore (Orveshat) Outside Dia. of Rear Bearing (Oriveshatt Inside Dia. of Rear Bearing (Driveshaft) Dia. of Balance Frame ans End Frame Bush Sores Outside Oia. of Balance Frame and End Frame Bushes Inside Dia. of Balance Frame and End Frame Bushes Clearance ef Balance Weight Shatts in Bushes Shatt Da, of Balance Woights No.of Teeth on Weights Minimum ané Maximum Backlash (eater) Minimum Maximum Backlash (later, dark finish) No.of Teeth on Driveshaft Balance Weight Drive Gear No. of Splines on Balance Weight Drive Shaft Spur Gear Driveshaft Gear to Balance Weight Spur Gear Backlash Eng Fiat of Balance Weight End Flat of Driveshaft No.of Teeth on Ioler Gear Idler/Onve Gear Backlash ngine Crank/idler Gear Backlash inside Dia of Gear Bore Outside Dia, of Gear Bearing Inside Dia. of Gear Bearing Outside Dia, of ater Gear Hud Idler Gear Hub Taread, or Setscrow Idler Gear End Fioa! Trust Washer Thickness. Outside Dia. of Trust Washer Inside Dia of Tarust Washer Fuel Lift Pump Type of Pump Method of Drive Delivery Pressure — Two Bolt Fixing Delivery Pressure — Four Bolt Fixing Spring Colour Code — Two Bolt Fixing Spring Colour Code — Four Bolt Fixing Fuel Filter (Final) Element Type valve Type TECHNICAL DATA—B.15 (0.998/1.000 in (28,35/28,40 mm) 0.003/0.008 in (0,08/0,20 mm) 0.002/0.007 in (0.05/0,18 mm) 0.4982/0.4986 in (11.19/11,14 mm} 0.4394/0.4404 in (11,18/11.19 mm) (0.000870.0022 in (0,020.08 mm) 1.4984/1.4990 in (38,08/38,08 mm) 1.500/1.5016 in (38,10/38,14 mm) 0.001/0,0032 in (0,03/0,08 mm) 9.008/0.04 in (0.20/0.36 mm) 2 4.126/1.128 in (28,582/28,575 mm) 986/0.987 in (2,787/29,800 mm) 1126/1.125 in (28, 582/28,575 mm) 6 0,650/0.651 In (15,51/15,53 mm) 6 1.374/1.375 in (34,912/84,987 mm) 13748 i (94,92 mm) 125 in (28,58 mm) 1.800/1.805 in (28,972/28,983 mm) 1.181 in (30,00 mm) (0.837 in (28,8 mm) 1.656/1.657 In (42,070/42,095 mm) 1.86 in (42,164 mm) 1-501/1.503 in (38,189/88,174 mm) (0.0025/0.0047 in (0,064/0,120 mm) 1498/1499 in (38,054/38,063 mm) 28 (0003/0001 in (0,100.28 mm) (.004/0.010 in (0,10/0,265 mm) 24 16 0.002/0.007 in (0,051/0.200 mm) (0.007370.0148 In (0,188/0,377 mm) (.004/0.012 in (0,10/0,30 mm) a7 (0.008/0.014 in (0.07/0,35 mm) .004/0.016 in (0.10/0.40 mm) 4.8754/1.8760 in (47,685/47,650 mm) 1.878 in (47,62 mm) 1.5m (38,1 mm) 1.49961 500 in (88,080/38,100 mm) 116-20 UNF °0,008/0.009 in (0,08/0.28 mm) (0.169/0.169 in (4,14/4,28 mm) 2.323 in (59 mm) (0.787 in (20 mm AC, Delco. VP. Series Eccentsic on Camshaft 21 to 44 IbH/in (0,19/0.30 kgt/em*) —19 to 29 KN/a 8 to 10 IoI/in’ (0,42/0,70 kgt/em’) —81 to 69 KN/m Green Rea Paper Gravity Vent Valve 426 Series Workshop Manual Mare, 1988.TECHNICAL DATA-B.16 Fuel Injection Pump Make Type Pump Rotation Plunger Dis. Timing Letter (Hyérautic) Timing Letter (Mechanical) No. 1 Cylinder Outlet Make Direction of Rotation No. 1 Cylinder Outlet Fuel Injection Pump - T4.38 engines Make Type Pump Rotation Plunger Dia. Timing Letter No. 1 Cylinder Outlet ‘Maximum back pressure on fuel leak off ‘rom boost control capsule CAN, OPA Clockwise 85 mm ny w Stanadyne Clockwise from Drive End {At 7 O'clock Position from Rear ca. ops. Clockwise 70mm Not Applicable v4 2 kPa Engine Checking and Fuel Pump Marking Angles, Static Timing ‘The correct marking angles and static timing can be found py reference to the prefix letters and figures of the setting ‘code adjacent to tne word "Set" on the fuel pump identiication plate. Engine checking and fuel pump marking angles are for use with timing tool MS678 and in some cases, adaptor PD67B-1 to 4 and PDB78-6. For Star .dyne pumps the too} will have to be fitted to the pump in the reverse position to normal, the fuel pump mark angle has been adjusted to allow tor this, PrefixLetters Engine Checking ‘Angle (Degrees) {with engine at TDC compression) as62 279 AT, ATEOE, ATE7E 280 | au (Stanadyne) before | Engine No. U524012W 280 | AU (Stanagyne} from | Engine No. US24012W 285, Bsa 281 8549, 8554, 8962, BSBA 281 aT73e 280% DIra4e 280 FI70E 280 | FT73E before Engine | No. vsso900L 286 | FT79E trom Engine | __ No. Uséos00L. 204 [FT 284 Grr 278M HTB7E betore Engine No. uo28270M 281 HT from Engine No. Uo28270M 280 uts7. 279% Tea 284 saa 281 US45, LSa9, L850, (952, 1855 28415 ss, LS61, Uses. L867 288% sez 283" see 281 ur om ser 279 Teo. 278 PSa5, PS48, PS51, PS54, S55 P57, 281 PSB1 exceptions below 281 PS61/850/4/3120 280% P361/850/7/3120 260% P56 1/850/9/2400 200% 4.208 Series Workshop Manual, January 1989, Fuel Pump Marking Static ‘Angle (Degrees) Timing (GTDC - Degrees) 292 26 289 18 or 26 e 26 296 30 292 22 293, 25 209 18 290 20 293 “ 293 18 293 18 291 25% 293 2a 293 26 201 23 292 16 296 30 296 23 296 23 296 25 292 2 7 18% 202 26 285 14 292 22 202 22 292 23 202 23 292 23 Piston Displacement (0320 in (@,13 mm) (0.187 im (8.88 mm) 0.829 in (8,20 mm) (0,823 in (8,20 mm) (0.428 19 (10,78 mmm) (0.232 in (5,88 mm) (0.299 in (7.59 mm) 0.187 in (3.38 mm) (0.199 in (4.90 mm) (0.085 in (2,41 mmm) 0.187 in (2,99 mm) 0.187 in 99 mn) 0283 in (8.91 mm 0.276 in(7.01 mm) (0325 in (8.26 mm) (0.254 in (6.45 mm) 0.124 in (3,15 mm) (04425 in (10,79 mm) (0.254 in (6,45 mm) 0.254 in (6.45 mm) (0.288 in (7.49 mm) (0232 in (6,88 mm) 0.117 in (287 mm) (0320 in (8,13 mm) (0.095 in (2:41 mm) (0232 in 5,89 mm) 0.298 in (5,91 mm) (0254 in (6,48 mm) (0284 in (6.48 mm) (0.254 in (6.45 mm)TECHNICAL DATA-B.17 Engine Checking and Fuel Pump Marking Angles, Static Timing (continued) Prefix Letters Engine Checking ‘Angle (Degrees) (with engine at TOC compression) S62, PSe6 281 Priasasc2t0) 279% Priaeaacen1) 280% S45, RSS2, RSSB, ASB 286 RT zat ‘$864, SS66, SS68 265 Ist 270% a Pea 389, Ts6s 281 S67 exceptions below 281 7887/850/2/2380" 285, 867/850/2/2480"* 285 T867/850/6/2700" 205 vss 264 vr 280 Wse2, wses 280 | WT (Stanadyne 284% 'S55E, XS60E 281 xs 280 Lx 281 ‘YS68e 281 ZS51E 278% | Zr (Stanadyne) 2842 202 201 291 297 202 207 291 202 202 292 292 202 202 298 293, 292 64 293 293 292 209 291 04 Fuel Pump Marking ‘Angle (Degrees) Static Timing (BT0C - Degrees) 22 23 21 22 22 24 23 56 22 22 14 4 14 24 26 24 23 2a 26 22 16 25h 23 Piston Displacement (0299 in 5,91 mm) (0264 in (6,45 mm) (0213 in (6.41 mm) (0205 in (6.20 mm) (0.233 in (6,01 mm) 0.275 in(6.98 mm) 0.254 in (6,45 mm) 0.124 In 3.13 mm) (0.233 in (5.81 mm) 0.233 in (6,91 mm) (0.098 in (2.41 mm) (0.095 in (2.41 mm) (0.098 in (2.41 mm) 0245 in (6.22 mm) (0323 in (8.20 mm) (0275 in (6.98 mm) (0.254 in (6,45 mm) 0.275 in (6.98 mm) 0.328 in (8,20 mm) 0.233 in (5,01 mm) 0.125 in (2,18 mm) 0.311 in (7:80 mm) 0.254 in (6.45 mm) “Franklin Log Skidder only, For other applications. engine checking angl is 281° and static timing is 22° “*Clark 25C/85AWS Shovels, MF33 (NA. build Shovel and MF 220 Log Skidder only. For other applic engine checking angle is 261" and static timing is 22°, “**Fiat Allis, Eaton 1500 FEL, and North American Build NAPS41 engines only, For other applications, engine ‘checking angle is 281° and static timing is 22° Atomisers 4.296 4.236 Boay LAB 7015, (OKLL68M10770 ‘BkaL67ss299 ‘BKBLE7S5151 ‘BKBLG7S5151/ (OKLL85752930 ‘BKBLE7S5209 BKIBL6785299 Lnge70%4 ‘OKLLB6MI 1340 LRBs7014 LRBO7018 LaBE7014 LABe7014 BKBLE7S5209 BKBLE7S5151 BKBLE7S5151 BKBLE7S5151 BKBLE7S5151 BKBLE7S5151/ ‘OKLL6752990 BKBLE7Ss299/ ‘OKLL6752950 BKBLE7S5151 (OKLL67S2930, BKBLE7S5299, BKBLE7S5299, BKBLE7S5299 26451301 26451302 2645301 2648305 26450307 Nozzle 86801012 DOLL soMe94s BOLL 15086545 BOLL15086507 BOLL 15086556) OLLTS0s6556 BDLL150S6600 BDLL150S6600 Bes01022 ‘OuLtsoMes02 sB6801022 ‘aeeor018 ‘488801027 ‘sa6801022 BDLL15088507 BOLL 15086225 ‘BOLL 1S0S6382 ‘BDLL1S0S6561 BOLL150S6556 BDLL150S6435/ UL t5086705 BOLL 150S6501/ OLLTS0s6549 BDLL15086705 ‘OLL 15086705. BOLLIS0S6649 BDLL150S6673 ‘BDLL15086737 2645.602 26451603 2645604 2645C810 2645617 Working Pressu tiem? atm 220 220 198 170 170 195 7 230 230 210 250 230 220 170 170 170 170 170 170 200 170 170 195 200 15 195 170 175 210 230 227 27 201 178 176 201 176 ear 23 217 258 237 ar 178 176 178 176 178 176 206 176 176 201 206 ier 201 176 181 217 237 setting Pressure atm 260 260 210 175 178 210 185 230 230 210 250 230 220 185 8 175 15 175 175 215 175 175 210 215 175 210 17s, 180 198 230 Identification kgtlem* ‘Code 269 HO 269 xz a7 OL ‘81 BU 181 cu 27 EG 191 FW 2ar HG 237 cy 217 HE 258 HH 237 HL 227 HU 191 oF 181 UA 181 ac 381 om 181 cu 181 AB 222 cA 181 FY 381 xD 217 Fc pe FL 181 HY 217 NB 181 Ne 396 ND 210 xe 237 Yo 4.296 Saves workshop Manus, January 1883,TECHNICAL DATA-B.18 Atomisers (continued) Working Pressure Setting Pressure Identification Body Nozzle atm —kgtlem? atm. kgtlom? Code 4.2482 LAB67015 JB6801012 2202-227 (2 HD OxLLs6M10770 ‘OLLisoMaoes 220-287 80288 xz. 4212 BKBLE7S5151 BOLLISOSE561 7 178175181 om BKBL6755151 ‘BOLLI50S6555 70178175 cr BKBLE7S5151 BOLL160S6310 wo 178758 er Note: LAB setting pressures are adjusted by a change of shim washer. ELECTRICAL SYSTEM Alternator Make Type Maximum Output ACS 12 volt (hot) Maximum Output ACS 24 volt (hot) Maximum Output 11AG 12 volt (hot) Maximum Output 11AC 24 volt (hot) Maximum Output 15 ACR (hot) Maximum Output 17 AGR (hot) Maximum Output De-rated 17ACR (hot) Maximum Output 1BACR (hot) Maximum Output 28ACR (hot) Maximum Output A115/48 (hot) Maximum Output A193/58 (hot) Maximum Output UR135-111, LR1G5-119, LRIG5-114 Hot) Maximum Output LR180-160 (Hot) Maximum Output SAR, 12 volt (Hot) Maximum Output A127, 12 volt (Hot) Dynamo Make Type Rotation Output Dynamo Cutin Speed Alternative Dynamo Type Rotation Output Dynamo Cutin Speed Starter Motor Make Type Max, Current . Starter Cable Resistance No, of Teeth on Pinion o - NOTE: The above data is general and can vary with individual Cold Starting Aid Make Voltage Maximum Current Consumption Flow Rate through Thermostat Engine Weights Typical dry weight “Typical Installed weight 4.238 Series Workshop Manual, January 1002 CAV. Lucas, Perkins. or Motorola ACS, 11AC, 15ACR, 17ACR, 1BACR, 25ACR, A115/45 1G8/55, LAT35-11, LHNGO-TTS, LHIGS-1 14, LRTSO-160 SAR, A127, 554 at 13.5 volts BIA at 27.5 volts 438 at 135 volts 2BA at 27.5 volts 268 368 25A 4A, 55A 454 585A, 368 504 Toa 55 or 65A Lucas AOA. 2 Pole, 2 Brush ‘Shunt Wound, Voltage Control Clockwise 1A maximum 525-626 rev/min (C40L. 2 Pole, 2 Brush. Shunt Wound Voltage Contra! Clockwise 25 A maximum 00-880 rev/min Luces, CAV. or Perkins 2MI19, M45G, CAAS, M50, $12-84, $12-85, M127/2.6 ‘900 amps 0.0017 ohms 10 applications. cay. cay. 12 Volt 24 Volt BA 75.8 9 m/min 9 cm/min 590 Ib (269 ko) 750/900 Ib (340/409 kg)TECHNICAL DATA-B.19 De-Fiating for Altitude engines operate at high altitudes they should be de-rated. The following table is given as a general guide for naturally aspirated engines to be applied on a percentage basis, where specific figures for a particular engine tating are not available. Altitude Maximum fuel delivery de-rating” © — 2,000 feet { 600 metre) No change 2.000 — 4,000 feet (1200 metre) e% 4.000 — 12% 6,000 — 8,000 feet (2400 metra) 18% 8.000 — 10,000 feet (3000 metre) 24% 10,000 — 12,000 feet (3800 metre) 20% sured at setting speed given on Pump Setting Code, ‘Any necessary adjustments in this respect to the fuel pump should be carried out by the fuel purnp dealer for the territory concerned. 44236 Series Workshop Manual, January 1883Fault Finding Chart SECTION D Fault Diagnosis Fault Low cranking speed Will not start Difficult starting Lack of power iat ing Excessive fuel consumption Black exhaust Blue/white exhaust Low oil pressure knocking Erratic running Vibration High oil pressure Overheating Excessive crankcase pressure Poor compression ‘Starts and stops Key to Fault Finding Chart Battery capacity tow. Bad electrical connections. Faulty starter motor Incorrect grade of lubricating oll Fuel tank empty. Faulty stop control operation Blocked fuel toed pi Faulty Tue it pur 10: Ghoked fel fifer Fost 12: Airin fuel system, 13: Fauly uel injection pump. 1 2 5 3 3. Low cranking speed. 8 7 8 9 tion in ir cleaner or induction system. Possible Cause 12.34 5.6, 7, 8,8, 10, 1 18, 14, 18, 16,17, 18, 19, 20, 2, 31, 62, 33, 5,7, 8,8, 10, 11, 12, 18, 14,15, 16, 18, 19, 20,21, 22, 24, 29, 91, 92,93 8,8, 10, 11, 12, 18, 14, 18, 18, 2, 21, 22, 28, 24, 25, 26, 27, 1, 92, 88, 61, 68, 8,8, 10, 12, 13, 14,16, 18,19, 20, 25, 26, 28, 29, 30, 32. 11, 18, 14, 16, 18, 19, 20, 22,28, 24,25, 27, 28, 28, 91, 92, 88, 63. 11, 19, 14, 16, 18, 19, 20, 22,24, 25, 27, 28, 28, 31, 92, 99, 67,69. 4,16, 18, 18, 20, 25, 27, 31, 38, 34, 35, 45, 56, 62 4,96, 37, 98, 99, 40, 42, 43,44, 58, 8, 14 16,18, 19, 22,26, 28,29, 51, 33, 35, 96, 45, 46,59, 7.8.9, 10, 11, 12, 19, 14,16, 20, 21, 28, 26, 26, 29, 00, $3, 35, 45, 59, 18, 14, 20, 23, 25, 28, 28, 0, 93, 48, 47, 48, 49 4,98, 41 11, 18, 14, 16, 18, 19, 24, 25, 45, 50, 81, 62,58, 64,57. 25, 81, 93, 34, 45, 55,60. 11, 18, 25, 28,28, Bt, $2, 83, 84, 46,68 10, 11, 12, 38. Broken, worn or sticking piston ring/s 38 Wor valve stems and gutdes 38. Overular cleaner or tse of incorrect grade ot ot Worn or damages bearings Ineutficlent olin sump, Inaccurate gauce pump worms Presaure rae valve sicklng open. Pressure rele valve stleking el Broken rellet valve spring. Faulty’ suetion pipe. Ghoked a ker 14: Fauly atomioore or incorrect ype. 15. tncorect use of cold start equlpment 418. Faull cold starting equipment 17. Broken fuel injection pump drive. 18. Incorrect fuel pump timing 18. correct vate ting. 20: Poor compression Ft: Blockea tel tank vent 22. Incorrect type or grade of fuel BB. Slcking tee of esinctod movement 2A. Eshaual pipe resticton 5. Cylinder Read gasket fskir 38. Stemeating. © ne 2 Gold running. 28. Incorrect tappet adjustment. 3. Sticking valves. 50: incorrect high pressure pipes. 31, Worn cylinder bores. 32, Pitta Valves and seats, Piston seizure/pick up. Incorrect piston height Damaged tan. Faulty engine mounting (Housing). Incorrect aligned flwhee! housing, or fywh Faulty thermostat, Restriction In water Jacket Uoose fan bel Choked vadiater. Faulty water pump. Choked breather pipe. Damaged valve stem cil deflectors (if fited). ‘Coolant level too tow. Blocked sump strainer. Broken valve spring, Fault in exhauster or vacuum pipe leaks. Turbocharger impeller damaged or dirty. Turbocharger lubricating oll seal leaks, Induction system leaks (turbocharged engines).SECTION E Cylinder Head Maintenance ‘To Remove the Cylinder Head 41. Drain the cooling system. 2, Disconnect battery terminals. 3. Detach the exhaust pipe. Remove turbocharger (74.238 only). 4, Remove the atomiser leak-oft pipe assembly. |'5, Remove the fuel pipes from the fue! injection pump [outlet and inlet to fter and boost control leak off |__ Pipe where fitted. 6. Disconnect fuel pipe trom fuel lift pump outlet to fuel filter. Remove fuel filter. 7. Remove breather assembly. 8. Remove high pressure tuel pipes and atomisers (Fig. £2), |e, Disconnect fue! pioe and/or electrical lead at the | thermostat, and/or induction/port heaters, where J fitted 10, Remove ai fiter and/or connecting hose, Remove Induction and exhaust manifolds 111, Detach rocker cover 12, Remove rocker assembly from cylinder head (Fig, 4), Remove push rods. a 4.296 Series Wortshop Manual May 1986.CYLINDER HEAD MAINTENANCE—E.2 uuil- wu oe €3 1. Collets 2. Valve Spring Cap 3. Oil Deflector 4. Inner Valve Spring 5. Outer Valve Spring 6. Valve Spring Seat 7. Exhaust Vaive 8, Inlet Valve 4288 Series Workshop Manual Mey, 1988, 18, Remove cylinder head nuts/setscrews in reverse order of tightening sequence shown in Fig. E.12 14. Remove cylinder head, To Remove the Valves ark all valves with a corresponding mark on the cylinder nead to ensure that valves aro rofites 10 their original positions unless replaced with new ones. Earlier engines had their valves and heads numbered uring assembly as Mustrated in Fig. £6. 1. Compress spring caps and springs with suitable valve spring compressor (Fig. £5) and remove te two half conical eollets from each vane, 2. Remove spring caps, springs and valve stem oll seals, Remove valves (Fig. £3). NOTE: The quantity of springs, oll seals ete. fitted, land their location is dependent on appl cation. Cleaning 1, Remove all traces of carbon from cylinder heed. 2. Ifthe water jacket of the eylinder head shows signs: ‘of excessive scale, 2 proprietary Drand of ¢e- ‘scaling solution should be used 3. lank off rocker oil feed cil-way Detwees numbers 2 and 3 cylinders and remove carbon {70m pistons and ejlinder block face. 4 Aller valve seat machining and valve grinding operations have been carried out, all parts should be thoroughly washed, 4 1. Rocker Shaft Bracket 2. Rocker Lever 3, Oil Feed ConnectionValve Guides Engines are fitted with either detachable valve guides or the valve bores are machined clrect into the cylinder heas. When wear takes place in the valve bores of eylinder heads without detachable valve guides, valves with oversize stems should be fitted. Three senice valves are a1 ‘exhaust with oversize stems of 0.003 in, 0.015 in and 0.030 in (0,08, 0,88 and 0,76 mm) respectively To fit 0.018 and 0.030 in oversize valves, the bores in the cylinder head must be reamed witha piloted reamer. Suitable reamers for carrying out this operation can be obtained from Messrs. V. L. Churchill and Co. Ltd, (see Appendix) Where detachable valve guides are fitted, these can be replaced | To fit new guides: clean the parent bore, smear the [Outer surtace of the guide with clean oil and press {Home the guide until 0.594 in (16,10 mm) is protruding | above the cylinder head. The guides are manufactures | irom east iron and are brite Valves and Valve Seat Check the vaive stems for wear and their fit in the guides. Examine the valve faces for pitting or distortion. Vaive rofacing should be at an angle of 45° or 30° for inlet valves on T4.236 engines (see Page 8.10) Valves should always be refitted to their original seats and any new valve fitted should be suitably marked 10 identity its position it removed at a later date. Refer to Fig. E.6. for illustration of valve numbering. | Note current exhaust valve depths on Page 10 became etfec- [the from the folowing engine numbers: 2r2uae10L, 2360135765 236U1471501, 2a0US24721L 248319164 212UAz000841, 296UA1 T0048 2aBUA135696L CYLINDER HEAD MAINTENANCE—E.3 ES The valve seats in the cylinder head should be recon: ditioned by means of cutters or specialised grinding fequipment, ac an angle vs 45° or 30° for inlet valves fon T4.236 engines. Suitable valve seat cutters for 45° Seats are inludd in kt 21825064 (see Appencx) and these cuttars give a differential valve seat to reduce the width of the ‘valve seat A special cuter 21825065 is required for 30° valve seats [As narrow 2 seat as possible should always be main: tained, Hand Grinding When grinding in valves it Is essential that no signs of pitting are left on the seatings. At the seme time care should be taken to avoid unnecessary grinding away of the seat ‘Alter grinding operations have been completed, check the valve head depths relative to the cylinder head face (Fig. £7) and wash the cylinder head. 14.296 Series Workshop Manual, May, 1986.CYLINDER HEAD MAINTENANCE—E.é Valve Seat Inserts In the majority of applications, valve seat inserts are not fitted to production engines, but may be fitted in service with the exception of T4.236 inlet valves which have a 30" seat. However, there are some 4.248 and T4.236 applications In which exhaust valve seat inserts are fitted in pro- duction and where it is thought necessary, they may be replaced by new ones. When iting inserts to the valve seat, ensure that genuine Perkins Parts are used and proceed as follows follows : a) For cylinder heads having removable valve guides. press out existing guide and clean the parent bore. Press in new guide. 1) For guideless cylinder heads. Using the appropriate oversize piloted reamer— 0.018 in (0,38 mm) or 0.030 in (0,76 mm) accoré- ing to the condition of the valve bores in the cylin. der head—ream out the valve stom bores. NOTE: Appropriate oversize stom replacement valves will be needed wien this operation has been carried ‘out on guideless cylinder heads. Proceed as follows for either type cylinder head, with or without valve guides:— 1. Using the new valve bore as a pilot, machine the recess in the cylinder head face to the dimensions in Fig. £8 2. Remove all machining swart and clean the insert recess. Using the valve bore as a pilot, press the Insert home using the inserting tool (Fig. E9). Under no circumstances should the insert be hammered i, nelther should lubrication be used during pressing in. 3. Inapect to ensure that the Insert has been pressed fully home and is flush with the bottom of the re- 4. Using the valve bore as a pilot, machine the “tare” to the aimensions in Fig. E.10. [oo &8 Inlet ‘A—0.283/0.288 in (7,19/7,31 mm) B—2.0165/2.0175 in (51,22/51,24 mm) (C—Radius 0.015 in (0,38 mm) max. Exhaust ‘A—0.875/0.380 in (8,52/9,65 mm) B—1.678/1.679 in (42,62/42,64 mm) C—Radius 0.015 in (0,38 mm) max. 4.296 Series Workshop Manual May, 1986, 9 Intet Ate in (1,59 mm) at 45° B— in (19,05 mm) ‘C—0,250 in (6,35 mm) D—3 in (76,20 mm) E—1,582/1.583 in (40,18/40,21 mm) F—2.009/2.019 in (51,08/51,28 mm) G—1/32 in (0,79 mm) radius H—15 in (1,59 mm) radius J=is in (1,59 mm) at 45° K—0.372/0.373 in (9,45/9,47 mm) Exhaust A=1/16 in (1,59 mm) at 45° B—2 in (19,05 mm) C—0.312 in (7,92 mm) D—300 in (76,20 mm) E—1.248/1.249 in (31,70/31,72 mm) IF — 1.870/1.680 in (42,42/42,67 mm) G—1/32 in, (0,79 mm) radius H—1/16 in (1,59 mm) radius J—1/16 in (1,58 mm) at 45° K—0.372/0.373 in (9,45/9,47 mm) 5. Remove all machining swart and burrs. 