Important Safety Information¥ndbøker/Verksted håndbøker/110… · The Delphi DP210 fuel injection pump is installed on the 1104 engine and the 1103 engine. The Delphi STP fuel

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

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

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

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

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

The meaning of this safety alert symbol is as follows:

Attention! Become Alert! Your Safety is Involved.

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

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

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

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

When replacement parts are required for thisproduct Perkins recommends using Perkins

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

3Table of Contents

Table of Contents

Systems Operation Section

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

Testing and Adjusting Section

Fuel SystemFuel System - Inspect ........................................... 22Air in Fuel - Test .................................................... 22Finding Top Center Position for No. 1 Piston ........ 23Fuel Injection Pump Timing - Check ..................... 24Fuel Injection Pump Timing - Adjust ..................... 25Fuel Quality - Test ................................................. 27Fuel System - Prime ............................................. 27Fuel System Pressure - Test ................................. 28

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

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

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

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

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

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

Index Section

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

4Systems Operation Section

Systems Operation Sectioni01958113

Engine Design

g00984281Illustration 1

1104 example of the layout of the valves(A) Inlet valve(B) Exhaust valve

1104 Engine Specification

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

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

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

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

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

Compression ratio

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

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

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

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

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

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

The front of the engine is opposite the flywheel endof the engine. The left side of the engine and the rightside of the engine are determined from the flywheelend. Number 1 cylinder is the front cylinder of theengine.

g01014247Illustration 21103 example of the layout of the valves

(A) Inlet valve(B) Exhaust valve

1103 Engine Specification

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

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

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

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

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

Compression ratio

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

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

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

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

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

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

The front of the engine is opposite the flywheel endof the engine. The left side of the engine and the rightside of the engine are determined from the flywheelend. Number 1 cylinder is the front cylinder of theengine.


i01958097

General Information

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

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

The cylinder head assembly has one inlet valve andone exhaust valve for each cylinder. Each valve hasone valve spring. The pistons have two compressionrings and an oil control ring.

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

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

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

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

The crankshaft gear rotates the idler gear. The idlergear rotates the camshaft gear and the fuel injectionpump gear. The idler gear for the engine oil pump isrotated by the crankshaft gear. This idler rotates theengine oil pump.

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

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

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

Lifting the Engine

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

To avoid possible engine damage, use the followingprocedure.

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

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

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

3. If the oil is not drained prior to tilting the engine orturning the engine onto a side or an end surface,the lubricating oil from the oil pan can flow intothe intake manifold and the cylinder bores. Thissituation could cause a hydraulic lock in theengine. Hydraulic lock can severely damage theengine.

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


1104 Engine Model Views


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

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

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


g00928546Illustration 4(10) Engine oil filler cap(11) Exhaust manifold(12) Turbocharger

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

(16) Starter motor


1103 Engine Model Views


(1) Alternator(2) Fan pulley

(3) Turbocharger oil supply(4) Turbocharger oil drain

(5) Turbocharger(6) Exhaust manifold


g01011349Illustration 6(1) Fuel transfer pump(2) Oil filler cap(3) Fuel filter(4) Starter motor(5) Dipstick

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

i02074845

Fuel System

The Delphi DP210 fuel injection pump is installed onthe 1104 engine and the 1103 engine. The DelphiSTP fuel injection pump is installed on the 1103engine only. The Bosch EPVE fuel injection pump isinstalled on the 1104 engine only.

The fuel transfer pump draws fuel from the fuel tankand through the water separator. When the fuel goesthrough the water separator, any water in the fuel willgo to the bottom of the bowl. The fuel transfer pumpsends the fuel at a low pressure to the fuel filter. Fromthe fuel filter, the fuel goes through the supply line tothe fuel injection pump.

The fuel injection pump sends fuel through the highpressure fuel line to each of the fuel injectors. Thefuel injector sprays the fuel into the cylinder. Fuel thatis not injected flows through the fuel return line to thetop of the fuel filter, back to the fuel tank.


The engine must not be started until the fuel injectionpump is full of fuel that is free of air. The fuel injectionpump requires fuel for lubrication. The precision partsof the pump are easily damaged without lubrication.

The fuel system must be primed when any of thefollowing conditions occur:

• The fuel filter is changed.

• The fuel line is removed.

• The fuel injection pump is removed.