5 Recut the valve seat at an included angle of 90", 420 that the valve head death below the cylinder | head face is within the production liits 0.047/0087 in | (1.197145 mm) for exhaust valves anc 0.095/0.045 in | 0.89/1,14 mm) forint vavesNOTE: Work a8 closely as possible to the minimum figure to allow for re-seating at a later date, When re- facing a valve the included angle of the contact face is 90". It the cylinder head face has been skimmed since the fiting of valve seat inserts, then the following Is allowed— a) Machine to the dimensions given in Fig. €.10 and Continue as in stages § and 6, ») It the insert is damaged or unserviceable through wear, it must be removed and replaced with a new fone. Before fiting, however, the back of the insert should be surlace ground, removing sufficient ‘material to give a flush fiting. Do not forget to re: chamfer the insert as it was prior to grinding, i (0,020/0.030. in (0,508/0,762 mm) at 45°, Then proceed as in stages 2 — 6. ‘Skimming of Cylinder Head ‘A maximum of 0.012 in (0,90 mm) may be removed Providing the nozzle protrusion is not greater than 0.175 in (444 mm). This figure must not be obtained by the use ‘of additional washers to the stomisers Ensure that the valve depths are within the limits quotes on Page 8.10. Valve Springs ‘Anew set of valve springs should always be fitedateverymajor fvernaul, Ether one or two vale springs refitted according to applicatiorvengine type. Examine the valve springs with regard to squareness of ends and pressures developed at specified lengths. details of which can be found in "Technical Data” page 8.10, \wnere springs incorporate damper coll atone end, the be fitted towards the cylinder head. Rocker Shaft Assembly To Dismantle:— 1. Remove circlips and washers trom each end of the rocker shatt. 2. Withdraw the rocker levers, springs, washers and support brackets. 3. Remove the locating screw from the rocker oll feed connection and withdraw the connection, Ex: amine the rocker lever bores and shatt tor wear, Rockers should be an easy fit on the shaft without excessive side play. To Reassemble 1. Fit oll feed connection to rocker shatt and secure with the locating screw, ensuring that the screw enters the locating hole in the shaft Later engines have @ washer fitted each side of the oll Teed connection, 2 Refit the support brackets, springs, and rocker levers in the correct order (Fig. E.4). The suppor brackets are Interchangeable and when fitting them ‘ensure that the Securing stud/eetscrew notes ar to the Fight viewing the shaft from the front end, with each pair ff rockers inclined away from each other at the valve end, CYLINDER HEAD MAINTENANCE—E.5 Note: Aluminium or cast iron brackels may be fited And the tightening torque is sitferent, see Page 8.2. 2. Fit securing washer and circlip to each end ol the shalt. Push Rods (Check the push rods for straightness. If any are bent, fit replacements. Valve Stem Oil Seals Where oversize valves are fitted, always ensure that correct size valve seals or ‘0’ rings are used. All hydraulically governed engines and certain mech anically governed engines have rubber oll deflectors 10 inlet valve stoms only (see Fig, £3) With the majority of mechanically governed engines, oil seals are fited to both inlet and exhaust valves. Earlier engines had a shallow rubber oll deflector fitted to the valve stems and positioned above the conical valve spring seating collar, the open end of the deflector being fied towards the cylinder head. Later engines have a thin valve spring seating washer and a rubber ‘il seal which fits over the integral valve guide prot sion. In some cases, this later seal has a nylon insert The later sealing arrangement, due to @ chsnge in the diameter of the valve guide protrusion, is not inter changeable with the earlier sealing arrangement (On some engines. the seals are manufactured from Viton or silicon rubber material and they have a garter spring fitted around their outer circumference, In manufacturing, some engines have 2 red coloured material for inlet valve seals and black for exhaust valve seals. The red seal may only be fitted over the inlet valve. Itisunsuitable for exhaust valves but the black seal may be fitted to ether exhaust or inlet ‘The 4.2482 engine has a valve stom oil seal on both inlet and exhaust valves. The seals have garter springs. round the seal neck for improved oil control F10—4.24824248, showing Flare to be cut at 30° 4296 and 4212 Dimension A fenaines onl. 9.094 to 0.099 in 12,99 to 2.51 mm) for exhaust valve 0.100 t0 0.105 in (2,54 0 2,87 mn) for inlet valve. 4236 Sores Workshop Manual, January 1988.CYLINDER HEAD MAINTENANCE—E.6 To Re-Assemble the Cylinder Head 41. Lightly oil valve stems, 2. Fitvalve to its correct quide or bore, 3. Fit valve stem cil seals 4 Locate spr spring caps in position 5. Compress each valve spring and fit the valve coliete valve springs and Note: As from Engine No, LO -- == U778518H, "Oring ‘seals have been fitted in the valve spring caps under the collets. The valve spring caps have been changed wich have @ deeper boty so that the seal can be fitted fas shown in Fig. E11. The new cags are fitted to both valves, but the seals ave fitted to exnaust vaives only. Some 74.238 engines have an ‘Oring fitted in each valve spring cap. Note: The fitting of seals, oll deflectors ‘and quantity will vary dependent on application, Cylinder Head Gasket ~ Standard* 1. Where two studs are used for gasket location pur- poses, these must be fitted at tapping positions 12 and 22 (Figure E12), 2. Fit gasket; part number 86816018 over location studs, either dry or with jointing compound (see ‘gasket identification chart), 8 Fit cylinder head. 4. Lightly ol threads and tighten nuts/setscrews to the recommended torque tensions given on page 82. It the nut/setscrew does not move betore the correct torque 1s achieved, then slacken off 1/12 to 1/6 of @ turn (30° to 60") and retighten to the correct figure. Aiter retightening all the nuts/setscrews, the first 10 positions should be rechecked without further slacken: ing off to ascertain they are sill tghtoned to the torque quoted. 5. The eylinder head must be tightened down agaln to the correct torque after the engine is run and again fer the vehicle of machine has completed 00/ (000 miles (800/1600 km) 25/50 hours service, ‘includes T4288 engines before engine number \wuo2777an Note: 4.2482 engines do not need tightening down ‘again at the 500/100 miles (800/1600 km) 25/50 hours service interval. Always use a new cylinder head gaske coe, ace Ho 35429322 (Hag up IseSHORTIB) M=MEOIUM (12) 512A Cylinder Head Gasket *T4.236, Non Re-Torque 1. Use two studs in positions $16 and $21 (Figure E12A) to give cylinder head and gasket location 2. Note TOP FRONT and FIT DRY instructions on ylinder head gasket (part numbers 38B1ED12 or 3681016), 8. Fit gasket and head over locat blonk studs to oylinder 4 Ensure setscres are free from distortion and change if necessary. Lightly oll threags and under fanged head of setscrews, 5. Remove two location studs and replace with setscrews. Note difference in length ot satecrews, (Figure E124) ae, 0" ning 50 er no 35423167 Valve Cap Sealing Arrangement 4286 Series Workshop Manusl January 1993.6. Tighten setscrews to SSIbt ft (11,8 kgf mb 120 Nm (cold) in the sequence shown in Figure E12A Check ‘that each setscrow is tight to 85-92 Ibt ft (11,7127 kgf m) 118-125 Nm and adjust if necessary. 7. Use the sequence given In Figure E12A and further tighten setscrews by a full half turn | Spacia! too! MS1597 can be used for this operation as | follows | 1. tor the setscrows nave beon tightened to 88 Ibi |. (tit m) 120 Nm, ft the foo! Between the socket | spanner ane the hal 2. Put the stop against a suitable protrusion on the ‘ylinder head to prevent movement of the degree dial in a clockwise direction (Fig. E15). degree dial anc tighten the setscrews in the correct sequence until the pointer on the tool aligns with ‘the zero mark on the dial Note: No retigntening or torque checking is necessary after the engine is run, of at the '500/1000 miles, (80/1800 km), 25/50 hour service interval * Alter engine umber Ld UO27774M, l 1 | 3. Tum the pointer to atgn with the 180° mark on the | | | The non re-torgue method also includes engines from \ engine number LD... Uste40SU, build lists | (070200770201 ang trom engine number LH |, U300s85U, build lists LH70202/70218. (This applies to | all engines after engine number 573000) Ensure that the correct replacement gasket is fitted with either jointing compound or dry, depending on the esket type. They should be fitted as shown in the asker identification chart. Always new cylinder head gasket: Type iGentiation | witnorwitowt | Joining Compound | Tinger | Biackcoiouee | Winow Comper | Copper Wh on bot sides Aabesios Cooper | si vot ‘Cooper win | Siver wih stip of Sea! recorwnite see) | | onpuen oc eoge | | anc both faces | Without ring | Goiecoloured | Wihout To Refit the Cylinder Head 1. Ensure that the rocker assembiy oll feed passage in the cylinder head is tree trom obstruction. Fit the oylinder head as described in the cylinder head gasket section. 2. Fit the push rods and refit the rocker shatt assem- bly. Fit a new rubber sealing ring to the rocker cil feed connection. With old type rocker cll feed connection, fit the new seal immediately below the lower convolution, s0 that when the pipe is insertec Into the cylinger head, the "O" ring will rol up end over the lower CYLINDER HEAD MAINTENANCE—E.7 ‘pps asseupey E13 ‘convolution and locate Itselt correctly between the two convolutions (Fig. £.13) With the latest type rocker oil feed connection, the tuber olive should be fitted In the recess in the cylinder head, before fitting the rocker shatt assem: bly. 3. Adjust the vate cl the rocker cover noes, as detailed later. Fit Note: Where rocker cove” joints nave a coat of white ‘shiny material on one edge, fit this to exhaust manifold side of engine. 4, Relit atomisers with new copper sealing washers ensuring that they seat squarely. Refit the hign pre ssure ivel pines (see Page N."1), Note: Current atomisets are ftec with 2 spacer and rubber st seat The oust seal must below the spacer vayS be renewed und ites 5. Fit the breather pipe assembly to the cylinder ead cover 8. Refit the fuel titer to the cylinder head and th ‘wat pipe between the litt pump outlet and the filter. 7. Fit the fuel pipes between the flter and the injection ump niet anc outlet. Ft Goost control pine (DPS, Pump) 8. Rotit the etomiser leako! pipe essemby, &. Refit inlet ané oxheust marifoles, Mantfo joints with an Ieantication notch ar square shoulder, must be fitec with the noten er square shoulder tothe top of the mantol. Where corugeted type joints are used, they must be ftec ‘without jeinting compounc, 10. Connect the exhaust pipe 11. Retit the air filter and connections. Fit the water ‘outlet hose. Re-connect the battery terminals, 412, Fill the cooling system and check for water leaks. 18, Bleed the alr trom the fuel system as detsiled on Page NS. 14, Bun to engine until normal operating ten {8 allained and retighten the cylinder head setscrews, in sequence, to the torcue given on Page 8.2. 4.258 Sexes Workshop Manual, January 1063.CYLINDER HEAD MAINTENANCE—E.8 Note: When retightening cylinder head nuts/setscrews, the fengine coolant outlet temperature should not be less than 170°F (77°C). | the nut/setscrew moves when retightening, then tighten up fo the torque quoted on Page B.2 15, Reset the valve clearance: the rocker cover. ‘ag detailed below. Fit The 4.2482 ana 4.98 vehicle engine cylinder head cover is fastened in postion with a controlled pressure ‘on the join? fo give a positive seal The cover is fastened ‘down onto the rocker assembly retaining extension nuts until screw bottoms on threads, and is kept in position by a rubber seal and steel washer fastened between th cylinder head cover and cover retaining setscrews. The rubber sealing washer must be positioned with the radiused edge downwards To Check or Adjust Valve Tip Clearances ‘These are checked between the top of the valve stem and rocker arm (Fig. E14) and should be 0.010 in (0,25 mm) with the engine hot oF cold When adjusting valve clearances the following procedure should be adopted :— 1. With the valves rocking on No. 4 cylinder (i.e, the period betwoen the opening of the inlet valve and the closing of the exhaust valve), set zhe valve clearances on No. 1 cylinder, alves rocking en No. 2 cylinder, set the ances on No. 3 eylinde. 3. With the valves rocking on No. 1 cylinder, sot the valve clearances on No. 4 cylinder. 4. With the valves rocking on No. 3 cylinder, set the valve clearances on No. 2 cylinder. Closed Circuit Breather Vent Valve (4.2482 Engines only) Tris is fitted between the cylinder head cover and induction manifold To clean, seal the small breather hole in the top face and. wash the unit in gasolene or kerosene. If ai pressure is used to dry the unt, you must only use low pressure, because high pressure will damage the unit 4.206 Series Workshop Manual, January 1983,SECTION F Pistons and Connecting Rods To Remove Pistons and Connecting Rod Assemblies 1, Remove the cylinder head (Page E.1) [2 Drain and remove the lubricating oll sume. (T4296 engines. To prevent damage to the piston cooling jet, whore fitted, they should be removed) 3. Remove the nuts trom the big end bolts 4. Remove the big end caps, bearing shells and bolts (Fig. F.1) Note: If the bearing shells removed are serviceable, rofit them in their original postions. 5. Push pistons and connecting rods out of the top of the cylinders (Fig. F.2) Note: Keep each piston and connecting rod assem- bly separate, each to each as marked ‘To Remove Pistons and Rings from Connecting Rods 1. Remove the rings trom each piston 2 Remove the circips and withdraw the gudgeon pin, i the gudgeon pin is tight in the piston bore. warm the piston in clean liquid to a temperature ‘of 100/120°F (26/49°C). Inspection 1, Examine the pistons for scoring and clean carbon from the ring grooves, Check the clearance of the new piston rings in their respective grooves and if, with @ new ring fited the vertical groove cleat- ance exceeds 0.008 in (0,20 mm) fit new piston. 2 Check the fitted gap of the rings in the unworn portion at top of cylinder bore. Fr details of ring 9p dimensions see "Technical Data”, Pages 8.6 to B.7. Ring gaps for conformable rings are with spring fitted. CCheck the fit of the gudgeon pin in the piston bore And in the small end bush. For detalls of piston bore, gudgeon pin and small end bush bore diameters see “Technical Data’, Page 88. When renewing a small fend bush, ensure that the oll hole in the bush aligns with the hole in the connecting rod. Ream out to suit the gudgeon pin and check the connecting rod for parallelism see “Technical Data’, Page BS. The ‘small end of the connecting rod on T4236 engines is wedge shaped and the small end bush should be machined to sult the contours of the wedge. The earlier T4238 connecting rod is also drilled from the big end to the small end to arovide piston cooling by 1 feed of lubricating ot Fe ‘The majority of later turbocharged engines have piston ‘cooling jets fited inthe cylinder block wall The jets are {fed with lubricating oll from holes tapped into the main oll gallery pressure rail On some applications, a blank: Ing plug is fitted into the cylinder block wall in place of the coating jet assembly. 4, Examine the big end bearings for wear and scoring, ‘Also examine the crankpins for wear and ovality For erankshatt details see page B.. 14236 Seties Workshop Manual March, 1988,PISTONS AND CONNECTING RODS—F.2 To Assemble the: Rods jons to the Connecting It the original pistons are veing used they must Be assembled to the original connecting rods. For mark: ings of pistons and connecting rods see Figs, 8 and Fa ‘The cavity in the piston crown is offset towards ‘one side of the piston. Place the piston on the ‘connecting rod with the cavity towards the side of the rod which carries the rod and cap identification ‘numbers. Insert the gudgeon pin and fit new cir clips, warming the piston, if necessary. 2. Fit the rings in the following order, ensuring that ‘the ring gaps are equally spaced arcund the piston. (@) 4.2482 Engines (see Fig. F-4) Chrome Faced Spring Leaded Conformable Scraper — above gudgeon pin Internally Stopped Tap second groove. Molyedenum Faced internally Stepped Barrel Faced Compression — top groove Faced Compression — When fitting the spring loaded conformable scraper ring, ensure that the laich pin enters both ends of the spring. With the ring gap diametrically oppesite to the latch pin, position the oil contro! ring over spring correctly located in annular groove of ring, Le, be: tween the oll control ring and the bottom of the ring ‘groove in the ziston. When fiting the internally stoped taper taced com: pression ring, ensure that the “step” is towarde the piston crown, When fiting the top comaression ring, ensure that the manufacturers mark is towards the piston crown. (b) 4.248 Engines (4 Ring) ‘Spring Loaded Contormeble Scraper — above gudgeon. pin Internally Stepped Compression — third groove “Internally Stepped Compression — second groove, Chrome Insert Berrel Faced Compression — top groove. Some earlier A¢.248 engines had 2 sealed power seraper ring fitted in the sth groove. Wren fitting sealed power rings, ensure that tne ends of the spring loaded segment butt together and do not overiag. "On some earlier AS.248 engines rated up to 2,000 rev/min, the second compression ring ‘plain. cast Some later engines, rated up to 2,000 rev/min, have internally stepped chrome faced rings in both 2nd ane Gra grooves, 4200 0 When fiting internally stepped compression rings, fensute that the step is towards the piston crown \Wnen ‘iting the spring loaded conformable scraper fing, ensure that the latch pin enters both ends of the spring. With the ring gap diametrically opposite 10 the latch pin, position the all contral cing over spring correctly locsted in annular groove of ring, Le, De tween the oil control ring and the Bottom of the ring groove in the piston.PISTONS AND CONNECTING RODS—F.3 PISTON CROWN Los. SECOND AND THIRD SEGMENTS FIRST SEGMENT FS | (¢) 4.248 Engines (3 Ring) | When iting the spring oaded conformable scraper I | fing, ensure that the latch pin enters both ends of the | Ohtome Faced Spring Loaded Conformabie | Spring. With the ring gap diametrically opposite to the ' Scraper— above gudgeon pin Iatch pi, position the il control cing over spring Internally Stepped Teper Faced Compression — lteereeer ne betwoen the cond groove, | oi controt ring and the bottom of the ring groove in Molybdenum Faced Internally Stepped Barrel | me piston Faced Compression — top groove. | when ting te compression ings, ensure that the | manufacturers mark is towards the piston ring, ensure that the latch pin enters both ends of the spring. With the ring gap diametrically opposite to the ich pla, position the oil control ring over the spring | correctly located in the annular groove of ring, 12. | between the oil controi ring ané the bottom of the | fing groove in the piston, i | When fitting the spring loaded conformable scraper 1 1 I When fitting the internally stepped compression ings in the second and top Grooves, ensure that the "step is towards the piston crown, (d) 74.236 Engines (see Fig. F.6) ‘Chrome Faced Spring Loaded Contormabie Scraper — above gudgeon pin. Chrome Taper Faced Compression - ‘second groove. Molybdenum Faces Wedge Compression — top groove. Fe 4206 Series Workshop anual May, 1986,PISTONS AND CONNECTING RODS—F.4 (@) 4.236 Engines fitted with cast iron liners Slotted Scraper — bolow gudgeon pin. Slotted Scraper — above gudgeon pin Internally Stepped Compression — third. groove. _Internally Stepped Compression — second groove “Chrome Faced Compression — top groove “With later combine engines, a plain cast iron ring is fitted in the top groove. This plain ring is completely interchangeable with the earlier chrome faced ing. ‘When overhauling combine engines, the later piain ring should always be fitted (in engine sets) NOTE: From Engine No. 236U68589 fitted to. com: bine applications, some piston ring packs have been altered from five to four rings. The two slotted scraper rings fited in the forth and fith grooves have been replaced by one conformable chrome faced ring in the fourth groove only, leaving the fith groove empy. ‘On later engines, the slotted scraper fitted above the ‘udgeon pin has been replaced by a conformable scraper ring and on combine engines having an empty bottom groove has been fitted with a slotted scraper, Fit “stop of internally stepped compression rings to. wards piston crown. (1) 4.236 Engines fitted with chrome liners Slotted Scraper — below gudgeon pin. Slotted Scraper — above gudgeon pin. Laminated Compression — third groove. Internaily Stepped Compression — second groove. Cast con Compression — top groove. NOTE: When fitting internally stepped compression rings, ensure that the “‘step” Is towards the piston ‘crown. Never fit chrome faced rings to engines having chrome plated liners. Fit the laminated compression ring to the piston as follows: (ensure piston is positioned with the crown uppermost) 1. Fit the first segment to the piston so that when held horizontally between the thumb and fingers and radially compressed, the ring ends point downwards (see Fig. F'). Place this ring on the bottom face of the groove and position gap over the eudgeon pin bore, 2. Fit the second segment on top of the first so that when held and compressed as described in (1) above, the ring ends point upwards (see Fig. F.5). Position the gap at 180° to that of the first segment. 4.296 Series Workshop Marval, February 1988, 3, The third segment should be fitted on top of the second, 80 that when held and compressed a described, the ring ends point upwards (see Fig. F.5). Position the gap immediately above that of the first segment. IW all the segments have been fitted in the groove correctly, they will be positioned as shown in the right hhand illustration of Fig. F5. | (@ 4296 Engines (3 rng) | Orme face, sng loaded conformable scraper above the | auseeon in | chrome taper face compression, second groove | Chrome barrel face, Intemally stepped compression, top | groove | note: wen fting the intemaly stepped compression sing, | ensure thatthe sepistowardsthe piston crown, Whentiting | spring loaded confemabie seraperrng. ensure thatboth ends | ofthe ater pin enter the spring and poston theringsothat tne | 8p is diametrically opposite the latch pin, (h) 4.212 Engines High Compression Piston Spring Loaded Conformable Scraper— above the gudgeon pin Internally Stepped Compression— second groove Chrome Faced Compression— top groove Low Compression Piston *Spring Loaded Conformable Scrap ‘above the guégeon pin Internally Stepped Compression— third groove Cast Iron Plain Compression— ‘second groove Chrome Faced Compression— top groove ‘From engine no. 212UA147672 onwards a revised piston ‘ing pack became effective which changed the Sealed Power Scraper 12 a Chrome Face: ‘Spring Loaded Conformabie Scraper. The remain: ing rings stay unctanged. Earlier engines fitted with different piston and ring assemblies may be changed tothe latest assembly. Note: When fiting the internally stepped com: pression ring, ensure that the “step” is towards the piston crown. When iting the Spring Loaded Contormable Scraper ring ensure that both ends of the latch pin enter the spring and position the ring so that the gap is diametrically opposite the latch pin.To Fit the Pistons and Connecting Rods to the Cylinder Bore 1. Before fitting the piston and connecting rod assem blies to their respective cylinder bores, liberally ‘coat each bore and piston with clean engine oil 2 Using 2 ring guide (Fig. F.7), insert the pistons ‘and cennecting rod into the top of thelr respective ‘ylinder bores. The piston and rod number must relate to the cylinder into which it ie being fitted ane the rod identification number must be on the fuel Injection pump side of engine. The word “Front” or arrow ‘marked on the piston crown must be towards the front of the engine (Fig. F.9). (14.296 engines, refit piston cooling Jets; where applicable) 3. Fit te pearing shells anc cap with the numbers on the same side ofthe rod and cap (Fig. F.8), 4. efit the two connecting rod bolts so that tne tat fon the head of each bolt is located against the shoulder of the rod. Secure with two new nuts. ‘See Page 8.2 for Recommended Torque Tensions. Refit the lubricating oll sump. 6. Refit the cylinder head (Page E.7) Fitting New Pistons ‘The piston height can be checked by means of straight edge and leeler gauges. Correct piston heights above the cylinder biock top face aro as follows — 4.2402 0.016/0.028 in (0,41/0,58 mm) 4208 0.002/0.010 in (0,08/0,26 mm) 4.206, 4.296 (2600 rev/min engine rated speed and below) 0.014/0.028 in (0,35/0,58 mm) 4.236, at 2600 rev/min engine rated speed (0.011/0.019 in (0,28/0,48 mmm) 4212 (0.018/0.021 in (0.38/0,53 mm) ‘The pistons have herd anodised crowns and must not be topped. To achieve this tolerance in production three graces of Piston areused,H,MandL butforsoviceuse,onlythel grades Available which can be below the tolerance figure alven Note: See page BS for engine cut in numbers PISTONS ANI fent should be fitted on top of the Mt when held and compressed as fing ends point upwards (see Fig the gap immediately above that of % 3 have been fitted in the groove 8 positioned as shown in the right Fi9. FS. (3 ring) Joaded conformable scraper above the Tnpression, second groove. Internally stepped compression, top 2 internally stoppsd compression ring, A gratssinenisonconn.tinentingte able scraper ring, ensure that both ends spring and position the ring so thatthe sie the aie pln. -_ oO 4 ston ‘ormable Seraper— eon pin sompression— Soression— FB ston Conformable Serap judgeon pin 186 Compression— Compression— fompression— 212UA147672 onwards @ revised became effective which changed f Scraper to a Chrome Faced, |Sonformable Scraper. The remain- Junchanged. Earlier engines fitted "ston and ring assemblies may be atest assembly. ing the Internally stepped com rsure that the "step" is towards the Fo the Spring Loaded Conformable fngure that both ends of the latch pring and position the ring so that retrically opposite the latch pin.SECTION G Cylinder Block and Liners Cylinder Biock For earlier engines, the cylinder block liner parent nore was machined to 4236 of 4248 size, (On later engines, the cylinder block liner parent bore is machined to 4248 size, 4.1025/4.1085 in (104,20/ 106,25 mm) ae standard for all 4238 series ensines, ‘and thick or thin wall liners fitted accordingly. To Renew Bush in No. 1 Camshatt Bore Current engines have a bush fited into No. 4 shaft bore in the cylinder block, A prefinished bush Is available to replace a worn bush. The worn bush may be extracted and replaced by 2 ‘new one, making sure that the ol holes in the bush and cylinger block correspond. Note: The camshaft recess in later cylinder blocks is machined deeper and uses a different camshaft, gear fang timing case joint, Cylinder Liners 4.2682 engines are only fitted with flanged cast iron liners 4.268 engines are fitted with flanged or flangeless cast Iron ‘ners, 74.298 engines are only fitted with flanged east Iron liners. 4.236 engines are fitted with flanged or tlengeless ces Iron liners, oF flanged ehrome plates liners. 4.212 engines are hited with flanged or flangeless cast iron liners. Note: Only nonvflame ring flangec ners are used in the later oylincer blocks, thick wall liners for 42:2/4.286/ T4208 and thin wal for 4248/4.2482 engines ged cast Iron liners (which, In production, are an 22 prolinished service liner (which le @ transition ft) Flangeless cast Iron liners (which ere an interference 8) can be rebore +0230 in (0,78 mm) oversize performance is affected. A be fitted whicn must be bored and honed to size a fitting. Chrome tiners (which are a transition fit) cannot be rebored and should be replaced by new when worn. Engines fitted with chrome plated liners can be icent fies by the letters “CL” stamped adjacent to the engine number on the cylinder block or a letter "C’ ‘contained in the engine number afte: the cigits, atively, new liners can ‘To Renew Fiangeless Cylinder Liners (Cast Iron) 4.248, 4.236 and 4.212 1. Remove ett components trom the cylinder block. 2. Remove the eyinder head studs. 3. Press out the tiners trom the Bottom. With 4248 engines rated up to 2.100 rev/min, all 4.298 anc ell 4.212 engines, lubricate the outside iemeter of the liners with cleen oll and press them in unit 0.028/0,037 in (0.71/0,84 mm) of the liner is protruding above the cylinder biock face (Fig. G2). Shim wasners or a sold stop spacer 0.028/0.037 ir (0,71/0.66 mm) tniek should be used {0 give the correct protrusion. With 4.248 engines rated above 2,100 rev/min. ylinger liners should be fitted with “Loctite Ensure that the outside ciamatar of the liners ang parent bores in the cylinder block are clean and ‘2bsolutely tree trom oll anc grease, Using Loctite Retaining Compound No. 840, cost a 1 in (25 mm) bané around the tcos of the porent bores and ‘another 1 In (25 mm) band helt way down each bore, Press inthe liners allowing the same protrusion 28 quoted in the previous paragraph. iow 3 hours for the Loctite to cure defore machining lines to finished size. Note: Earlier 4.236 engines incorporate @ liner which when fitted is 0.006/0.008 In (0,16/0,29 mm) below the top face of the cylinder block. The lator ‘ype liner can be identified by its length ot 9.008/ 9.015 in (2287/2290 mm), compared with the length of the old type liner which 1s 8.963/8.979 in (227/227,8 mm). The old type liner must not be 4.256 Sees Workshop Marval, January 1992,CYLINDER BLOCK AND LINERS—G.2 ‘ited to give @ protrusion of 0.030/0.095 in (0,78/ 0,89 mm) as the bottom piston ring may clear the bottom of the liner when the piston is at bottom dead centre. 5. Bore and finish hone the liners to the dimension iven in “Technical Data", Page 8.4. When using a boring bar on the top face of the cylinder block, fit a parallel plate between the boring bar and cylinder block face. To Fit New Unbored Flanged Cast Iron Cylinder Liners 1. Remove all components from the cylinder lock and press out the old liners from tho bottom. 2. Lightly lubricate the outside of the new liner anc press the liner progressively Into the parent bore Until the lange locates into the cylinder block flange recess. The limits fr liner protrusion are siven on Page 8.4 snd may be checked as shown in Fig. G2. 3. Bore and finish hone the fners to the dimension aiven on Page Ba. 4. Reassemble the engine components 10 the cylin der block ‘To Renew Cylinder Liners (Prefinished Flanged Cast Iron or Chrome Plated) 4.2482, 4.248, T4.236, 4.236, 4.212 (a) To Remove Liners 1, Remove all components from the cylinder block. 2. Remove the cylinder head studs. 1085 out the liners from the bottom. (b) Preparation for Fitting New Liners Great care must be taken In handling, transit end storage of new prefinished cast iron or chrome plated liner. a8 the slightest burr or damage is sutfcient fo cause local distortion of the bore when fitted (c) To Fit New Liners 1, Clean thoroughly the parent bore. Clean the top 2 in (60 mm) and the recess for the liner flange with “Loctite” Safety Solvent or a similar product; use it Jn accordance with the manufacturers instructions. 2. Clean thoroughly the outer surface of the liner with Loctite” Safaty Solvent. 3. Lubricate lightly the parent bore with clean engine lubricating ol, except forthe top 2 in (50 mm). 4. Engure that the liner Is vertical and press into the parent bore to within 2.0 in (60 mm) of the fited position. Clean the area below the flange of the liner with *Loctite” Safety Solvent. Apply "Loctite’ 640 to the top 1.0 in (25,4 mm) of the outer surface of the liner and under the flange: also apply *Loctite” 640 to the bottom of the flange recess in the parent bore 5. Press the liner in to the fully fitted position and lean the “Loctite” from the top surface of the cylinder block 6. With the tiner fully home, check the relationship between the top of liner flange and the top face of the cylinder block to the mits given on Page B.2. 7. Allow 18 minutes to elapse before the liner bore 14.208 Series Workshop Mara, Janay 198, dimension Is checked, The “Loctite” will reach full strength alter 3 hours, From engine No. 4702131A the liner flange recess depth in the cylinder block for thin wall chrome liners has been increased, see Page B.S. and a 45° chamfer added to this recess and the flange thickness of the thin wall chrome liner has also been increased, see Page 8.4 ‘The later thin wall type liner may be used on ea engines providing the top face of the liner comes within the earlier limits,The latest cast iron flanged liner fited to 4.296 and 4.212 engines has a radius under the flange instoad of an undercut, The chamfer on the tlange recess In the cylinder block, between the recess and the liner parent bore, has been changed from 0.010/ 0.015 in (0.25/0,38 mm) at 45° to 0.020/0.030 (0,51/0,76 mm) wide x 0.025/0.035 in (0,64/0,69 mm) deep to accommodate this radius. This latest liner also has a thicker flange and the reiationship between the top of the: liner flange and the top face of the cylinder block has been changed, see Page B4. It Is advisable to allow a settling period to elapse before checking the fitted internal bore diameter ff the liner. The acceptable limits are given on Page Bu. Each new liner should be checked in three post. tions — top, centre and bottom: the readings being taken transversely and parallel to the centre line of the cylinder block. (Fig. 6.3). ‘Oversize Cylinder Liners ‘Oversize outside diameter cylinder liners may be fitted ‘40 4238 factory rebult engines and are availabe for fit- ment in service where the standard parent bore is enlarged to remove damage, (Not thick wall liners) They are available as followe:— Oversize Description 0.008 in (0,13 mm} Cast Iron Flangeless ~ bore and hone 0.010 in (0,25 mm) Gast Iron Flangeless — bore and hone (0.010 in (0.26 mm) Cast ron Flanged —bore and hone (0.040 in 1,02 mm) Cast iron Flanged — hone ‘Where a parent bore is reclaimed in service, it should be ‘machined tothe dimension by adding the appropriateliner ‘oversize to the standard parent bore diameter given on PageB 3. The top of the parent bore must bere-chamfered after machining. The 0.040 inn oversize liner has @ larger fiange diameter than the standard liner and ifreclaiming a parent bore with this liner, the flange recess diameter will hhave to be increased to 4.245/4.250 in (107.82) 107,95 mm) Where 0.005 in and 0.010 in oversize fners ae fited, the liner oversize is stamped on the cylinder block top face between theliner and thestigeof the cylinder block Where 0.040 in oversize fners are used, the number 1849 is stamped on the rear end of the block. CYLINDER BLOCK AND LINERS—G.3 44256 Series Workshop Manual May 1986SECTION H Crankshaft and Main Bearings ‘Some crankshafts can incorporate forged in balance ‘weights whilst others do not have balance weights. When replacing a crankshaft, always ensure that the correct type is fited. The crankshaft runs in five prevtinished replaceable shell bearings lined with aluminium tin End float is controlled by four thrust washers. which are located on both sides of the centre main bearing housing 0.0075 in (0,19 mm) oversize thrust washers are available which may be combined with standard thrust washers to give an adjustment of 0.0075 in (0,19 mm) of when used on both sides of the beating hous Ing, give an adjustment of 0.015 in (0,38 mm) The main bearings are located in position by tabs fi ting into slots in the bearing housings The tabwashers as originally fitted to the main bearing cap setscrews on 4236 engines, (see Fig. H2) have now been deleted, see Page B2 for Recommended Torque Tensions. Because Tufttided crankshelts are fitted to some engines it wll be necessary to identily the shaft before commencing regrinding operations. itis important thatthe information on Page H.2 headed Regrinding the Crankshaft relevant to the Tuttiding process is adhered to ‘To Renew the Thrust Washers Renewal of thrust washers can be carried out without withdrawing the crankshaft, as follows — 1, Remove the sump, sump strainer and the oll pump suction pipe (Page L.2). 2. Remove the centre main bearing cap containing the two bottom half thrust washers (see Fig. H.1). The two top half thrust washers should be removed by sliding round from one side. Identity each thrust washer hall to its relative postion 8. To refit the thrust washers, liberally oll the two Upper halves and slide them into the recesses pro: vided on either side of the main bearing housing The steel side of the thrust washers should be towards the bearing housing and the cap. Refit the ceap with the lower half thrust washers, secure with the setscrews tightened to the torque given on Page a2. Note: Later type thrust washers are non reversible land are not Interchangeable with the earlier type Replacement thrust washers must be of the samo pattorn as the originals. Check the crankshaft end float for a clearance of (1004/0015 in (0,10/0,38 mm), Fig. HA. Refit the oll suction pipe to the oll pump. Refit the sump strainer and sump. H2 4296 Series Workshop Manual March 1986,CRANKSHAFT AND MAIN BEARINGS—H.2 To Remove the Crankshaft 1 will be necessary to remove the engine from the vehicle or application 1. Remove the sump, sump strain suction and delivery pipes. land the oil pump 2. Remove the timing gears and timing case (Section K) 3. Remove the flywheel and flywheel housing 4 Remove the connecting rod caps and big ene bearings (Page F.1) 5. Remove the rear main bearing oll seal housing (Fig. HB), 6. Teke off the rear main bearing bridge piece. 7. Remove the oll pump (Page L.2). Remove main bearing setscrews, 8. Remove the main bearing caps and hall bearings. 10. Lift out the crankshaft and remove remaining halt bearings. Regrinding the Crankshaft Before commencing regrinding operations, examine the crankshatt to see if it has been hardened by the Tulttiding process. The shaft may be identified by Part No. which will be found on the front end or on No. 1 web. It the crankshat is identified as @ Tufftrided shat then 't will be necessary to re‘Tuttide it regardlass of the diameter to which itis reground. It facilities are not available for reTuttriding @ replace- ment shatt should be obtained. Botore regrinding the crankshaft it should be c1ack dotected. Demagnetise the crankshatt after crack detecting The main journal and crankpin diameters should be checked to ascertain the next size to which the crank: shaft can be reground, ie., —0.010 in (—(0,25 mm), 0.020 In (—0.51 mm) oF 0.030 in (—0.78 mm). I it requires to be reground below —0.030 in (—0.78 mm) ‘2 now crankshaft must be fited, After regrinding, the sharp corners on the oil holes Should be removed and the crankshaft crack detected and demagnetised. Note: It is important that the radii on the main journals and crankpins are maintained. ‘The crankshalts of engines fitted with Lip Type rear oil seals have a rear flange with an extended width of over ‘one inch (25 mm) to provide a seat forthe lip seal (Page H65). If all the three positions for this seal have been ‘used, the sealing area of the flange may be reground to 8 minimum diameter of §:243 in (189,17 mm), leaving an lunmachined diameter for a distance of 3/16 in (4,8 mm) from the rear end (see Fig. Ht), Only the minimum of metal should be ground off to feneure removal of the seal wear grooves and the surface finish should be the same as the crankpins and journals, It is not necessary to re-Tutfride the flange after this operation. H3 4.296 Series Workshop Manual, March, 1988,CRANKSHAFT AND MAIN BEARINGS—H.3 Crankshaft Regrind Data Tutftrided crankshafts Part numbers 91315542 g1g15e61 31315872 31315884 31316204 31316224 31316235, F R 8.010 in (0,25 mm) 0.020 in (0,51 mm) Undersize Undersize 2.9884/2.9892 in 2.9784/2.9792 in (75,91/75,98 mm) (75,85/75,67 mm) 2,4888/2.4896 in 2.4788/2.4796 in (63,22/63,24 mm) (62,96/62,98 mm) 1.554 in (99,47 mm) maximum 1.789 in (44,68 mm) maximum 1.5965 in (40,55 mm) maximum 4.554 in (39,47 mm) maximum 31315984 31915986 1315991 31316241 31817287 0.030 in (0,76 mm) Undersize 2,9684/2.9692 in (75,40/75,42 som) 2.4688/2.4696 in (62,70/62,72 mm) 0.145/0.156 in (3,68/3,96 mm) all journals and crankpins Surface finish, journals end crankpins 16 micro inches (0,4 microns) C.L.A. maximum Surface finish. filet radii 50 micro Inches (1.8 microns) C.LA Maximum run out with crankshaft mounted on the end main journals. Independent readings: Crankshaft Pulley Rear Oil Seal Diameter TLR. Diameter TLR. 0.002 in (0,05 mm) 0.002 in (0,05 mm) Journals TLR. Number 1 Number 2 Number 3 Mounting 0.003 in 0.006 in (0,08 mm) (0,15 mm) Fiywheel Flange Diameter T.LR. 0.002 in (0,05 mm) Number 4 Number 5 0.003 in Mounting (0,08 mm) 4.298 Sries Workshop Maru, January 1999.CRANKSHAFT AND MAIN BEARINGS—H.4 To Refit the Crankshatt 1, The cillways in the eylinder block and crankshatt must be tree trom obstruction 2 Check the mein bearing setscrews for stretch or damage. Only setscrews supplied by the engine manufacturer should be used as they are of @ special heat treated high grade steel 3. Clean the bearing housings, place the top hall bearings in position and liberally el 4. Position the crankshatt. 