Fuel System Components

Fuel Injection Pump

General Operation

The fuel injection pump is a pressurized systemthat is totally enclosed. The pump sends the correctamount of fuel under high pressure at the correct timethrough the fuel injectors to the individual cylinders.The fuel injection pump regulates the amount of fuelthat is delivered to the fuel injectors. This actioncontrols the engine rpm by the governor setting orthe position of the throttle control.

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

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

The Delphi DP210 and the Delphi STP fuel injectionpumps must be serviced by an authorized Delphitechnician. For repair information, contact yourPerkins dealer or contact your Perkins distributor.

High idle and low idle of the fuel injection pump arefactory set. Idle adjustments can not be made to thefuel pump. The Delphi DP210 fuel injection pumphas a boost control . The Delphi DP210 and theDelphi STP fuel injection pumps have a engine stopsolenoid. The Delphi DP210 and the Delphi STP fuelinjection pumps have a feature that vents air fromthe pump.

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

Cold Start Advance Unit

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

The coolant switch for the cold start advance unit ison the rear of the timing case on the left side of theengine.

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

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

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

i01912948

Air Inlet and Exhaust System


Air inlet and exhaust system (typical example)(1) Exhaust manifold(2) Intake manifold(3) Engine cylinders(4) Air intake(5) Turbocharger compressor wheel(6) Turbocharger turbine wheel(7) Exhaust outlet


Engines which are naturally aspirated pull outside airthrough an air cleaner directly into the inlet manifold(2). The air flows from the intake manifold to theengine cylinders (3). The fuel is mixed with the air inthe engine cylinders. After the fuel combustion occursin the engine cylinder, the exhaust gases flow directlyto the outside air through the exhaust manifold (1).

Turbocharged engines pull outside air through an aircleaner into the air intake (4) of the turbocharger. Thesuction is caused by the turbocharger compressorwheel (5). Then, the turbocharger compressor wheelcompresses the air. The air flows through the intakemanifold (2) which directs an even distribution of theair to each engine cylinder (3). Air is pulled into theengine cylinder (3) during the intake stroke of thepiston. Then, the air is mixed with fuel from the fuelinjectors.

Each piston makes four strokes:

1. Intake

2. Compression

3. Power

4. Exhaust

The sequence of the strokes by all of pistons in all ofthe engine cylinders provide constant air flow to theinlet system during the engine operation.

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

The air inlet system is also equipped with a crankcaseventilation system. The intake strokes of the pistonspull in atmospheric air to the crankcase.

TurbochargerNote: The turbocharger is not serviceable.

A turbocharger increases the temperature and thedensity of the air that is sent to the engine cylinder.This condition causes a lower temperature of ignitionto develop earlier in the compression stroke. Thecompression stroke is also timed in a more accurateway with the fuel injection. Surplus air lowers thetemperature of combustion. This surplus air alsoprovides internal cooling.

A turbocharger improves the following aspects ofengine performance:

• Power output is increased.

• Fuel efficiency is increased.

• Engine torque is increased.

• Durability of the engine is increased.

• Emissions of the engine are increased.

g00302786Illustration 8Components of a turbocharger (typical example)

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

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

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


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

Some turbochargers have a wastegate. Thewastegate is controlled by the boost pressure.This allows some of the exhaust to bypass theturbocharger at higher engine speeds. The wastegateis a type of valve that automatically opens at a presetlevel of boost pressure in order to allow exhaust gasto flow around the turbine. The wastegate allows thedesign of the turbocharger to be more effective atlower engine speeds.

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

Cylinder Head And ValvesThe valves and the valve mechanism control theflow of the air and the exhaust gases in the cylinderduring engine operation. The cylinder head assemblyhas two valves for each cylinder. Each valve has onevalve spring. The ports for the inlet valves are onthe left side of the cylinder head. The ports for theexhaust valves are on the right side of the cylinderhead. Steel valve seat inserts are installed in thecylinder head for both the inlet and the exhaustvalves. The valve seat inserts can be replaced.

The valves move along valve guides. The valveguides can be replaced. The exhaust valve guide hasa counterbore in order to prevent the seizure of thevalve stem. The seizure of the valve stem is causedby a buildup of carbon under the head of the valve.