5. Olt the two upper thrust washer halves and slide Into the recesses provided on elther side of the ‘centre main bearing housing. 6. Liberally oll and fit the lower halves of the main bearings to the bearing caps. Fit the caps to thelr respective positions so that the lower halves of the thrust washers are correctly positioned on either side of the centre main bearing cap. The main bearing caps are numbered, No. 1 commencing at the front of the engine, Each cap Is also marked with a serial number as stamped on the cylinder block bottom face. These should read in line (Fig H2), 7. Fit the setscrews. Shim washers originally fited botwoen the setscrew head and the main bearing cap have now been deleted. 8. Tighten the main bearing setscrews to a torque siven on Page B.2. ‘9. Check the crankshaft end float for a clearance (Fig. H.4), 10. Refit (Pager. ‘connecting rod caps and big end bearings 11, Refit the rear maiz bearing bridge piece to the cylinder block (Fig. H.5). The rear face should be flush with the rear face of the cylinder block (Fig. 4.8) 12, Fit new seals in the rear main bearing oll seal housings and refit the housings as described in “Crankshaft Rear End Oil Seal’ 18, Refit and correctly align the flywhes! housing (Page P.1), Refit the flywheel 14, Fifi she oll pump, timing case and timing gears (Page L.4 and Section K) 15, Refit the sump, sump strainer and the oil pump suction and delivery pipes. | Note: Later engines will have @ cast iron bridge | piece and sealant Is used in place of the end seals | 2) shown in Fg. HS. 14.296 Seties Workshop Manual March, 1988. 1. Bridge-piece. 2. Bridge-piece End Seal. 3. Joint (if fitted),Rope Type Rear End Oil Seal The housing consists of two halves bolted around the rear of the crankshaft which hes a shallow spiral oil return groove machined in it to a depth of 0.004/0.008 in (0,10/0,20 mm). The bore of the housing accom: modates a rubber cored asbestos strip eemprising two sections. When fitting the seal the following procedure shoulé be adopted-— 1. Set up a half housing in the vice with the seal recess uppermost and settle approximately 1 In (25 mm) of the strip, at each end, into the ends of the groove so that each end of the strip pro tudes 0.010/0.020 in (0,25/0,50 mm) beyond the half housing joint face. 2 With the thumb or finger press the remainder of the strip into the groove, working from the centre Uso a round bar to further bed in the strip by rolling and pressing its inner diameter (Fig. 1.7) 3. Fit the sealing strip to the other half housing in = similar manner. 4. Fit a new Joint using jointing compound applied both sides. 5. Spread a film of graphite grease over the exposed Inside dlameter surface of the strip. 6. Assemble the half housings around the crankshaft rear journal and fasten together (Fig. H.8). 7. Swivel the complete seal housing on the shaft to ‘bed in the strips and to establish that the assembly turns easily on the shatt 8. Bolt plece. 1@ seal housing to the block end rear bridge Lip Type Rear End Oil Seal Later engines will be fitted with a clrcular spring loaded lip sea! that locates around the periphery of the flange of the crankshalt. The seal is designed to function correctly with the direction of rotation of the engine and for Identification purposes the seal Is marked with an arrow. The lip type cll seal assembly and its counterpart crankshaft are not interchangeable with previous types. This seal is easily damaged and extreme care should be taken when handling and fiting it. Any visual damage across the lip of a new seal will cause leak: age and prevent bedding in ofthe seal Eater saalshave at rearface as showninFig. 49. Laterseals| have a protruding dust lip rom the rear face as showa in Fig 4K | To Fit Lip Seal in its Housing | On production, the old type seal was ited tush with the rear face of the housing (Fig. H.9) but the new type seal is fitted | deeper into tne nousing an Fig 10. | in service, when # new seal i fitted to @ worn cranashat, | shoule be pressed turtherintothehousing inthetirstinstancelt CRANKSHAFT AND MAIN BEARINGS—H.5 can be pressed into/¢in{3,2 mny fool type seas or pasition | 'B for naw type seals o,f this postion has been used, to in [ (6 mm) for ola type seals oF position © for new seals. | Ill three positions have been used, it may be permise | ible to machine the worn sealing area of the crankshaft | ange (See Page H.2), but not he spigot ares on which | te tenes locates (eo Fig. 11) 4236 Series Workshop Manual May 1966.CRANKSHAFT AND MAIN BEARINGS-H.6 ‘A 9-09in (2,2mm) 8 0-18in (4,6mm) € 0-27in (6,9mm) H10 5.243 in (133,171) MIN HIT Hie 4.206 Series Workshop Manush May 1966. When anew ealistited toanew orreconltioned crankshaltét senice, it should be fitted in the production position, but the latest sealis not to be used in awet backend application, tcan be fied lush withthe Rousing rear face (Fig. H.10), \Whon pressing in the latest type seal, ensure that the adaptor has a suitable recess to clear the protruding dust ip. Too! PD145C can be used with both type seals. Before fiting the sealin the housing, caretully examine the seal for damage especially onthe lis and outside diameter. Using clean engine lubricating il, lubricate the outside dia- meter othe seal and the inside diameter ofthe housing, Press the seal nto the housing tothe requlred postion, taking ‘aretha the sel is entered and preseed in squarely, otherwise ‘damage tothe outsice diameter of the seal may occur or, itis not equare in the housing when fited tothe engine, tay leak ' [To Fit Lip Seal Housing | clean the faces of the cylinder block and oll seal hous | ing and the outside diameter of the crankshaft flange. | check that the seal and the outside diameter of the \crankshatt flange are not damaged. Where @ new seal {has been fitted, check that itis in the correct position as | previously detailed ensure that the two dowels are fitted in the cylinder lock (Fig. 12). Coat both sides of the joint with | Perkins Hylomar jointing compound and position the [joint over the dowels in the block. ‘Using clean engine lubricating ol, lubricate the crankshaft flange, the seal and the 86al Quide, The ub: | reation of the seal is necessary to prevent damage that | may be caused by inital ry running. | Position the seal and housing on the seal guide, locate | the guide on the crankshatt flange and gently press the | sea! and its housing into position on the flange, locating | the housing on its dowels (Fig. H12) ‘withdraw the guide and secure the housing with setscrews and washers.On certain applications a balancer unit is incorporated jn the engine sump, from which the lubricating oil ‘pumps driven. Mebelancerunitcan be either front arcentre ‘mounted type. It Is important to note that, on some of these applica tions, a crankshaft is fitted which has no balance weights, as distinct trom the crankshaft. on other applications which can incorporatebalance weights which are forged in the manufacturing process. When replacing a crankshatt, the correct type should be fitted as determined by the displaced crankshaft. It is also important to note that balancer units vary according to which side of the engine, the lubricating oil filter is fitted. When replacing a balancer unit, always ensure that the correct type is being fitted. Balancer Unit, Front Mounted To Remove ‘Remove the lubricating oll sump. Remove the balancer unit assembly, complete with the lubricating oll pump. To Dismantle Remove the seven setscrews and washers securing the lubricating oll pump to the balance unit. Remove the oil pump..complete with backplate and diving gear, it possible. Should the backplate and diving gear’ remain in position on the balance unit they must be removed separately. From the front of the balancer unit, remove the idler ‘gear hub retaining nut or setscrew. Remove the idler gear hub, idler gear and thrust plat Remove the two socket headed grubscrews in each of the balance weights. Press out each of the shafts in turn, towards the drive fend, taking care that the keys in the shafts do not foul the bushes in the drive end of the balancer frame. In sufficient care could result in the bushes being damaged and this would mean replacement of the complate frame assembly. Both balance weights may now be lifted trom the balancer frame, complete with their respective gears Should It be necessary to renew elther the balanc woights or coupling gears, remove the three socket headed capscrews in each balance weight assembly and take off the coupling gears. Remove the two thimbles which locate between the trame and the cylinder block. Romove the seven plugs from the ollways. in the balance frame and clean out the oilwa SECTION J Balancer Unit Important | When retiting the socket headed capscrews which | secure the coupling gears to the balance weights, also | the socket headed grubscrews in the balance weights | athe ialer gear and hub securing stud, “Loctite” grade 601, should be used on the threads in the following Use of “Loctite’ ‘Thoroughly clean both male and female threads with @ suitable degreasing fluid such as “Loctite Safety Solvent" (not kerosene) allowing 15 minutes for it to dry It is recommended that, where possible, “Locquic" Q Activator be used for this purpose as it will considerably reduce the curing time ‘Apply @ light coating of “Loctite” grade A, to both male and female threads, fit the stud or screw and tighten to the specified torque. ‘A curing period of 24 hours (1. hour if “Locqule” @ Activator has been used) at room temperature must now be allowed before the engine is started. placement bushes for the balancer frame are not ‘srviced separately and if wear is evident, a replace- ‘ment balancer frame assembly must be obtained, com: plete with bushes already line-bored. Later balancer units have needle race bearings fitted in place of bushes and are not interchangeable with bushes. Wren needle race bearings are fitted, then the balancer unit drive and driven shafts, bearings, keys ‘and oll pump gears must be changed after 5,000 hours ‘operation. Balancer units incorporating needle race bearings were Introduced as from the following Engines Nos 2x2Use2tL 212UATBBO7OL 236169054. 236UAI02116 (rear end rope seal) 296UA109692L. (rear end lip seal) 24894896. 24BUAI29725 (rear end rope seal) ‘24BUAT247E5L (rear end lip seal) ‘Current balancer units have reversed balance weighte where the gears are fitted to the rear of the weights instead of the front a shown in Fig. J.1. and thicker section roller race bearings are fitted. When replacing needle or roller race bearings, they should not be hammered in, but pressed in using @ suitable dolly. Needle race bearings should be pressed in to @ minimum of 0.008 in (0,20 mm) trom the end ff the housing, Thicker section roller race bearings should be pressed in so that a clearance of 0.030/ 0.040 in (0,76/1,02 mm) is left between the end faces (of all bearings and inside face of the trame bosses. 4.206 Series Workshop Manual May 1086,BALANCER UNIT—J.2 wa 1. Idler Gear Hub Retaining Nut or setscrews (later engines) 1 Idler Gear Hub 1 Idier Gear Hub Dowel 1 Idler Gear Assembly (complete with bush) 1 Idler Gear Thrust Plate 1 Driving Shaft i Driven Shaft 1 8. Balance Weight Gear Retaining Screws 6 9. Balance Weight Gear 2 | Current engines have reversed balance | weights where the gears are fitted to the rear | of the weights. Note Replacement bushes are not serviced sopar ‘ear, A ropiacement cer gear, com must be fies for tne ier with prefiniened bush ‘The stud which secures th idior goar and hub tothe balancer {tame is avaliable as a spare part but need not be removed trom the balancer frame unis it requires replacing 4.296 Series Workshop Manus oorvary 1986. 10. cn 12, 13, 14, 15, 16, Balance Weight Balance Weight Locating Screw Idler Gear Hub Stud Balence Weight Frame Plug Frame to Cylinder Block Thimble Frame Assembly (complete with bushes) Balance Weight Frame Plug Balance Weight Locating Key Rosen esHaving renewed any part showing signs of wear, pro: coed as follows:— Replace the seven plugs in the oll dtillings of the balancer frame {Should it have proved necessary to renew the idler gear [ and hub securing stud, fit the new stud, using “Loctite | 601. | Should it have been necessary to remove the coupling | gears from the balance weights, using “Loctite” 607, | reassemble, finally tightening the socket headed [ capscrews to a torque of 14 Ib ft (1,52 kof m)- 18 Nm. Where necessary, renew the shaft keys. ‘Stand the bi face, sncer unit on its lubricating oil pump end Place the two balance weights complete with gears Into the frame, coupling the gears so that when the shatts are partially entered, the keys are in the same relative position, ie. both at top dead centre or both at bottom dead centre, Ensure that each shalt Is related dead centre to the bushes at the front and rear of the frame and press in Until the drive shaft (with integral gear) is fully home and the end of the driven shaft is flush with the drive fend face of the balancer frame. Extreme care must be taken when pressing in the halts, to prevent the keys from touching the drive end bushes (where fitted) or the needle bearings as thoy pass through. The slightest damage caused this way ould result in seizure of the unit and severe cor: sequential damage to the engine. | Using “Loctite” 601, fit the two grubscrews to each | balance weight and tighten to a torque of 7% lot ft | (1,03 kgf m) ~ 10 Nm Do not omit degreasing before | using "Loctite Fit thrust plate, Idler gear and hub so that the single centre punch mark on the Idler gear registers between 22 two punch marks on the integral balance shaft ‘ear. Ensure that the dowel in the hub locates in the ‘corresponding hole in the balancer frame. Fit the idler gear and hub retaining nut or sétscrew and tighten to a torque of 40 Ibt ft (5,53 kot m) — 54 .Nm. Revolve the unit by means of the idler gear to ensure that the action is quite tree. Place the oil pump back plate in position at the rear of the balancer unit. Fit the oil pump drive ge drive shatt, fonte the end of the balancer Fit the oll pump idler gear onto the idler shaft in the ump and refit the pump housing to the balancer BALANCER UNIT—J.3 Unit, securing with seven setscrews and washers to a torque of 21 lot ft (2,90 kgf m) —28 Nm. evolve the balancer unit idler gear once more to ensure freedom. Continue revolving the idler gear until the punch marks ‘once more coincide. This may take several revolutions. To Replace Place the two locating thimbles into their bores and refit the balancer unit to the cylinder block, ensuring that the single centre punch mark on the crankshaft ear registers between the two punch marks on the idler gear of the balancer unit, The balancer unit is now timed to the engine. When fiting the balancer unit to an engine where the front fend has not been stripped, It will not be possible to ‘observe the punch mark on the crankshalt gear for the purpose of timing the unit to the engine In this case, the engine should firstly be rotated so that either the piston of No. 1 or No, 2 cylinder is at top or bottom dead centre. Bottom dead centre is preferable fs any error greater than one gear tooth will cause @ foul between the weights and the connecting rod in this position, making it obvious that the balancer unit hhas been wrongly timed. Revolve the idler gear until the single centre punch ‘mark on the Idler gear registers between the two punch ‘marks on the balancer shaft drive gear Suitably mark with chalk, a tooth of the drive gear to align with another chalk mark on the frame. In this position, ft the balancer unit to the engine, ‘checking that the weights have not moved by observ ing alignment of the chalk marks. [As a further check, observe thal the single punch mark fn the idler gear still registers between the two punch marks on the balancer shatt gear, in allgnment with the gear centres. Accuracy in timing the balancer unit ta the engine is essential as an error will cause serious consequential damage to the engine. The ability to turn the engine over by hand Is not necessarily proof that the balancer unit is correctly times. Secure the balancer unit to the cylinder block with the four setscrews and washers, tightened to a torque of 40 bt (5.8 kat m) ~ 84 Nm, Alter iting the balancer unit to the cylinder block and especially in the case where a new balancer unit frame has been Incorporated, check to see that there is clear ance between the belancer unit frame and No. 1 main bearing cap. Refit the sump in the normal manner, as described in the relevant service literature. 4.206 Series Workshop Manual May 1986,BALANCER UNIT—J.4 Balancer Unit, Centra Mounted 5. To Remove Drain the lubricating ol Remove sump, Suppor the balancer unit (Caution, the unit weight approxi ‘mately 55 Ibs (25 ka} and remove the ix bolts and washers. To Dismantie 1. Remove aier gear assembly (988 16,17, 19and 21 Fig.) bby removal of the idler gear hub (see 16, Fig. J2. Use & (0.986 in (26 min) AF Allen Kay inthe later geer hub Allen key socket or remove setscrew. Ensure that me idler gear 6 ‘assembly Is removed complete to prevent parts trom damage. 2. Remove balance weights cover. 3. Remove driveshattigear (vee 15, Fig, J2) and balance weight dive gear (see 3, Fig. J2} by removal of ocknut 8 (600 4, Fig. J2). Light use hammer and drift on shaft at locknut end position to release Loctite seal of shaft and balance weight drive gear spine. Ensure shaft threads 8 ‘not danaged and that the needle bearings are not damaged when the dirveshat is sid out 4. Renave lubricating ol pump andsuctionpipe(see Band 11 Fig, J.2) by removal of three setserews which hold the lubricating ol pump to the balancer frame, 20 19 18: 7 16 15: 11 10/9 J 12 Drive shaft end float, 0008/0012 in (0,13/0,30 mm, 12, Drive shaft rear bearing, aim below machined surface (0079/0.118 in (2,00/2:30 me, 13. 3. Balance weight drive gear. 14 4 Balance weight drive gear nut. 5. Balance unit frame, 1. 6 End cover. 16, 7. Lub. ol twanster pi 7 8. Lub. oi suction bp, 8 8. Drive shaft gear bearing 18 10, Joint 20. 11, Lub. ell pump assembly 2 44236 Soros Workshop Manual, March, 1968. Remove lubricating oll pump rit valve as follows: 8) Spring pin which holds clit valve assembly in post tio, )_ Spring cap, spring and plunger Note: The spring pin must be removed carefully to fensure that the spring and spring cap are not lost of cause damage to the operator when the spring pressure is roleased (see Fig. J10). (On assembly ensure the correct raliot vane iused.Turbo- ‘charged engines have a higher rated spring than the naturally aspirated engine for higher lubricating oll pres Fomove balancer lubricating oll transfer piste (se 7, Fa. 142). Note postion of lubricating ol direction ingicators on ‘the outside ofthe transfer plate for correct assembly pur- poses (s00 Fig. J.) Remove frame end cover (800 6, Fig J 2) Remove bslance weights caretlly so driven weight gear does not damage the bearings ‘0 not remove lubricating ol direction plugs (se0A’ and °B, Fig. Jd and.J5). Removal of the plugs can damage ihe threads and make the frame faulty, @ new tame will hen bbe needed. When right oF lft hand lubricating oll fiters ‘are fitod to the engine the correct balancer unit with the Correct lubricating ol low must be fited to Sul the filter position 88S t 8 7 Drive shalt, rear of b (13027131,2 mm) Drive shat ront bearing Dive shat front bearing, dim. below trot face of frame (0,098/0.118 in (25/8,0 mm), Drive shatt gear Balancer unit ier gear, loter goar nub, Idler hub Allon key recess or setscrew. Ialer gear hub bearing leer gor end tot, 0.008/0.009 in (0,08/0,29 mm. Idler gear thrust washer, rng to front face 6:126/5,164 In10. Clean all ubricating ol passages with a Kerosene spray. Dry lubricating oll passages wih air pressure 11, Check front and reer crveshatt/goar needle bearings for damage of wear, renew if necessary. 12, Checkbalance weight bearings ordamagecor wear replace it necessary, 13, Check balance weights for wear or damage on shafts and eas (see ‘A’ and, Fig v7), new if necessary Note: Balance weights should be renewed as a pair and not singly. To Fit new Bushes and Bearings Note: Where needle bearing and bush bearing are renewed, they must be pressed into position with man ‘rels made to the dimensions given in Fig. J8. Frame Bushes CClean and lubricate parent bores and press in bushes (see ‘A’ and'D-, Fig. J7 in a continuous movement until they are 0.128/0:130 in (325/330 mm) below the ‘machined face (see ‘8, Fig. 7) with mandrel Frame end cover bushes Clean and lubricate parent bores (see 6, Fig. J.2) and press in bushes (see ‘D, Fig 47) In @ continuous move- ‘ment until they are 0.128/0.130 in (3,25/3,30 mm) below the machined face (see 'C, Fig. 7) with mandrel 0128/0320 10 (2830 mm, BALANCER UNIT—J.5 u4 Fight Hand mounted oil iter RH mounted tub, ol er. ‘A. Shor nexagonal socket head plug position, 8. Long equare socket head plug position, Sees = J5 Lett Hand mounted ol iter LH mounted tub. i fter ‘A. Shor hexagonal socket head plug postion 8. Long square socket head plug aositon. — os fm et FT | Manorel for Bush bearings. Mande! for tveshatt tant neadie bearing Position Or. Fier lI Transter Cover Plate J. else symbols to indicat: ‘A. Hexagonal socket esd plug poston. 8 Square socket head plug position. ©. Oilfiow Indication for RH oF LH lub ol iter position, [ Lt Mandrel for as driveshaft ed rear needle beating Je | Mandret for bush bearings. . Mandrel for driveshat Front needle bearings. ©. Mandal fr drivashatt Rear needle bearings. 4.296 Series Workshop Menusl March, 1988BALANCER UNIT—J.6 Needle Bearings CGiean ane lubricate parent bores and with mandrel press in tear resale bearing (see 9, Fig-J2) ina continuous movement until the beering is 6.124/5.164 In (130/131 mm) fromthe frontof the ‘tame (se0 12, Fig. 2). Press in front needle bearing (see 13, Fig 2) with man- drel in @ continuous movement until the needle bearing Js 0.098/0.118 in (2.6/3.0 mm) below the front face of the frame (see 14, Fig, 2) Use of Loctite Where the use of Loctite’ is recommenced, the correct grade ‘mustbe used. Thoroughly clean threadsor surfaces wth a able fluid (not Kerosene) to remove any grease or simi oposits and give time to dry before ‘Loctite’ compound is ‘ppled tothe threads, The Loctite must be given 24 hours at room temperature to harden before the units used To Assemble 1. Ensure hollow location dowel is in positon and ft lubri- cating oll pump (see 11, Fig, J.2) and tighten setscrews to 22 bt (8.8 kgf m) 80,0Nm Note: The latest belancer units do not have a thimble for the oll pump location, The ‘oeation of the latest oil pump is by a snigat on the rear tace of the pump. 2. Fit engine lubricating oll ait vaive assembly. Ensure the relief valve bore is clean, not damaged or worn Lubricate ‘ore and pstion plunger, the protrusion on the plunger must face out Position spring over plunger protrusion, ‘At spring cap. Compress soving snd fit the spring pin in Its loction holes keep the lubricating ol valve assembly in postion, 3. Lubricate needle bearings (see 9 and 13, Fig. 42) ane Ww A. Bush frame. Bush, dim. below frame surface, 0.128/0.130 In (9,28/9,30 mm. G. Bush, dim, below frame end cover surface, 0.128/ (0.130 in (3,28/3.30) mm). 4236 Series Workshop Manual, March, 1988, {it rvesnat’gear (seo 15, Fig. 4.2) cartully 6 the needle beanngs are not eamaged with ine snatt spl the shaft splines that drive the lubricating oll pump are aignes with thelubricatingoll pump splines when thecrive- 5 gear is slid into position, 4, Add a small amount of ‘Loctite’ grade 242 to the outer fend of the balance weights drive gear splines (see 3 Fig 2) and locknut (see 4, Fig. J.2) threads. Fit gear (s0e 3, Fig J.2) ang locknut(s8e 4, Fig. J2) and tignten Tooknvt to 63 ft ft (6,7 kg! m) 85 Nm. To fit lacknut it will be necessary to slide criveshalt trom gear to give ‘enough clearance, Ensure in this operation Loctite does not enter the bearing as this can cause needle roller allure. To tighten the locknut it is necessary to hole the looknut with an open end spanner (ein AF) and ust ‘suitable pag t00! which Inserts Into the two holes in the ‘shaft gear for use with a orque spanner. 5. Ensure drveshat/gearand engine lubricating oll pump turn freely. Check crveshaft ond float. 0.0067/0.0:37 in (0,177 0.35 eam) 6. Lubricate bushes in rame and end frame cover (see"A’ and Fig J7) To Fit Balance Weights 7. Position riveshaty/gear to its timed postion (see Fis. 8) Ensure shaft wil ot move, postion balance weights (see Fig 8) and enaure thatthe fate ofthe weights are inline with each other. Fit fame end cover and lightly hammer location dowels In place and then tighten setsccews to 40 ib (5.5 kgf m) 5 Nm. Eneure balance weight ‘gear does not damage bearing when fed 8, Fitlebrcating ol traneter pate and ointo balancer assem by and tighten flanged bolts to 24 It f (92.5 Nm). Ensure raised symbols are positionee correctly to sult the lr cating ol iter postion, CDE Gp Bush, frame end cover Lub. ol transtor plate, LH, lub of fiter positon. ub, ol transfer pate, RL. lub. oll titer poston, Balance weight end float elm. 0,0073/0.0148 in (0,186/0,377 mr.8. fa new frame is used with new Warleatng ol direction lugs, ensure the plugs are ited correcta suit the iter Position and lubricating ol transtr plate symbols(see Fig 4035) 10, Fit balance weight cover and tighten setscrews to 7.51bt ft (10m) Note: The lubricating il direction plugs are of ciferent jengtn and have diferent shape socket heads. The long plug has a square socket and the short plug @ hexagon socket, The socket shape will indicato if the plugs anc ‘ranster pate are ites comecty for the lubricating eiltiow. Eneure thatthe long plug is below the machined surlace. To Fit Idler Gear | 11. Pres In new bearing f necessary Fit gear and bearing | to idler hub eng put thrust washer In position. Ensure | Isler gear hub setscrew threads are clean and tree from | Stease, Put ‘Loctite 274° compound on the threads anc tighten in position to 70 Itt (86 kgf m) 96 Nm. Cheek. | ‘ond float of gesr 0.003/0.008 in (0,08/0,28 mm) Note: Idler gear hub with integral setscrew = 40 Iot ft {eS kotm 54 Nm To Refit and time Balancer to Engine | Ensure the location coweis are in the cylinder block bores [ (see Fig. 419). Set number 1 and & pistons at TOC Locate | the balancer unit with the dowels anc engage icler geer to | eznksnat gear. Look through hole in side of balance weights cover see Fig. J9} later units co not have cover | Ges) and eneure that the belance weight flats are love! {wath each ether and in the centre of the hole (A) with the naif round balance weights towarés the bottom of the sump [if thi position cannot 2 obtained, the inal timing of the Balence weight unit i Incorrect (0 Fig 8). Wren the tim [ing is correct, secure the balancer ent fo the cylinder block Nlanges 2oits 10 40 ib Ht (65 XG! =) | 68 Nim (soe Fig. J12). Fit sump and tignten se:screws to 13 [at (4.8 kt my 18 Nm BALANCER UNIT—J.7 8 A. Engine mounting face. E. Hole dim. 0.256 in B. Hole'c", 92 ungie positon, (6.5mm), ©. Hole cin. 0.354 In (9.0mm). F, Balance welgnt D. Goat shat dive sembly position. Bottom Face of Cylinder Block [AL Belance weight tats postion vo View looking trom front of engin. 14238 Series Workshop Manuat May 1986.BALANCER UNIT—J8 J12_ Note: Position of lubricating oil suction pipe can change according te application. 44236 Sores Workshop Manual Mey, 1986.13 sta BALANCER UNIT- J.9 evoesenn Centre Mounted Balancer Unit Assembly Lubricating oll pump cover plate eter gear hub. Ieler gear Lubricating oll pump impalor. 3 2 1 ‘Satancer frame. Idler gear nub satscrew. later gear tvast plate Idler gear bearing. Diiveshatt nec roller bearings. Balance weighte gear, Drive gear ane shat, Balance weights. 4298 Serio Workshop Manual, May, 1986,SECTION K Timing Case and Drive ‘To Remove the Timing Case Cover 4. Slacken the dynamo or alternator mounting bots remove the adjusting arm and drive belt. Where necessary, remove water pump. Remove the crankshett pulley. Remove the timing case cover taking care not to damage the crankshaft front oil seal which is iocated in the cover. To Renew the Crankshaft Front Oil Seal 1. Using a press, remove the cil seal trom the timing 2. Press the new seal into postion trom the front unl the front face te £ in (6.35 mm) below the {ont face of the cover. With Massey Ferguson applications and 4.2482 engines, the seal should be pressed in 0.38/09 in (8,88/9.81 mm) below the front face of the cover. For installation of curent seal, sae below. The seal Is designed to function correctly with the direction of rotation of the engine and for identification purposes the seal is marked with an arrow. Earlier engines were titted with a black 4 crankshatt oil thrower. le seal and Lator ongines have @ red silicone seal and the oll thrower Js replaced with a distance piece, Under no circumstances should the latest red seal be fitted with an oil thrower. Current engines are ited with black vton seal and a spoked type crankshaft pulley with an inoreased hud length wich removes the need Yor a vistane® piece. The seal has a pro- truding lip tthe front and the adaptor for pressing inthis seb must have a suitable recess int to clear tis lip. Press in the new seal withthe spring loaded lip towards the inside ofthe case tothe applicable dimension below the front face ofthe timing case as shown in Fig, K2. To Refit the Timing Case Cover 1. Position the timing case cover on the timing case by _means of two opposite setscrews fitted loosely. Cen- tralise the cover by locating the centralising tool PD.162 on the crankshaft and in the seal housing and tighten the assembly by means ofthe crankshaft pulley setscrew and washer do not overtighten, Tighten all the timing ease cover setscrews and remove the tool-(Treat bottom setscrews with Loct 575). If the centralising tool is not avaliable, the Crankshaft pulley can be used to centralise the cover, but, as this method utilises the inside diameter of the seal and the latest seal is soft, the cover may not be twuly central and leaks may occur. 2. Refit the crankshaft pulley with the centre punch ‘mark on the pulley aligned with the line on the front face of tho erankshaft (Fig. K3). Fit the retaining setscew and washer and tighten to the torque given ‘on Page 2. Some crankshaft pulleys are retained with a thrust block and 3 setscrews (Fig. KSA) 3. Bolt the dynamo or alternator adjusting arm to the tim- Ing case and fit the fan belt. B A 2 Dimension A Dimension 8 "isin (0.43/0.45 in (10,92/11.43 mm) hain (0.30/0.32 in (7,76/8,18 mm) KI 44256 Seros Workshop Manual March, 1986,TIMING CASE AND DRIVE—K.2 Checking the Timing Gear Backlash 1, Remove the timing case cover as detailed on page ka. 2. Check the timing gear backlash using a clock gauge or feoler gauges. This shoulé be 0.003 in (0,08 mn) minimum, ‘To Remove the Idler Gear and Hub 41. Remove the timing ease front cover 2. Remove idler gear retaining plate ka Oil Passage Ka 1. Idler Gear Hub 2 3. Oil Pressure Rail 44256 Series Workshop Manual March 19883, Remove the idler gear from the hub which can ‘now be withdrawn from the timing case (Fig. K.). 4. Examine the gear and hub for wear, cracks, and pitting, etc 5. Where necessary, replace idler gear bushes. These require boring to finished size alter fitting NOTE: Where @ full load le taken through the timing gear train, certain idler gears are fitted with noedie earings. To Refit the Idler Gear and Hub 1. Refit the hub to its location in the timing case. 2, Remove the top cover and slacken off the rocker ‘assembly securing nuis. 3. Turn the crankshaft to T.D.C. No, 1 and 4 cylinders, ie, with the crankshatt gear Keyway at the top of is periphery, 4 Refit the idler gear to its hub with the timing marks. on the crankshatt, camshaft, fuel pump and idler sears aligned (Fig. K.). 5. Refit the idler gear retsining plete and socure with the three setscrews tightened to a torque of 20 Tot ft (4.1 kgf m) —#1 Nm. Check idler goar fend float (Fig. 8). 6. Tighten down the rocker assembly and adjust the valve clearance to 0.010 in (0,25 mm) cold. 7. Refit the timing ease front cover. ‘To Remove the Camshaft Gear Remow the timing case front cover 2, Remove the camshett gear retaining setscrew, lock Ing washer anc retaining plate. 3. Using a sultable extractor, remove the camehatt gear (Fig. K7). 4. Examine the gear for wear, cracks and pitting, ete Note: Where a camshaft gear is stamped with the letter Mi, use metric adaptors PD.1558-5 1, Remove the iéler of 2, Slacken off the rocker assembly securing nuts. 3. Refit the gear to the camshaft by drawing it onto the shaft with the retaining plate, new tabwesher and setsorew. 4 Turn the engine until No. 1 piston is at .0.c., with the crankshatt gear Keyway at the top ot it. perl phery. 5, Refit the Idler gear to its hub ensuring all timing marks are aligned (Fig. KS). Fit the idler gear retaining plate and secure te a torque of 20 Ibt ft (4,1 kgf m) —41 Nm. 4, Tighten the camshatt setscrew to @ torque of £0 Tot tt (7 kof m)—88 him, and lock the tabwasher. TIMING CASE AND DRIVE—K.3 Fotit the timing case front cover Tighten down the rocker assembly and adjust the valve clearances to 0,012 in (0,90 mm) cold. ‘To Remove the Fuel Pump Gear (Hydraulic Governor) 2 a Remove the timing case front cover. Remove Idler gear and refit so that the timing marks are aligned (Fig. K). Remove the fuel pump drive plate trom the quill shatt (Fig. Ka), Remove the fuel pump gear retaining circlip trom the gear cartier (Fig. K9) and withdraw the gear (Fig. K.10) Examine the gear for wear, cracks and pitting ete 4.238 Series Workshep Manual, January 1983.TIMING CASE AND DRIVE—K.4 To Refit the Fuel Pump Gear (Hydraulic Governor) (a) If original fuel pump gear is being re- fitted: 1. Fit the fuel pump gear to its carrier ensuring thet the tooth with the punch mark coincides. with double punch marks on the idler gear (Fig. K.). Ensure all timing gear markings are correctly aligned. 2. Secure the fuel pump gear to the carrior with the circlip (Fig. K9). 3. Fit the fuel pump drive plate to the quill shaft and, ater aligning the timing mark on the plate with the chisel mark on the gear (Fig. K.11), secure the plate to the gear. 4. efit the timing case. (b) To replace fuel pump gear: The new fus! pump gear will be premarked with the punch mark which will align with the double punch marks on the idler gear, but as there are no markings showing the relative position of the gear and drive plate, it will be necessary to re-set the fuel pump timing using the timing marks Inside the fuel pump. Proceed 238 follows:— Ensure fuel pump circlip Is correctly positioned as described on Page N.7. (On current pumps the eirclp is not set and timing too! |MS87B must be used, soe page Ks), 1. Re-align all timing marks, 2. Fit the fuel pump gear to ite carrier with the punch mark atigning with the double punch marks on the Idler gear (Fig. 8). Fit the circtip (Fig. K:9) 4. Remove the plate on the top of the pump which also embodies the fuel pump return connection to the fuel fiter (Fig. K-12). 5. Check that the scribed line on the fuel pump ‘mounting flange allgns with the scribed line on the fuel pump gear carrier adaptor between pump and timing case. 6. Position the crankshaft so that No. 1 piston Is at T.D. on compression stroke. 7 Remove the collets, spring cap and springs from the Inlet valve of No. 1 cylinder and allow the valve to rest on the top of the piston. 8, Mount a dial indicator so that the stylus Is on the tip of the valve resting on top of No, 1 piston. Zero the dial indicator with No, 1 piston at T.D.C. Turn the crankshaft in the opposite direction to normal rotation, (approximately an eighth of a tum) and then forward until the required position for the particular fuel pump or application Is registered on the clack gauge; see Page B.17 for static timing position and relative piston displacement. K10 4206 Series Werkchop Manual, March, 1988,9. Fit the fuel pump drive plate in position on the quill shaft and fit the three securing setscrews but do ‘not tighten, 10. Tum the drive plate until the scribed tine on the rotor marked "A" aligns with the squared end of the lator type timing alrclip. The earlier cleclip has 4 curved end and a scrived line (Fig. K12 and K.19). Tighten the securing setscrows. 11. Mark the fuel pump drive gear to correspond with the mark on the fuel pump drive plate (Fig. K.11). 12, Refit the springs, spring cap and collets to the No. 1 Inlet valve 8. Refit the cover to the fuel pump and reconnect the ust return pipe, Reseal the plate and bleed air from the fuel sy 14, Re-assemble the timing esse front cover, To replace fuel pump gear using fuel pump timing tool MS.67B 1. Turing engine in normal direction of rotation position No, 1 piston to T.D.. compression stroke by means of timing pi of pointe. Remove fuel injection pump. Using tuel pump timing tool MS.67B (see Fig NAS), release screw (5) and position splined shaft (6) in tool go thal relovant spline is to front of tool 4. Ensure that slotted pointer (2) ie postianed with slot to tront of tool and chamfered sides ot elot outwards. At this stage, slotted end of pointer should be kept well back from front of body. Ensure that flat In washer fitted behind pointer securing screw (3) is located over pointer. 5. Release bracket screw (4) and set bracket so that the chamfered edge Is in line with the relevant engine checking angle (see Page 6.17), 8. Fit timing too! to engine in tue! pump position feneuring firey that splined shaft with master epline engaged is fully located in pump drive shatt and then that register of tool is seated In fuel pump Jocating aperture. Lock splined shaft in tool. if pointer is 180° from timing mark on rear of timing cease, engine is probably on wrong stroke in which ‘case, remove tool and set engine on correct stroke. 7. Slide slotted pointer forward so the stot is halt way ever adaptor plate flange, 8, Tum timing tock by hand in opposite direction to pump rotation (shown en pump nameplate) to take Up backlash and check that timing mark on pump adaptor flange is central in slot of pointer. 8. Fit fuel pump drive plate in position on quill shat and secure by three setscrews. 10. Mark {uel pump drive gear to correspond with the ‘mark on the fuel pump drive plate (Fig. K.11) 11, Remove timing tool and refit fuel pump as described fon Page NS. 12. Re-assemble timing case front cover. TIMING CASE AND DRIVE—K.5 4206 Series Workshop Manual, March, 1988,TIMING CASE AND DRIVE - K.6 To Remove the Fuel Pump Gear (Mechanical Governor) 1. Remove the timing case cover. 2, Realign all timing marks (Fig. K'5) by removing ‘and replacing idler gear. 3. Remove the three setscrews and spring washers, or rut which secute the gear to the fuel pump. 4, Withdraw the gear from its dowelled location on the fuel pump (Fig. K14), or keyway (Fig. K14A) Note: Gears with metric withdrawal threads will hhave the letter 'M' formed on the front face of the (ear. Use metric withdrawal tools PD-155855. To Refit the Fuel Pump Gear (Mechanical Governor) 1. Fitthe fuel pump gear to the shaft, locating the dowel fr keyway of the gear into the slot or key on the fuel pump shail and align the punch mark with the double punch marks on the ldler gear (Figs. KS and K14). 