The inlet and the exhaust valves are opened andclosed by the rotation and movement of the followingcomponents:

• Crankshaft

• Camshaft

• Valve lifters

• Pushrods

• Rocker arms

• Valve springs

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


i01958103

Lubrication System


Flow diagram of the lubrication system for the 1104 engine


g01016473Illustration 10Flow diagram of the lubrication system for the 1103 engine

Pressure for the lubrication system is supplied bythe oil pump (10). The crankshaft gear (13) drivesa lower idler gear (12). The lower idler gear drivesthe oil pump gear (11). The pump has an inner rotorand an outer rotor. The axis of rotation of the rotorsare off-center relative to each other. There is aninterference fit between the inner rotor and the driveshaft.

The inner rotor has five lobes which mesh with the sixlobes of the outer rotor. When the pump rotates, thedistance increases between the lobes of the outerrotor and the lobes of the inner rotor in order to createsuction. When the distance decreases between thelobes, pressure is created.

Lubricating oil from the oil pan flows through astrainer and a pipe (9) to the suction side of theengine oil pump. The lubricating oil flows from theoutlet side of the pump through a passage to the oilfilter head (7). The oil then flows from the filter headthrough a passage to a plate type oil cooler for the1104 engine, or a modine oil cooler (3) for the 1103engine. The integral oil cooler is located on the leftside of the cylinder block. The modine oil cooler islocated on the left side of the cylinder block.

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


The oil flows from the oil filter through a passage thatis drilled across the cylinder block to the oil gallery(4). The oil gallery is drilled through the total lengthof the left side of the cylinder block. If the oil filter ison the right side of the engine, the oil flows througha passage that is drilled across the cylinder block tothe pressure gallery.

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

Lubricating oil from the main bearings flows throughpassages in the cylinder block to the journals of thecamshaft. Then, the oil flows from the second journalof the camshaft (2) at a reduced pressure to thecylinder head. The oil then flows through the centerof the rocker shaft (1) to the rocker arm levers. Thevalve stems, the valve springs and the valve liftersare lubricated by the splash and the oil mist.

The hub of the idler gear is lubricated by oil from theoil gallery. The timing gears are lubricated by thesplash from the oil.

Turbochargers are lubricated by oil from a connectionon the side of the cylinder block. An external line fromthe cylinder block supplies oil to the turbocharger.The oil then flows through a line to the oil pan.

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


i01958111

Cooling System


Flow diagram of the cooling system for the 1104 engine


g01016432Illustration 12Flow diagram of the cooling system for the 1103 engine

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

The water pump forces the coolant through apassage in the front of the timing case to the waterjacket in the top left side of the cylinder block. Thecoolant continues to the rear of the cylinder block andsome of the coolant passes into the oil cooler for the1104 or into the modine oil cooler for the 1103. Theoil cooler is located on the left side of the cylinderblock with no external lines. The modine oil cooler islocated on the left side of the cylinder block.

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

The coolant flows forward through the cylinder headand into the water temperature regulator housing. Ifthe water temperature regulator is closed, the coolantgoes directly through a bypass to the inlet side ofthe water pump. If the water temperature regulatoris open, the bypass is closed and the coolant flowsto the top of the radiator.

i01958135

Basic Engine

Cylinder Block and Cylinder HeadThe cylinder block for the 1104 engine has fourcylinders which are arranged in-line.

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


The cylinder block for the 1104 engine has fivemain bearings which support the crankshaft. Thrustwashers on both sides of the center main bearingcontrol the end play of the crankshaft.

The cylinder block for the 1103 engine has fourmain bearings which support the crankshaft. Thrustwashers on both sides of the number three mainbearing control the end play of the crankshaft.

A cylinder head gasket is used between theengine block and the cylinder head in order to sealcombustion gases, water, and oil.

The engine has a cast iron cylinder head. The Inletmanifold is integral within the cylinder head. An inletvalve and an exhaust valve for each cylinder arecontrolled by a pushrod valve system. The ports forthe inlet valves are on the left side of the cylinderhead. The ports for the exhaust valves are on theright side of the cylinder head.

Pistons, Rings, and ConnectingRodsThe pistons have a combustion chamber in the top ofthe piston in order to provide an efficient mix of fueland air. The piston pin is off-center in order to reducethe noise level.

The pistons have two compression rings and an oilcontrol ring. The groove for the top ring has a hardmetal insert in order to reduce wear of the groove.The skirt has a layer of graphite in order to reducewear.

The correct piston height is important in order toensure that the piston does not contact the cylinderhead. The correct piston height also ensures theefficient combustion of fuel which is necessary inorder to conform to requirements for emissions.

Engines are equipped with connecting rods that arefracture split. The fracture split connecting rods areretained with torx screws. Connecting rods that arefracture split have the following characteristics:

• Higher integrity for the rod

• The splitting produces an accurately matchedsurface on each side for improved strength.

• Modern design

The connecting rod is matched to each cylinder.The piston height is controlled by the length of theconnecting rod. Six different lengths of connectingrods are available in order to attain the correct pistonheight. The different lengths of connecting rods aremade by machining the small end bearing off-centerin order to form an eccentric bearing. The amount ofthe eccentricity of the bearing creates the differentlengths of the connecting rods.

Each cylinder has a piston cooling jet that is installedin the cylinder block. The piston cooling jet spraysengine oil onto the inner surface of the piston in orderto cool the piston.

CrankshaftThe crankshaft changes the combustion forces in thecylinder into usable rotating torque in order to powerthe engine. Vibration is caused by impacts fromcombustion along the crankshaft.

A gear at the front of the crankshaft drives the timinggears. The crankshaft gear turns the idler gear whichthen turns the following gears:

• Camshaft gear

• Fuel injection pump

• Lower idler gear which turns the gear of thelubricating oil pump

Lip type seals are used on both the front of thecrankshaft and the rear of the crankshaft.

CamshaftThe engine has a single camshaft. The camshaftis driven by an idler gear in the front housing. Thecamshaft uses only one bearing on the front journal.The other journals rotate in the bore of the cylinderblock. The front bearing and the camshaft boresin the cylinder block support the camshaft. As thecamshaft turns, the camshaft lobes move the valvesystem components. The valve system componentsmove the cylinder valves. The camshaft gear mustbe timed to the crankshaft gear. The relationshipbetween the lobes and the camshaft gear causes thevalves in each cylinder to open at the correct time.The relationship between the lobes and the camshaftgear also causes the valves in each cylinder to closeat the correct time.


i01958096

Electrical System

The electrical system is a negative ground system.

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

Starting Motor


12 Volt Starting Motor(1) Terminal for connection of the battery cable(2) Terminal for connection of the ignition switch



24 Volt Starting Motor(1) Terminal for connection of the ignition

switch(2) Terminal for connection of the battery

cable

The starting motor turns the engine flywheel. The rpmmust be high enough in order to initiate a sustainedoperation of the fuel ignition in the cylinders.

The starting motor has a solenoid. When the ignitionswitch is activated, voltage from the electrical systemwill cause the solenoid to move the pinion towardthe flywheel ring gear of the engine. The electricalcontacts in the solenoid close the circuit betweenthe battery and the starting motor barely before thepinion engages the ring gear. This causes the startingmotor to rotate. This type of activation is called apositive shift.

When the engine begins to run, the overrunningclutch of the pinion drive prevents damage to thearmature. Damage to the armature is caused byexcessive speeds. The clutch prevents damage bystopping the mechanical connection. However, thepinion will stay meshed with the ring gear until theignition switch is released. A spring in the overrunningclutch returns the clutch to the rest position.

Alternator

g00303424Illustration 15(1) Shaft for mounting the pulley

The alternator produces the following electricaloutput:

• Three-phase

• Full-wave

• Rectified


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

The alternator converts the mechanical energyand the magnetic energy into alternating currentand voltage. This conversion is done by rotating adirect current electromagnetic field on the inside ofa three-phase stator. The electromagnetic field isgenerated by electrical current flowing through arotor. The stator generates alternating current andvoltage.

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

A regulator is installed on the rear end of thealternator. Two brushes conduct current through twoslip rings. The current then flows to the rotor field. Acapacitor protects the rectifier from high voltages.

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

22Testing and Adjusting Section

Testing and AdjustingSection

Fuel Systemi01804057

Fuel System - Inspect

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

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

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

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

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

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

i01854200

Air in Fuel - Test

This procedure checks for air in the fuel system. Thisprocedure also assists in finding the source of the air.

1. Examine the fuel system for leaks. Ensure thatthe fuel line fittings are properly tightened. Checkthe fuel level in the fuel tank. Air can enter thefuel system on the suction side between the fueltransfer pump and the fuel tank.