2. Secure the gear with the three setserews and spring washers, of nut 3, Refit the timing case front cover. To Remove the Timing Case 1, Remove the timing case front cover and timing dears, crankshat ol thrower or distance piece, 2 Remove the fuel pump and exhauster or com pressor and compressor drive (where fitted) 3, Remove the nine setscrews and spring washers securing the timing ease to the cylinder block, 4. Remove the four sotscrews and washers securing the sump to the timing case. 5. Withdraw the timing case from the cylinder block To Refit the Timing Case Refit the timing case to the cylinder block Secure the sump tothe timing case. Refit the fuel pump and exhauster (where fitted) Aalit the timing gears and front cover, Fitting New Timing Case or Fuel Pump Adaptor Plate In the event of @ new timing case (mechanically governed engines) or fuel pump adeptor plate (Hydraulically governed engines) being required, these will not be marked with the scribed line for the correct alignment of the fuel injection pump. To arrange these necessary markings, with the fuel pump removed, proceed as follows — K14 1 Slot in Fuel Pump Hub 2. Dowel KI4a New Timing Case (mechanically governed engines) 1 le ‘Turn engine in normal direction of rotation until No. 1 piston is at T.0.C. on compression stroke, ie. with valves of No, 4 oylinder rocking The TDC. post tion can be obtained on some engines by means of 2 timing pin or pointer fitted to the timing case cover ‘which should align with a diling or timing mark on the crankshaft pulley at T..¢. Fit adaptor PD.676-1 (see Fig.Kt8) to fuel pump ‘gear so that the dowel of gear locates in slot of adaptor and adaptor shaft is towards rear of engine. Secure adaptor to gear using setscrews, For DPS pumps, fit adaptor POST-2 (s00 Fig. K15A) onto ‘plined shaft of timing tool MS67 B and lock splined shaft in 100! (see Fig. K158)3 Release screw (5) of timing tool MS'67B (see Fig N15) and remove splined shaft (Retain for DPS. pumps. 4. Ensure right angled straight edge of pointer is positioned towards front of timing tool and that the slot in the bottom edge of the pointer is pointing downwards (see Fig. K16). At ihis stage, right angled straight edge of pointer should be kept well back from front of body. Ensure that flat of washer fitted bohind pointer securing screw (8) Is located over pointer. 5. Release the bracket locking screw (4) and set brac- ket 50 that the chamfered edge is in line with the relevant engine checking angle (soe Page 8.16) 6. Pressing fuel pump gear and adaptor K16 towards roar, locate splined shatt of adaptor into timing tool with master spline engaged and adaptor shatt in tim ing tool with fear face of adaptor abutting front face ‘of timing tool 7. Move tool forward, complete with gear, so that regis- ter of foo! locates in pump aperture of timing case. For DPS pumps, fit timing tool to engine in fuel pump position and secure to gear with nut (see Figs. KIA and 8). If pointes Is 180" out, engine is on ‘wrong stroke and tool should be removed and tenaine set on correct stroke, Slide slotted pointer forward to reach rear face of timing case and lock into postion. 8. Take up backlash by turning tool against normal irection of rotation (shown on pump nameplate) ‘and mark the scribed line on the fear of the timing cease along the straight edge of the pointer (see Fig K?6), 10. Remove tool and adaptor from fuel pump gear and fit uet pump to engine as detailed on Page N7. New Fuel Pump Adaptor Plate (hydraulically governed engines) 4, Turn engine to TD. on compression stroke by means of timing pin or timing pointer 2. Release screw (6) of timing tool MS67B (see Fig, N15) and position splined shaft (6) in tool so that relevant spline Is to front of tot Ensure that slotted pointer (2) is positioned with slot to front of tool and chamfered sides of slot out wards. At this stage, slotted end of pointer should be kept well back from front of body, Ensure that flat in washer fitted behind the pointer securing screw (3) Ip located over pointer 4. Release bracket screw (4) and set bracket so the chamfered edge is in line with the relevant engine ‘checking angle (see Page 8.17). 65. Fit timing too! to engine in fuel pump position ensur ing tistly that splined shaft with master spline engaged is fully located in pump drive shaft and then that register of too! is seated in fuel pump locating aperture. Lock splined shatt in tool. If poir- ter is 180° out, engine is probably an wrong stroke In which case, remove toot and set engine on cor rect stroke. 6. Slide slotted pointer forward so that siot is half way over adaptor plate. 7 Turn timing tool by hand in opposite direction to ‘Bump rotation (shown on pump nameplate) to take Up backiash and mark seribed line of adaptor plate to coincide with centre of slat ia pointer (see Fig Kt7). TIMING CASE AND DRIVE - K.7 K18 Ki6 '& Remove too! and fit fuel pump as detailed on Page Ne, Note The above method of checking can be used if the scribed line on the fuel pump gear oF tvel pump adaptor plate (see Fig. K11) is suspected. With the giming too! titted, the adaptor plate can be adjusted on its slotted holes until the scribed line of the ‘uel pump adaptor plate aligns with the slot ia the poi ter of the timing took 4.286 Series Workshop Manu, Jancery 1998,TIMING CASE AND DRIVE -K.8. To Remove the Camshaft and Tappets Camshaft end float is controled by a thrust ring located In the front face of the cylinder block The ring is ddowelled and held in position by the timing case. To remove the camshalt itis necessary to remove the tengine from the application and mount It in a suitabie cismantiing stand so that it can be tured upside down, Proceed as follows 1. Remove the rocker cover, rocker assembly and push reds 2. Remove the timing case front cover, timing gears ‘and timing case, 3, Tuim the engine over so that the sump is uppermost 4 Remove the sump, 8. Remove the fuel it pump. 6. Remove the camshat thrust ring (Fig. K12), 7. Withdraw the camshatt (Fig. K19) 8. The tappets may now be withdrawn (Fig. K20) ‘To Refit the Tappets and Camshaft 1. Retit ne tappets. 2. Refit the camshah, 3. Refit sump. 4 Fit the camshaft thrust ring on the dowel in the front face of the oylinder block (Fig. K18), Check the prot rusion beyond the front face of the cylinder block See "Technical Data", Page B.10, Refit the fuel itt pump. Refit the timing case, timing gears, front cover and sump, 7. Refit the push rods and rocker assembly. Adjust the valve clearances to 0.010 in (0,25 mm) cold. Refit the rocker cover Valve Timing From the following 4.296 engine numbers a change in ‘cam form has taken place 4701502 47020538 44020894 (Exclusive to Chrysler (U.K) Ltd). 4202020 (Exclusive to Gebr. Cas) ‘This has necessiated a change in the valve clearance for No. 1 inlet valve ler the putpose of checking the valve timing, The valve clearance for the earlier type camshalt (Part, No. 31415291) is 0.034 in (086 mm) whereas the clearance for the later type (Part No. 31415292, 81418372 07 31415381) is 0047 in (1,2 mm, These camshafts are completely interchangeable, their ‘only sifference being the cam form. If the camshaft ic removed trom the engine, the part number can be seen ‘on the end opposite the one which caries the gear. 4.298 Sores Workshop anal, January 1992, Kis 1. Camshaft Thrust Washer. 2. Camshaft 3. Thrust Washer Dowel Pin,‘Those engines which are rated above 2,300 rev/min are fited with a high speed camshaft, (Part No, 31415292, 81418372 or 31418381), the inlet valve clearance for the purpose of valve timing is 0.047 in (1,2 mm. For engines rated at 2300 rev/min and below a low ‘speed camshat is fited (Part No 31418921, 31415371 oF 31418374), tho inlet valve clearance for the purpose of valve timing is 0.021 in (0:58 mm). 74.236 engines have camshait Fart number 31415204, 31415373 or 31415382 fitted. The inlet valve clearance for the purpose of vate timing 18 0.037 in (0:94 mm) ‘Checking Valve Timing 1. Turn the crankshaft until the valves on No. 4 eylin- der areon the rock” 2, Set the valve clearance of No. 1 inlot valve accord- ing to the cam form of the camshaft fitted 3 Turn the engine In the normal direction of rotation until the valve clearance of No. 1 Inlet valve Is just taken up 4. Check that Nos. 1 and 4 pistons are now at T.D.C. by means of the timing pin or polnter. Unscrew the pin Until it locates in the hole machined in the rear face of the crankshaft pulley as shown in Fig. K21 Later engines have a fixed timing pointer and a 7.06. Groove on the edge of the crankshaft pulley (Fig. K22). ‘The valve timing tolerance is + 2%". When the timing is found to be correct, return the timing pin to its location and reset the valve clearance of No. 1 inlet valve 10 | 0.010 in (0,25 mm) cold. The only error possibie isin the fitting ofthe timing gears. TIMING CASE AND DRIVE - K.9 K20 Kat 1 22 Crankshaft Pulley. 2. Timing Pin. 4.206 Genes Workshop Manus, Januery 1992nvova ouuvower wo aNASEY HOU 4.236 Series Workshop Manual, February 1984,19 importance of correct and clean lubrication cannot SECTION L Lubricating System through a small bleed hole in each rocker lever and be stressed too highly and all reference to engine oil lubricates tne valves and guides by splash. should be taken to mean lubricating oll which falls within the specification given in the appendix. Care should be taken that the il chosen is that specified for the climatic conditions under which the engine is operatea. Description 1¢ lubrication Is of the forced feed type, the oil being Circulated by a lobed rotor type oll pump criven through an idler gear by the crankshatt gear or by a gear type ct pump driven from the rea ofthe front mounted balance unit (hen ited). The oll is drawn through a sump strainer to the ‘The Idler gear and hub are pressure lubricated direct, from the pressure rail, Ov enters the rear of the hub fang passes through dilings to lubricate the idler gear bush and gear retsining plate. Where hydraulically ‘governed pumps are fitted the fuel pump hub is also pressure lubricated from the pressure rail (Fig, N12). Timing gear teeth are splash lubricated by surplus olf ‘rom the front camshaft bearing Idler gear hub and fuel pump hub Pistons, oylinder liners and connecting rod small end bearings are lubricated by splash and cil mist, also the cams and tappete of the valve mechanlem, On T4296 engines lubricating ole also directed tothe underside ofthe Pistons. ‘ump. Oilisthen pumpedte thereletvawve housing anc the full flow fiter, When a centre mounted balance unit fitted, theo ‘pump and lit vale are integral with the belance unit Ol passes through the fier to the pressure ral. On 74.296 engines, oll p Fromthe pressureraltheilisfedtothe msn bearings, big ends ce st trough fe cooler seseny A pipe The Oil Pump irom the fier head feeds ci tothe tuaochager ‘The following instructions rater othe ol pump fited to engines without a balance unit. Where a belance unit sfiteg, then ‘and on T4.206 engines, piston coating ete which have integral reference should be made to Section J relief valves. A seal pravents ol leaking along the crankshattat the rear end, The camshaft bearings are lubricated from numbers cone, three and five main bearings. ‘The camshaft centre bearing supplies a controlied teed of oll to the rocker shaft assembly, allowing oil 0 be forced to the rocker shaft oniy when the ollways in the camshalt journal and oé is Ie achieved by shalt centre The oll pump is secured to the tront main bet by thre seiserews, The oi! ump gear ie driven through a bushed iter ° | The ot pump erive gesr is pressed of Keyed on to the ump driven shatt on the other end of which is pressed nd ‘pinned @ three or four lobed rotor. This rotor meshes witha four or five iobed driven moter, which i ing cap bearing are In line. Oi from the rocker shaft escapes free to rotate in the east iron pump body. 12 On later engines, the sump strainer cover Is fitted on the upper side of the suction pipe flange (see Fig. LS) 4.26 Series Workshop Manual, January 1993LUBRICATING SysTEM—L2 To Remove the Oil Pump 1, Remove the sump. 2. Remove the strainer (Figs. L9 and L.A) 3. Remove the suction pipe. 4. Remove the oil delivery pipe between the pump and relief valve housing, 5. Remove the crankshatt pulley, timing case front cover, timing gears and timing ease. 6. Remove the idler gear ciclip and idler gear (Figs. LS and L8) 7, Remove the three setscrews securing the pump 10 No. 1 Main bearing cap and withdraw the pump from the cap (Fig. L.7). | Note: Later pumps have the strainer integral with | the suction pipe. ismantle the Oil Pump 4. Remove the oll pump drive gear retaining circlip (where fitted) and the drive gear 2. Remove the key Irom the keyway of the drive shaft, (ornare tted). 3. Remove the end plate Note: Leter oll pumps have 2 drive gear without a circlip ted. This gear must nat be removed ae itcan reduce the interference fof gear. the gear is worn, the pump must be renewed as separate parts are not avaiable. The intemal parts ofthe pump can be examined by removal ofthe ond plate only.LUBRICATING SYSTEM—L3 4. Remove the drive and driven rotors from the pump body. 5. Remove the “O_sealing ring from the pump body ‘where fted) (Fig. L.8). Inspection 1. Examine all parts for signe of erackirs. wear or 2, Install the inner and outer rotors in the pump body. ‘The chamfered edge of the outer rotor enters the ump body frst. 3. The clearances.of a new pump are given on Page B52 and are checked as shown in Figs. LO, L.10 ang 11 NOTE: Should an oll pump be worn to such an extent it adversely affects the working pressure, a replacement pump should be fitted. Parts of the ‘ump are not supplied individually. L109 44296 Series Workshop Manual March, 1988LUBRICATING SYSTEM—L4 To Assemble the Oil Pump 1. Fit the drive and driven rotors to the pump body tering the chamfered end of the outer rotor to the body first. Reft end plate using a new "O” seal: ing ring (where fitea) 2. Refit the key (where fitteg) in the koyway of the drive shaft and refit the drive gear to the shaft. With fearir pumps, the boss on the drive gear was positioned towards the rear of the gear, the fat faco (of the gear being towards the cielip groove. The Correct clearance for the gear was 0.003/0.007 in (0.08/0,1@ mm) between the rear face of the gear ‘and the pump body. With current pumps, the boss on the gear is positioned on the front of the gear and the correct Clearance for the gear is 1,244/1.264 in (91,60/ 32,11 mm] when measured from the face of the ‘gear boss to the rear face of the pump mounting flange as shown in Fig. L12. The minimum clearance between the gear and pump boay shoul ‘be 0.004 in (0,01 mm) 3. Fit the drive gear retaining elrelip (where fitted). Prime the pump with clean engine lubricating oil before fiting to the engine. To Refit the Oil Pump 1. Fit the oil pump to No. 1 main bearing cap, 2, Refit the idler goar to the shaft with the recessed face towards the front and secure with the eirclip. Check the idler gear end float which should be 0.002/0.016 In (0,05/0,41 mm). Check the back lash between oll pump gear and idler gear which should be 0,006/0,009 in (0.16/0,28 mm) Fig. L.33. 3. Refit timing case, timing gears, timing case front cover and crankshatt pulley. 4. Retit the oil celivery pipe between the oil pump ‘and pressure reli valve housing. 5. Rofit the suction pipe to the of! pum. 6, Fit the sump strainer to the pump suction pipe. {and refit the sump to the engine. Refill the sump with oll of an approved grade. Before starting, crank the engine over using the starter motor with the stop control out until oll pressure is indicated. Oil Pressure Relief Valve The oil pressure relief valve Is costained in a housing bolted to the bottom face of the cylinder block and is set to operate at 50/60 Ibi/in? (3,52/4.22 kgl/em') 365/404 KN/m, To Remove and Dismantie the Relief Valve Assembly 1. Remove the sump. 2, Disconnect the oil pump delivery pipe at the reliet valve end 4298 Setles Workshop Manual March, 1988 unt 4244/1264 in (31,60/32,11 mm) La Li3LUBRICATING SYSTEM—L5 Lt 3. Remove the relief valve housing, later type (Fig 14) 4. Remove the splitpin trom the end of the relist valve housing and withdraw the cap, spring and plunger (Fig. 18) 5. Thoroughly clean all paris and ingpect them for wear or damage, ‘To Assemble and Refit the Reliet Valve Assembly 1. Fit the plunger, spring and cap to the reliol valve housing and secure with the split pin. 2. If possible, check the pressure setting of the relief valve. The’ valve should lift between 0/60 Ibt/in® (252/422 Kotiem!) 345/414 KN/m* for naturally aspirated engines and 70/80 Int ft (4,92/8,62 kgt/om’) 482/551 KN/am* for turbocharged engines. IF nov extreme caution is advised when starting the engine untit it Is certain that the pressure relief vale is working correctly. 3, Refit the rellel valve housing to the cylinder block (Fig. 146 illustrates early type arrangement) ee 5 § Lis 1. Relief Valve Body 2. Plunger 3. Spring 4. Spring Retaining Cap 5. Splitpin Lie 1. Oil Relief Valve 2. Joint 4, Connect the oll pump delivery pipe to the reli valve housing 5. Ensure that the sump strainer is correctly posh tioned on the oil pump suction pipe. Refit the sump and refill with oll of an approves grace. Lubricating Oil Filters. ‘A sump stiner and a full flow main starter are fitte. The main ll fiter ig mounted on the side of tne uz 14296 Series Workshop Manual May. 1986,LUBRICATING SYSTEM—L6 cylindor block. The paper element or canister should not ‘be cleaned, but renewed as given in Section C. ‘The lubricating oil filter can be fitted to either side of the engine, but it is important to note that to change the filter postion necessitates removal of the sump and ‘changing the lubricating oll pump feed to the opposite side of the cylinder block. A diterent oil relief valve must also be fitted, Where @ balance unit is ‘ited, then this must also be chanced and an adaptor plate fitted In the old filer position as all these modifications are necessary to permit delivery of lubricating cll to the working parte of the engine. To Change the Filter Element 1. Remove filter bow! (Figs. L.A7 and L 18) 2, Remove the old element and clean out the con: talner. 3. Part fill the container with new oll and fit the new telement so that it locates correctly on the spring loaded guide In the base of the container. 4. Fit the new container seal in the fiter head. Otter up the container and element assembly to the filter head ensuring a correct seating In the fier head and secure to a torque of 16 Ibt ft (2,1 kot m) 20 Nm. To Renew Screw Type Oil Filter Cat 1. Unserew filter canister trom filer head (Fig. L.18) 2, Diseard old canister 3. Clean filter head. er 4. The 74.236 engine fas an cil cooler which is mounted between the fiter head and oil fiter canister Fig, 20) Before fiting a eplacement canister, the retaining adaotor screw should be checked for tightness. Ensure that the oll cooler is positioned correctly: clean sealing area for canister. us 5. Using clean engine oil, tiberally oil top seal of replacement canister 6. Fill canister with clean lubricsting oll allowing time for the oll to filter through the element. Screw replacement canister onto filter head until seal just touches head and then tighten as per instructions on eanister. Where a too! is avalable, tighten to 15 tft (2,07 Kot m) —20 Nm 7. Run engine and check for leaks. Note: The oil filter canister has an internal valve to prevent drain back and a special tube stack so always ensure that the correct replacement is fitted, To Remove and Replace Oil Filter Assembly Withdraw the two setscrens securing the filler to the cylinder block and remove the filter assembly. Refit with new joint and torque sotscrews to 30 bf tt (4.2 kot m) —41 Ne Check the sump level after running the engine and top up as necessary To Remove and Replace Oil Cooler (T4.236 only) Drain cooling system. Remove coolant pipes by loosening the hose clips and Femoving the hos Remove lubricating oll iter canister by unscrewing in {an anti-clockwise girection at the same time supporting oil cooler. | Remove ol cooter (Fg. L 21), Note:*4 UNF ollcooter connector | lubricating ot titer head torque is 275 bt ft {88 Kat) ~ 37 Wm To replace, ensure that the fiter/cooler assembly head is clean, Check cooler rubber “O" ring seal: replace if damaged or deformed. Replace cil cooler ensuring "0" ring seal is seating correctly Replace lubricating oil filer canister as previously ¥ described Replace coolant pipes and hones. Tighten hose clip. Lis Rell cooling system. 4.206 Series Workshop Manual, May, 1986LUBRICATING SYSTEM-L7 A 1 Aa bat | To remove oi eoote. 