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

2. Install a suitable fuel flow tube with a visual sightgauge in the fuel return line. When possible, installthe sight gauge in a straight section of the fuel linethat is at least 304.8 mm (12 inches) long. Do notinstall the sight gauge near the following devicesthat create turbulence:

• Elbows

• Relief valves

• Check valves

Observe the fuel flow during engine cranking.Look for air bubbles in the fuel. If there is no fuelthat is present in the sight gauge, prime the fuelsystem. Refer to Testing and Adjusting, “FuelSystem - Prime” for more information. If the enginestarts, check for air in the fuel at varying enginespeeds. When possible, operate the engine underthe conditions which have been suspect.

g00578151Illustration 16(1) A steady stream of small bubbles with a diameter of

approximately 1.60 mm (0.063 inch) is an acceptable amountof air in the fuel.

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

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

3. If excessive air is seen in the sight gauge in thefuel return line, install a second sight gauge at theinlet to the fuel transfer pump. If a second sightgauge is not available, move the sight gauge fromthe fuel return line and install the sight gaugeat the inlet to the fuel transfer pump. Observethe fuel flow during engine cranking. Look for airbubbles in the fuel. If the engine starts, check forair in the fuel at varying engine speeds.


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

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

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

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

4. Pressurize the fuel tank to 35 kPa (5 psi). Donot use more than 55 kPa (8 psi) in order toavoid damage to the fuel tank. Check for leaks inthe fuel lines between the fuel tank and the fueltransfer pump. Repair any leaks that are found.Check the fuel pressure in order to ensure thatthe fuel transfer pump is operating properly. Forinformation about checking the fuel pressure, seeTesting and Adjusting, “Fuel System Pressure -Test”.

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

i01893344

Finding Top Center Positionfor No. 1 Piston

Table 1

Required Tools

PartNumber Part Description Qty

27610211 Crankshaft timing pin 1

27610212 Camshaft timing pin 1


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

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

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

2. Rotate the crankshaft in the normal direction ofthe engine until the inlet valve of the No. 4 cylinderhas just opened and the exhaust valve of the No.4 cylinder has not completely closed.

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

4. Insert the 27610212 Camshaft Timing Pinthrough the hole in the camshaft gear and into thebody of the timing case. The engine is set at thetop center position for No. 1 piston.

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

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


i02074847

Fuel Injection Pump Timing -Check

Delphi DP210 and the Delphi STPFuel Injection PumpsNote: The Delphi DP210 and the Delphi STPfuel injection pump timing cannot be checked. Ifyou suspect that the fuel injection pump timing isincorrect, contact your Perkins dealer or your Perkinsdistributor for further information.

The Delphi DP210 and the Delphi STP fuel injectionpumps must be serviced by an authorized Delphitechnician. For repair information, contact yourPerkins dealer or your Perkins distributor. Theinternal adjustment for the pump timing is tamperproof. High idle and low idle are factory set. Idleadjustments can not be made to the fuel pump.

Bosch EPVE Fuel Injection PumpNote: The Bosch EPVE fuel injection pump is onlyinstalled on the 1104 engine.

Table 2

Required Tools


27610248 Bosch EPVE fuel injection pumptiming adapter 1

1. Set the number one piston at the top center pistonon the compression stroke. Refer to Testing andAdjusting, “Finding Top Center Position for the No.1 Pistion” for the procedure.

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


(1) Plug

g00988406Illustration 19(2) Bosch EPVE fuel injection pump timing adapter(3) Dial indicator

3. Remove the plug (1) and the washer from the rearof the fuel injection pump and install 27610248fuel injection pump timing adapter (2). Installa suitable dial indicator (3) into 27610248fuel injection pump timing adapter. Set the dialindicator to approximately 3 mm (0.1181 inch).

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


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

6. With the engine set at the Top Center Positionfor the No. 1 piston, check the reading on thedial indicator (3). Refer to Specifications, “FuelInjection Pump” for the correct reading for theplunger.

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

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

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

i02074850

Fuel Injection Pump Timing -Adjust

Delphi DP210 and the Delphi STPFuel Injection PumpsThe Delphi DP210 and the Delphi STP fuel injectionpumps must be serviced by an authorized Delphitechnician. For repair information, contact yourPerkins dealer or your Perkins distributor. Theinternal adjustment for the pump timing is tamperproof. High idle and low idle are factory set. Idleadjustments can not be made to the fuel pump.