4.236 Series Workshop Manual, February 1984SECTION M Cooling System The engine is cooled by water circulation through passages In the cylinder block and head. Circulation 's by thermo-syphon action assisted by an impeller ‘ype water pump driven by a “V" belt from the crank: shatt pulley. ‘A high or low position water pump may be fitted on the front face of the cylinder block. The water pump bearings are preppackes with a special ‘grease during assembly and do not require attention In service. ‘A thermostat is fitted in the water outlet connection. To Adjust the Driving Belt Fan and dynamo or alternator belt tension should be adjusted 0 that it is possible to depress the belt, ‘approximately in (10 mm). This should be checked between crankshaft end water pump pulleys (high position water pump) or between crankshaft and @ynamo or alternator pulleys (low postion water pump) s0e Fig. M2. I Correct tension of the fan and dynamo or alternator belt | shoulé be maintained oy periodical checking and | adjustment Belt adjustment is obtained by altering the position of the dynamo or alternator with an adjustable link Note: When a new belt is fited it is advisable to re check the adjustment after a short renning period. For those engines which have twin fan telts fitted, they should not be renewed individually but in pals To Remove and Refit Water Pump— High Position Type 4. Remove fan bel Remove an. Disconnect connections 10 water pump, Remove pump. Refit pump in reverse sequence. Reset fan belt M2 4.200 Saves Workshop Manus January 1993,COOLING SYSTEM - M.2 To Remove and Refit Water Pump — Low Position Type 1, Remove fan bet. Remove fan Disconnect connections to water pump Remove dynamo or alternator and bracket Unscrew and remove nut and washer from stud at top of water pump. Unscrew four setscrews securing ump to cylinder block Withdraw pump from engine (Fig, M3). 6, To remove pump rear body from cylinder block, take ‘out remaining setscraw, which passes through rear body only. Withdraw body from its location (Fig. M4). 7. Refit pump rear body and water pump in reverse sequence. 8 Tension fan belt With later pumps which are secured directly to the cylinder block, the lower fixing setscrow and corresponding drilled boss on the water pump body hhas been deleted and the Joint and cylinder block ‘modiied accordingl The lator type water pump is interchangeable with its predecessor providing the Ister joint Is used and the Tower setscrew discarded. To Dismantle the Water Pump Eariler Low/High Types 1. Remove the nut and spring washer (earlier engines. may have sel locking nut and plain washer) secur ing the water pump pulley and withdraw the pulley from the shaft (Fig. MS), also the driving key. 2, Prose water pump shaft, complete with impetier, out (of the body from the front. ross Impeller trom the shat. Remove water seal from the shatt. Remove bearing retaining cielip from front of body. Press out the two bearings and distance piece. 7. Remove front grease seal, seal retainer and flange, Note: With the latest water pumps, the seal retainer and flange has been deleted and the length of the distance place increased accordingly. To Dismantle the Water Pump ~ Latest Type 1. Remove four pulley retaining setscrews and remove pulley (see Fig. Me), 2. Remove nut and spring washer securing pulley hub to shaft 3 Using a suitable puller, remove hub from shatt (see Fig. M7}. 4, Remove circlip rom end of bearing housing Suppor pump at pulley end and using a suitable mandrel that will pass through the Bore of impellor, press out the shaft from the pump body complete with bearing assembly. 4.206 Sees Workshop Marva, Jaruary 1983, 6. Press out the two bearings and distance piece trom shalt 7. Remove seal/counterface unit trom bearing housing Inspection 1. Examine body tor cracks, damage or corrasion. 2. Examine drive shaft for wear ensuring inner diameter of the bearings aro a perfect fit on the ‘shat. The shalt should be renewed ifthe inner races, rotate on it 3, Remove rust and scale from impetier and inspect for ‘racks or damage, Examine impetiar hub sealing face for excessive wear or scoring Examine water seal for damage. 6. Inspect bearings for pitting, corrosion or wear.COOLING SYSTEM - M.3 To Re-Assemble the Water Pump- Earlier Low/High Types 1. Press rear bearing onto the shaft, fit distance piece: land press on front beating, When fiting bearings te the shaft, ensure the shielded face of each bearing faces outwards towards the front and rear ends of shat. 2 Fit grease seal retaining plate in position against ‘back face of the tear bearing, This retaining plate is “dished and when in position the centre of the plate must not be in cortact with the bearing. 3. Fit felt seat and seal ratainer housing so that these bear on the retaining plate. 4. Half fil space between. the two bearings with high melting point grease and oress complete bearing and shaft assembly into punp housing from the front end, Position the retaining cxclip In the recess fof pump housing immediately forvard of front bearing ‘5. Fit water seal with carbon face towards rear. {At this stage, the shaft should be tuned by hand to check for undue resistance, 7. Fit driving pulley Key and press on pulley making sure there fs no rearward movement of the shaft & Where ceramic countertace seals aro fitted, fit seal to shaft with counterface towards water seal and rubber bonded holder towards impeller face. 9. Press impeller onto shaft so that a clearance of 0.012/0032 In 30/081 mm) is maintained be- tween impeller vanes and pump body (Fig. Me) 10. Refit spring washer and mt, tightening to a torque (of 60 Inf ft (8,9 kgf m) ~ 81 Nm. (if no spring washer is fitted, use ‘Loctite’ 603), To Assemble the Water Pump - Latest Type 4. Fit seal/counterface unit into beating housing, ‘ensuring that the sealing face is correctly aligned in the nousing to provide a good water seal 2. Press rear bearing onto shatt ft distance plece and press on front beating. Press shaft and bearing assembly into bearing hous: Ing and fit bearing retaining circlip. | 4. support impetier end of shaft and press on pulley | hud. Apply Loctite 603 to shaft threads and fit | spring washer ang nut. Tighten nut to 60 Ibt 1 (8.3 | kgf m)—81 Nm. 5. With pulley end of shatt (not pump body) supported, |. press impelior onto shaft so that a clearance of | 9.027/0.085 in (0,68/0,89 mn) is maintained between | __iipelor blades and pump body. 6. Fit pulley and secure with four setsorews. | Note: Where an adaptor nut is fitted with an external lett | hand thread, the tightening torque is increased to 75 tot | £.(10,4 kgf m) 100 Nm. Use Loctite 603 on threads and | shat 4.298 Seres Workshop Manca Jansry 1995.COOLING SYSTEN - M.4 | Current Water Pumps | From engine number LDS0317US56771W. a new water seal and a new impeller have Been introduced, The | length of the impeter has also Bean reduced 0 that | there isa clearance batwean the impeller and the seal | To ensure that this clearance Is correct, it's important | that the seal and impeller ae fitted in accordance with | the instructions that follow | To Fit the New Seat The new water seal is an interference ft on the shaft and a too! wil be necessary tot the seal corectiy. The tool should be made of mid steel to the dimensions shown in figure M7A. The dimensions of the Too! to it the water seal will ensure thatthe seal ie the correct length after It is installed. lt wil also prevent axa distortion of the seal when iis pressed onto the shat 1 | I \ | ' Do not lubricate the seal. I is important that the seal is | not contaminated by oll or grease and it it is held in the \ hand, i should be held by the edye of the tlange. Do | not damage the ring of green seelant applied to the | body of the water seal just behind the flange of the seal | I I I I I I 1. Support the pulley end of the shaft, put the seal in position on the end of the shaft. Ensure that the ring Of sealant is towards the bearings. 2. Use the tool to press the seal onto the shaft unt the bottom of the seal flange is in contact with the pump body. 3. Continue to apply force for approximately ten seconde to ensure that the seal remains in position when the force is released. To Fit the New Impeller 2. Press the Impeller onto the shatt unti the clearance between the impeller blades and the pump body Is. I! i 1. Support the pulley end of the shatt. i t 0.027/0.035 (0,68/0,89) | 3: Turn the shaft to ensure the impel i6 tree to rotate. \ Water Pump Seals Where ceramic countertace water pump seals are fitted, if the engine is run without coolant, even for a few seconds, the heat build-up between the carbon seal and ‘ceramic counterlace is very rapid, resulting in the crack- ing of the coramic. This often creates the misun derstanding that the cause of leakage is due to the incorrect assembly of the sealing arrangement of the water pump. ‘To Remove the Thermostat 1. Drain off the coolant and remove the hose between ragiator header tank and water outlet connection ‘adaptor, or water pump. 2. Remove water outlet adaptor and joint 4. Remove thermostat (Fig, MS) Testing the Thermostat It it is suspected that the thermostat Is not operating ‘correctly it should be tested as follows. 4.286 Sevies Workshop Mansa, January 1993, ay F | FL + p—— 7A, A173 i (48,0 mm) 8 1.87 in (0,0 mm) ©0.44/0.46 in (11,3/11.8 mm) D 1.47 in (7.3 mm) 0.69 in (16,1 mm) 6.0.08 in (2,00 mm) at 451 F 0.04 in (1,90 mm) at 45°Immerse thermostat in water and gradually heat, Check. water temperature at frequent intervals with accurate thermometer, The valve shoul commence to open at temperature stamped on top face of thermostat adia- cont to valve seat Thermostats are not repairable, Piston Cooling Jets Piston cooling jets are fitted to the majority of tue bbocharged engines (see Fig, M10). Cooled lubricating ol! is directed by means of spray jets fitted into the main pressure rail at the base of each cylinder liner onto the Underside of each piston crown where it circulates, dispersing heat from the combustion area, The oil then ‘rains beck into the sump. The lubricating oll feed to the jt nozzle is controlled by a pressure relict valve fited into the main body of the piston cooling jet assembly and comes into operation at a pressure of approximately 30 lyin? (207 KN/m To Remove Piston Cooling Jets (Fig. M10) Drain the lubricating oll and remove sump. Remove the banjo bolt securing the jet body to the cylinder block. The piston jet assembly can now be removed. To Refit Piston Cooling Jet The body should be fitted to the cylinder black making ‘sure that the dowel locates correctly. Ingert the banjo bolt ang tighten to & torque of 20 fbf ft 77 kat m) = 27 Nm Refit sump and fill with lubricating ail of an approved grade, It the nozzle of the piston cooling jet has been moved Cut of position, itis Important that the condition is cor rected as follows: With a piston removed, insert a suitable diameter tube over the jet nozzle so that it shows above the top of the eylinder bore (see Fig. M11) Fig. M14 also shows the dimensions taken on the top face of the cylinder block from the extreme edges of the liner bore 0. The tube must emerge through the top of the liner bore ‘at a point 0:75 in (19,3 mm) from the fuel injection side ff the bore and 1.25 in (31,8 mm) from the engine frant side of the bore, COOLING SYSTEM - M.5 14.206 Sees Workshop Manual Janwary 1999,SECTION N Air Filters and Fuel System Air Filters Operating conditions play an important part in deciding how frequently it is necessary to service the air titer. If you aro working in dusty conditions then the air fier should be attended to every day, as indicated under "Preventive Maintenane If not already fitted, you shouls consider the fting of 4.22 in water gauge RESTRICTION INDICATOR in the air trunking between the air fiter and the engine induc- tion manifold. it indicates by means of a visual signal when the air filter element needs servicing ‘A means of visual signalling for the "Rotopamic” type air fiterfallure is the use of the "DUST SIGHT". & wi. {dow In this device becomes cloudy when the system has failed, but this type of indicator is usually only used with the two stage extreme heavy duty fiers, The type of air iter fitted to the vehicle or machine depends upon the manufacturer of the equipment. Usually, guidance for the method of servicing is shown on the body of the air titer, but the following advice will also help. Dry Type Two Stage “‘Cyclopac” (Fig. N.1) ‘The dust bowi collects the heavier particles which are thrown out by the centrifuge path of the air. This dust fenters the bow! by the siot in the battle plate. The evel fof dust in the bow! must not be allowed to reach to within half an inch of this slot in the battle plate. With horizortal installations the slot in the bate is located at the top. Renew the element or clean by back flow alr pres: Clamp. Remove the baftle from the interior of the dust cup by lifting it out, which gives access ta the dust for removal. The element can be removed by releasing the wing nut. Replace the element or clean by back flow air pres- sure no more than 100 Ibf/int or washing In a non: foaming detergent as recommended by tho air filter manufacturers. Allow the element to soak for at least ten minutes and then gently agitate. Rinse the element With clean water and allow to dry. Do not use oven heat. Warning. There ls a danger that some of the dust remaining In the element after it is washed will be pulled through Into the engine it the element is re- laced in a wet condition. The reason for this Is that ‘the water acts as @ cartier for the dust. M Body Assembly Element Assembly Nut and Gasket Assembly Clamp Assembly Baffle Skirt Cup Assembly Inspect the element by placing a bright light in its centre. Any pin holes, thin spots or ruptures render the element unfit for Turther use. This cleaning pro- Codure reduces the effective life of the element. With all dry type elements, they should be renewed after six cleanings or once a year, whichever occurs first. Dry Type Two Stage “Cyclone’ (Fig. N2) ‘The AUTOMATIC DUST EJECTOR should always be kept clean and the lips of the rubber ejector checked to see that they close but do not adhere together. To service the element, unscrow the clamping scrow ‘and remove the element retaining strip. Remove the ‘seal plate (if ited) and element. Ut the element is contaminated by dry dust, clean by carefully tapping by hand or by directing low pressu compressed alr on to the clean side of the element. the element Is contaminated by oll or soot, It can be cleaned by washing in a suitable nonfoaming deter gont. After washing, rinse out thoroughly by directing clean water to clean alr side of element and allow to ‘dry—do not oven ry.AIR FILTERS AND FUEL SYSTEM—N.2 Inspect cleaned element by placing a bright light inside and looking through element. Any thin spots, pin holes fr other damage will render the element unfit tor tur ther use. ‘The element should be renewed after six detergent washes or annually, whichever occurs first, Clean the Inside of the filter body and dry thoroughly. Inspect joints, hoses and clips and renew where necessary. Re-assemble filter ensuring that all Joints are leak proot Extreme Heavy Duty Two Stage, with Multiple Elements “Rotopamic” (Fig. N.3) ‘The “Rotopamic" type air fier may be fitted where the application is designed to work in heavy concentrations ‘of dust and a restriction indicator must be fitted. ‘The air filter elements are replaceable and no attempt should be made to clean or reuse dirty elements of cartridges, For cartridge replacement, unclamp and remove the moisture eliminator or pre-cleaner panel, pull out the dirty cartridges and insert the new ones. Refit the pre-cleaner Never use petrol (gasoline) for cleaning any of the air induction system. Oil Bath Air Filters (Fig. N.4) To service the cil bath type filter, the lid should be re- moved and the element lifted out. The oll in the cor tainer should be drained out and the dirt and sludge thoroughly cleaned out with @ proprietary cleaning fluid or Kerosene. Refill the container with clean now engine lubricating oll to the indicated level. The woven filler element should be cleaned In a bath of Kerosene. Do not use petrol (gasoline) as this highly volatile fuel could cause explosive damage within the engine. The indicated filling mark level should never be exceeded, otherwise oll can be drawn up into the engine which could lead to uncontrolled engine speeds, and excessive engine wear. The heavy duty oil bath air titers are usually fitted with 2 contrtugal precleaner mounted on top of the main Cleaner, this should be removed and the air inlet vanes In the bottom plate of the assembly, the ejection slots (on the side of the cone and the vanes in the outlet tube, cleaned of dust and dirt. The detachable element is accessible by lowering the oil container which may be attached by clips or a pinch screw clamp. ‘Thoroughly clean the container and ref to the indi cated level with new engine lubricating oil. The sepa: rate element should be cleaned in a Kerosene bath. The upper element which Is permanently attached in side the body should be periodically cleaned by wash ing in a Kerosene bath. Drain the element thoroughly belore reassembly and do not use petrol (gasoline) for leaning purposes. 4206 Serles Workshop Manual March, 1988, NB Na Tractor Type Air Filter (Fig. N-5) The ar filter container should be removed, cleaned anc recharged with ciean new engine lubricating oll to the level mark every 50 hours. The lower gauze filter should be removed and cleaned. The larger gauze in the main body of the filter should also be cleaned Under extremely dirty conditions attontion to the titer should be given more frequently. It is Important to note that the filter oll container must never be filled above the indicated levelSes Eek Sak NS = AIR FILTERS AND FUEL SYSTEM—N.3 Fuel Filters The fuel filter is of the paper element type, and no attempt should be made to clegn the element. it should be renewed when periodical maintenance is being carried out Tho titers fied to earlier engines have a separate element postioned inside ® bow! whereas titers ites to Inter engines have an encapsulated element held otwoen the fiter heac and the fier base The perio for changing the element wit arly depend “pon the qualty and condkion of the fuel avaliable | Operating ane maintenance information ean be found in [te mutlingual 4236 Series Users Hancbaok To Renew Earlier Type Filter Element 1. Remove fiter bow! as in Figs. N6 and N7. 2. Discard the dirty element. Remove the lower ele ‘ment sealing washer, sea! seating and spring from the bow. 3. Clean the inside of the bowl and centre tube, 4. Fit the spring and seal seating to the bowl. Ex amine the lower seal, renew if necessary and refit ta the bowl, Place the new element in position in the bow '5, Ensure that the element and bow! seals are ia good Condition, it not, ft new seals. 6. Refit the bow to the top cover. 7. Vent the ‘uel eystem. 4.296 Serlea Workehon Manu srwary 1990,AIR FILTERS AND FUEL SYSTEM—N.4 | NQA Lift Pump (later) ‘To Renew Later Type Filter Element 1. Thoroughly clean the exterior of the fier assembly. 2 Holding the filer base, unscrew the setscrew in the centre of the filter head and lower the base and iter element (Fig. NA). Discard the fiter element. 3. Thoroughly clean the filer head and base. 4. Inspect the sealing rings and renew if damaged in any way, 5. Place the base squarely on the bottom of the new fiter element and offer up the element squarely to the filter head so that the top rim of the element locates centrally against the sealing ring In the filter head, 6. Hold In this position whilst the securing setscrow Is located and screwed home. 7. Bleed the fuel system as dotalled on Page NO. 14.296 Series Workshop Manus May, 1986. No Lift Pump (earlien 1. Pulsator Diaphragm 2. Lift Pump Cover Fuel Lift Pump Testing the Pump in Position 1 Disconnect the outot pipe dit pump to iter) leaving a ree outlet trom the pump. 2. Rotate the engine. There should be a spurt of tue from the outlet port once every two revolutions Pressure Checking of Fuel Lift Pump in Position Fit a 010 fot/In* (00,7 kot/em’) oF 070 kN/m’ pressure ‘gauge to the outlet of the pump, Ensure that there are ro leaks at the connections between pump and gause. Grank the engine for 10 seconds and note the maxi- mum pressure on gauge. if the pressure recorded is less than 75% of the minimum production static pressure shown below, then rectly the pump. Also Obeerve the rate at which the pressure drops to half the maximum figure obtained when cranking has, ceased. If less than 30 seconds, recity the pump. Min, Test Pressure (75% of Min. Production Pressure) Tet/in* kat/em kN/m? IBH/in® kot/em?* KN 4bolttype 6 042 41 45 Ost St Dbolttype 275 0,19 19 «2 Oe 14 Minimum Production Static Pressure To Clean the Pump Chamber 1, Remove the fue! tit pump cover and pulsstor die | paragm (Fig. N9 oF NBA). I 2. Clean the sediment chamber and check the dia phragm for condition 3. Refit the diaphragm and cover. Tighten the secur: Ing ‘screw Just sufficiently to make a tight sealing Joint. 4. Vent the fuel system,To Remove the Pump Litt pumps which are in an upright position (with the top cover uppermost) are fitted to later engines. These are secured with four studs, nuts and spring washers or setscrews and two keeper plates fitted vertically be tween the washers and the outside of the pump mount Ing lange. 1. Disconnect the pipes. 2, Remove the pump and joint To Dismantie the Pump (Fig. N.10) 1. Botore dismantling, make a file mark across the two flanges for guidance in re-assembly 2, Separate the two halves of the pump. 3. Remove the diaphragm by unhooking it trom the rocker arm link. The gigphragm spring can now be withdrawn, 4. Drive out the rocker arm pivot pin and withdraw the rocker arm, spring and lnk 5. Dismantle the priming lever by removing 1 retaining pin 6. Remove the valves by lovering from their locations. Remove the valve gaskets, 7. Romove the pump cover and pulsator diaphragm. Inspection of Parts 1, Check the diaphragm for hardening or cracking and examine the pull rod for weer at the point where it connects with the rocker lever link. A stem eal fited over the daiphragm shaft may be found ‘on some applications and should be renewed if 2 The diaphragm spring should be renewed it corroded or distorted. Ensure the new spring has the same colour identification as the original To AIR FILTERS AND FUEL SYSTEM—N.5 ‘Tho valves should be replaced. The two valves ar Identical and may be used for inlet or outlet (F Na0). Examine the rocker, arm, link, spring and pin for ‘Check the pulsator diaphragm for condition Examino the flanges of the two pump halves for distortion. If necessary lightly linish to restore flat- Re-Assemble the Pump Fit the new valve gaskets and valves to the body. The inlet valve must be fitted so that It can open to ‘admit fuel, The outlet valve must be fited in the reverse position to the inlet valve. Valves are ra- tained by retaining plate or alternatively by staking In six places with a sultable punch. Fit the pulsator diaphragm and cover. Insert the rocker arm pin through ite hole in th ody, at the same time engaging the link and the rocker arm. Tap the rocker arm pin in until it ts flush with the pump body. Stake the casting in three places each side to retain the pin, Plage the diaphragm spring in position, Place the dlaphragm assembly over the spring, the pull rod being downwards, and contre the upper ‘end of the spring in the lower diaphragm protector washer, Press downward on the diaphragm and make sur that the downward tag on the lower diaphragm pro- tecting washer is on the priming lever side of the body. This tag is required to be In the hole of the body ready for fitment of the priming lever. Engage phragm pull rod with the link and at the 1@ match up the holes in the dlaphragm. 6K BB 2 N10 Pulsator Cover Screw Pulsator Cover Washer Pulsator Cover Pulsator Diaphragm Cover Screw Cover Screw Washer Cover Valve Gasket Valve Assembly }0. Diaphragm Assembly feNe 11. Diaphragm Spring 12. Body 13. Rocker Arm Spring 14, Rocker Arm 15. Link 16. Rocker Arm Pin 17. Primer Pin 48. Primer 19. Sealing Ring 20. Primer Spring 44236 Serles Workshop Manual, March, 1988AIR FILTERS AND FUEL SYSTEM—N.6 7. Push the rocker sim towards the pump until the diaphragm is level with the body flanges, Place the Upper hall of the pump into position as shown by the file mark on the flanges. install the screws and washers ar tighten only until the heads just engage the washer. Release the rocker arm and Bush on the spaded end of the rod 80 as to hold the dlapnragm at the top ofthe stroke, and while so hele tighten the securing scrows diagonally Note: Tho edges of the diaphragm should now be flush with its two clamping flanges, Any appreciable protusion of the diaphragm indicates Incorrect it ting 8. Fit primer to side of body and retain with the pin. Clip on priming lever spring, 8. Test the pump to ensure that it working correctly, To Refit the Pump 1, Refit the pump to the cylinder block Use @ new joint Reconnect the fuel tine and vent the system of air 2 detailed on page NO, Fuel Injection Pump Description I the fuel injection pumps are of the DPA, OPS or | Staradyne distributor type. itis a precision built unit | Incorporating a simple hydraulic governor or one of the | mechanical governor type. ‘The pump is flange mounted and is driven trom the ‘engine timing case, IMPORTANT NOTE: Unless the necessary equipment fand experienced personnel are avallable, dismantling fof the fuel pump should not be attempted. To Remove the Fuel Pump (Hydraulic Governor) 1. Remove the high and low pressure pipes trom the fuel pump. 2, Disconnect the stop and throttle controls and «e: move the return springs 3. Remove the fuel pump (Fig. N11) To Refit the Fuel Pump (Hydraulic Governor) 1. Replace the fuel pume ensuring that the master spline on ste quill shaft will enter the female spline in the aziving plate. 2 Position the fuel pump so that the scribed tine on the fuel pump flange aligns with the mark on the ‘uel pump gear adaptor (Fig, N12). Secure the hump to the timing case. To check accuracy of ‘mark on fuel pump adaptor plate, this may be ascertained in accordance with instructions for marking new adaptor plates given on Page K7. 4.256 Sees Wereshop Manval, Janary 1995. Ni2 3, Refit the high and low pressure pipes to the fue! ump, 4. Reconnect the throttle and stop lever conirols and tach the return springs. 5. Vent the air from the fuel system (Page N.9. 6. Adjust the maximum and idling speeds (Page NS) To Remove the Fuel Pump (Mechanical Governor) 1. Remove the high and fow pressure pipes fram the: fuel puma, 2. Disconnect the stop and throttle controls and temove return springs and rear suppor Bracket where fitted3. Remove the timing case front cover inspection plate (Fig. 113), 4, Remove the three setserews or nut which secure the fue! pump gear to the fuel pump. 5. Remove the fuel pump from the timing case ensur- Ing that when the tue! pump gear leaves the shalt it stays In mesh with the idler gear otherwise the fuel pump timing will be affected To Refit the Fuel Pump (Mechanical Governor) 1. Replace the {uel pump ensuring that the slot, oF key in the pump hub, oF shatt is aligned with the dowel (or keyway inthe gear. 2. Position the pump so that the scrited line on the ump flange aligns with the mark on the timing case (Fig. N.14). Secure the pump to the timing cease. To check accuracy of mark on rear of timing ease, this may be ascertained in accordance with the instructions for marking a new timing case given on Page KS. 3. Secure the driving gear to the fuel pump shaft with the three setscrews and spring washers, or nut ensuring the dowel or keyway is properly located in ite slot (Fig. K14 or K-14A), See page 62 for recommended torque tensions. 4. Fit the timing case inspection cover. 5. Refit the low and high pressure pipes to the fuel pump, 6. Re-connect the throttle and stop lever controls and attach the return springs. 7. Vent the alr from the fuel system (Page Na). 8. Adjust the maximum and idling speeds. NOTE: Where a fuel pump rear support bracket i fitted, ‘ensure that when the fasteners are tightened the pump for bracket are not stressed. Fuel Pump Gear For details of fiting new fuel pump gear see “Timing Case and Drive”. To Re-set the Fuel Pump Timing - D.P.A. (On the fuel pump rotor, inside the fuel pump are a umber cf seribed ines, each one bearing an ind- vidual fetter. A timing clrclip is positioned inside the ump and has to be set so that when the appropriate seribed line on the fuel pump rotor aligns with the scribed line on the circlip (Fig. K.13), it denotes ‘commencement of injection (static timing). NOTE: On later engines the scribed tine on the circip, hhas been deleted. On these engines the scribed fine on the rotor should be aligned with the end of the circip which has the straight edge, (Fig. K.12). The circlip on current pumps is not set and timing tool MS878 must bbe used, see page KS. To set the timing clrcip, it is necessary to remove the pump from the engine and fix the position of the cirlip by connecting No. 1 cylinder outlet connection (marked 'W") to. an atomiser tester and pump up to 20 atm (31 kaf/em* or 449 tbt/int).. Turn the pump by hand in the normal direction of rotation until it “locks up": ‘The squared ond of the cirelip should now be adjusted until it fines up with the Tetter “A” for hydraulic pumps fr the letter "C" for mechanical pumps, on the pump rotor. To reset the fuel timing the following procedure should be adopted:-— AIR FILTERS AND FUEL SYSTEM—N.7 Nia (a) Hydraulically Governed Pump EEneure that the fuel pump circlip is correctly postiones as described previously. 1. Enoure that the fuel pump is correctly fited with the scribed line on the mounting flange aligning with the mark on the fuel pump geer carrier (Fig N12) 2. Position the orankshaft so that No. 1 piston is at T.D.C. on compression stroke. 3. Remove the calles, spring cap and spring from the inlet valve of No. 1 cylinder and allow the valve to rest on the top of the piston. 4. With the aid of a clock gauge in contact with the fend of the valve now resting on the No. 1 piston it wil be necessary to position the crankshatt at the static timing position given on Page KS. 5. Remove the Inspection plate on the fuel pump en bling the rotor to be seen. 4.206 Sees Workshop Marva, Jaruar 1953,AIR FILTERS AND FUEL SYSTEM—N.8 8. With No. 1 piston at tho etatle timing point on its Compression stroke, the scribed line on the fuel ump rotor marked ““A should align with the scribed line or straight edge on the circlip (Figs. K:2 and K.13). If it does not, release the fuel ump drive plate securing setecrews and turn the drive plate ‘on the slotted holes, the required amount to bring them into alignment. Access (o the drive plate le gained by removing the timing case front cover inspection plate (Fig. K.11) 7. When the fuel pump timing is correct, obliterate the mark on the fuet pump drive gear and re-mark the gear to correspond with the mark on the fuel pump drive plate (Fig. K.11). 5. Refit the spring. spring cap and collets to No. 1 Inlet valve and refit the pump Inspection plate and timing case inspection plate. Re-seal the inspection plate. (b) Mechanically Governed Pumps - D.P.A. The procedure for resetting the fuel pump timing on mechanically governed engines Is similar to that used for hydraulically governed engines with the exception of the method of pump adjustment. 'As there Is no adjustable fuel pump drive plate on a mechanically governed engine, tne adjustment is carries ‘out by slackening the nuts on the pump mounting flange {and rotating the pump body until the scribed line on the fotor, marked with the letter °C’ aligns with the scribed line or straight edge of the circip (Figs. K.12 and K.13) The circlip on current pumps is not set and timing too! MS67B must be used, see page KS. To Check Marking Angle of Fuel Injection Pump using Tool MS.678 -D.P.A./D.P.S. Pumps 1. Release screw (6, Fig. N.S) and remove splines shaft (6). If pump has a slotted hub, the splined Shaft should be retained with the small ., ined diameter to the rear to locate in the contre of the hub. 2 Engure that slotted pointer (2) Is positioned with slot to rear of tool and chamfored sides of slot utwards, At this stage, slotted end of pointer should be Kept well back towards body of tool Eneure that the flat in the washer fitted behind the pointer securing screw (3) is located over sice of pointer, 3. Release bracket screw (4) and sot bracket so that the chamfered edge is in line with the relevant marking angle (see Page 17) 4. Position timing tool on pump drive shaft with master splines engaged and tool locating on spigot (see Fig. N16) For D.PS. pumps, first fit adaptor POGT- to end of pump drive shaft, (see Fig. N16A). With dowel drive pumps, locate splined shaft in hub, slide tool towards pump to rest on end of hub and lock shaft in tool (See Fig. N17}. 5. Connect No. 1 outlet of pump body to an atomiser test rig and pump up to 30 atmospheres (31 kgl/er") —840 Ibt/int. It pressurising valve Is fites this must be removed. 6. ‘Turn pump in normal direction of rotation as shown ‘on pump nameplate, until it locks. 14.296 Saves Workshop Manual sanary 1899, Nis Nie NIA In this position, slide pointer forward until it is halfway over pump flange and check that timing mark is central to slot in pointer.When fitting a repiacement fuel pump, or in the event of the maximum speed screw naving been moved, the max imum no load speed must be checked and re-se) as necessary ‘The maximum no load speed wil vary according to application. For detalls, reference should be made to the code number stamped on the fuel pump data plate, ‘The last four numbers in the code indicate the speed | required, and in the case of the example on page N10, [ this would be $130 rev/min, t | To Chock Marking Angle of Fuel Injection Pump | using Tool MS. 67B and adaptors PD.67B-1 and | PD. 678-6 (Stanadyne Pump) 1, Fit the adaptor PD.67B-1 (Fig. NT7A) to the hub of the pump by use of the special setscrews, part of too! PD.67B-6 (Fig. N17C). Ensure that the location slots of the hub and adaptor are together and in line (use the alignment gauge, part of tool PD.67-6) and that the adaptor is concentric with the hub. 2, Remove the splined shaft from the timing tool MS.678 (6, Fig. N16) and slide the small splined ‘open end of the timing too! onto the splined shatt oF ‘adaptor PD.678-1 (Fig. N1YO)}. Lock the timing tool Into position with the securing screw (5, Fig. N15), I ! ' ' i I { | | I | 113. Ensure the long pointer, part of tool PO.67B-6 is in | position and that the sides of the siot with chamfers | are on the outside. Ensure that the flat of the | washer fitted behing the scraw (3, Fig. N15) which | _ fastens the pointers in positon, i 1 | I i i 1 1 I 1 Il t 4. Release the screw (4, Fig. N15) which fastens the bracket and set the racket so that the edge with a Chamfer is in line with the correct fuel injection Pump mark angle (see page B17) Note: As the too! will have to be fitted inthe reverse position to normal; the setting angle has been Adjusted to allow for this (520 page B17), 5. Connect No. 1 oyinder outlet (8, Fig. N17B) to an atomiser tester and operate the tester until it reaches 31 kgt/em? (30 atm or 440 Ibtfin’). tt a pressure vaive is fitted, this must be removed. 6. Turn the drive shaft of the pump backwards and forwards until the fuel pressure prevents movement of the shaft. Ths is necessary as fuel must pass the delivery vaive in the fuel pump before the fuel pressure will prevent movement of the shat. In this. position, the fuel pump is set atthe start of ignition trom number 1 outlet. 7. Move the pointer forward until it is half over the pump flange, Check that the timing mark is central fo the slot in the pointer. Make a new timing mark if necessary. AIR FILTERS AND FUEL SYSTEM - N.9 Ni7 NITA NI7B Stanadyne Mechanical Fue! Injection Pump. 1 dle speed adjustment 5. Maximum speed adjustment 2. Earth connection for 6. Governor rate agjustment ESOS serew 3. Supply connection for 7. Fuel inlet connection 0s 8, Outlet tor number 1 cylinder 4. Fuel return connection 4.296 Series Worksop Menu, January 199AIR FILTERS AND FUEL SYSTEM - N.10 Maximum Speed Setting IMPORTANT NOTE: The maximum speed screw sea! of the origina! (vel pump must not be broken oF tampered wiih In any way unless factory authority Is frst obtained, Failure 10 do 50 may result in the guarantee becoming void Code Example:- AS62/800/0/3130 NOTE: If the fue! pump data plate is damaged or defaced so as to make it impossible to read the code, or if the code is not stamped on the plate, you are ‘aduised to contact your nearest Perkins Distributor of CAN. dealer, or alternatively, Service Department, Perkins Engines Limited, Peterborough, to obtain the correct setting. Note: The setting codes of current pumps are different, for example: 264301781 8/5/1890. IMPORTANT. Under no circumstances should the engine be allowed to operate at a higher speed than ‘Specified or severe damage fo the engine may result Idling Speed Setting ‘The engine idling speed is adjusted by the idling scrow. With the engine warm, turn the screw clockwise to Increase the engine speed and antrclockwise to decrease. The idling speed wil vary, according to application. For details apply to the nearest Perkins Distributor or CAV. Dealer, alternatively Service Department, Perking Engines Limited, Peterborough. Note: The idle seed is normally fixed on Stanadyne constant speed pumps. Priming the Fuel System ‘The air must be vented from the fuel system whenever any part of the system between the fuel tank and injec tion pump has been cisconnected for any reascn, or when the system has been emptied of fuel No attempt must be made to start the engine unti the Injection pump has been files and primed as serious damage can be caused 10 the pump due to lack of lubrication | Note: Some engines ate fitted with a Stanadyne fuel | injection pump. These pumps are self venting and will | automatically remove sir fom the system. 4226 Series Workehos Manual, January 1993. N18 DPA. Hydraulic Fuel Injection Pump 1. Drive Shatt 6 Stop Lever 2. Fuel Outlet 7. Fuel inlet 3. Idling Screw 8. Bleed Screw 4 Maximum Speed Screw 9. Speed Control Lever 5. Bleed Serew1. Remove air from the fuel filter through the filer vent plug. (Fig. N18) I fter vent plug is not fitted, the return to tank banjo connection In the top of the fiter can be loosened to reduce the time needed to ‘il the filter with fuel, 2. Operate the fuel feed pump priming lever (Fig. N20) fof (Fig. N21) until {uel olf free trom air bubbles Issues from around the threads, Tighten the plug or connection 3. Set the accelerator to the fully open position and fensure thatthe stop contro is in the ‘un’ position. i fan electric stop contol solenoid is used, turn the start switch key to the 'F’ position. 4. Loosen the vent screw in the hydraulic head lock ing bolt @, Fig. N18) or (Fig. N22) and then the governor housing vent screw (5, Fig, N18), (3, Fig. N18A) or (Fig. N23) 5. Operate the fuel feed pump priming lever until fuel from air bubbles issues from the vent 6. Tighten first the hydraulic head vent screw and then the governor housing vent sere. Note: The D.PS. pump has only one vent screw Which is on top of the governor housing (Fig, N24), 7. Ia "Thermostart cold start aid is fitted and the fuel pipe drained, loosen the union nut at the staring aid land operate the fuel feed pump priming lever until fuel ol free from air bubbles issues from the con: rection. Tighten the union nut 8. Loosen the unions at the atomiser end of two of the high pressure fuel pipes and operate the starter ‘motor until {uel ol fee from air bubbles issues from both fuel pines Tighten both unions and the engine is ready to start. Priming Procedure after changing Earlier Filter Element With the vent plug on the tliter cover removed, and the union at the filter ang of the return pipe iter to tank) siackened, operate the feed pump priming Tever until fuels free from air bubbles, issues trom the fiter cover vent 2. Replace the vent plug, and continue to operate the priming lever unti fuel ol, free trom air bubbles, Issues from around the threads of the return pipe union, 3, Tighten the teturn pipe union, 4, Slacken the union at the fiter end of the filter to Injection pump feed pipe, and operate the priming lever until fuel ol ree from air bubbles, issues from ‘round the unian threads 5. Tighten the feed pipe union. The pump and filer are now filled and primed. Atomisers General when replacing atomisers in the cylinder head it is essential that a new, correct type copper washer is fit ted betwen the nozzle cap and the cylinder head A one piece collar type dust seal Is fitted on earlier engines but later engines have an improved two piece arrangement which consists of a soft rubber sealing ring AIR FILTERS AND FUEL SYSTEM - N.11 N18A DPS. Mechanical Fue! Injection Pump 1. Dre Shaft 5. Speed Control Lever 2. Pressurising Valve 6. Maximum Speed Screw 3. Blead Screw 7. Solenoid Shut Off Valve 4. Idling Screw 8, Fuel inlet N20 Fuel Lift Pump ~ Earlier 4.206 Sees Werkshop Manus nary 1993.