Bosch EPVE Fuel Injection PumpNote: The Bosch EPVE fuel injection pump is onlyinstalled on the 1104 engine.

Table 3

Required Tools


27610248 Bosch EPVE fuel injection pumptiming adapter 1

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

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

1. Set the number one piston at the top center onthe compression stroke. Refer to Testing andAdjusting, “Finding Top Center Position for the No.1 Pistion” for the procedure.

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

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

g00996226Illustration 20(1) Plug

g00996227Illustration 21(2) Bosch EPVE fuel injection timing adapter(3) Dial indicator


4. Remove the plug (1) and the washer from the rearof the fuel injection pump and install 27610248fuel injection pump timing adapter (2). Installa suitable dial indicator (3) into 27610248fuel injection pump timing adapter. Set the dialindicator to approximately 3 mm (0.1181 inch).

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

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

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

g00996240Illustration 22(4) Washer(5) Locking screw

8. Lock the fuel injection pump shaft.In order to lock the shaft of the BoschEPVE fuel injection pump, loosen the lockingscrew (5) and remove the washer (4). Tighten thelocking screw to 31 N·m (23 lb ft). Ensure that theneedle of the dial indicator has not moved.

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

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

11.Remove the fuel injection pump gear. Refer toDisassembly and Assembly, “Fuel Injection pump- Remove”.

g00996242Illustration 23(6) Keyway

g00996245Illustration 24(7) Outlet

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

Note: If the fuel injection pump is on the correctstroke, the keyway (6) is toward the outlet (7).

12. Set the number one piston at the top centerpiston on the compression stroke. Refer to Testingand Adjusting, “Finding Top Center Position forthe No. 1 Pistion” for the procedure.

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

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


15. Install the water pump. Refer to Disassembly andAssembly, “Water Pump - Remove and Install”.

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

17. Install the rocker shaft. Refer to Disassembly andAssembly, “Rocker Shaft and Pushrods”.

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

i01944302

Fuel Quality - Test

Use the following procedure to test for problemsregarding fuel quality:

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

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

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

3. If fuel quality is still suspected as a possiblecause of problems regarding engine performance,disconnect the fuel inlet line, and temporarilyoperate the engine from a separate source offuel that is known to be good. This will determineif the problem is caused by fuel quality. If fuelquality is determined to be the problem, drain thefuel system and replace the fuel filters. Engineperformance can be affected by the followingcharacteristics:

• Cetane number of the fuel

• Air in the fuel

• Other fuel characteristics

i02074852

Fuel System - Prime

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

• The fuel tank is empty or the tank has been partiallydrained during normal operation.

• The low pressure fuel lines are disconnected.

• A leak exists in the low pressure fuel system duringengine operation.

• The fuel filter or the fuel pump is replaced.

• The high pressure fuel lines are disconnected.

Delphi DP210 and the Delphi STPThe Delphi DP210 and the Delphi STP fuel injectionpumps will eliminate the air from the fuel systemautomatically. Position the starting switch to the RUNposition for three minutes. Air in the fuel and the fuellines will be purged from the system.

Bosch EVPEThe Bosch EPVE fuel injection pump will noteliminate air automatically from the fuel system. thefollowing procedure must be used.

• Remove the valve mechanism cover.

• Turn the start switch to the RUN position for threeminutes. Then return the start switch to the OFFposition.

• Loosen the high pressure lines at the fuel injectors.

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

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

• Operate the engine and check for leaks.

• Fit the valve mechanism cover.


i01944991

Fuel System Pressure - Test


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

The pressure test measures the output pressure ofthe fuel transfer pump. Low fuel pressure and startingdifficulty may be indications of problems with the fuelpriming pump.

Check the Function of the FuelTransfer Pump1. Make a note of the location of the fuel lines fromthe fuel transfer pump. Remove the two lines fromthe outlets (A) and (B).

2. Connect two lengths of 5/16 inch rubber hose tooutlets (A) and (B). Place the hoses into a suitablecontainer that is capable of holding 3 L (3.17 qt) offuel.

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

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

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

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

6. Reconnect the outlet lines in the correct positions.

7. Start the engine and check for any leakage of fuelor air from the fuel lines.

Check the Function of the PressureRegulator1. Remove the fuel line from the outlet for the supplyfor the fuel injection pump (B).

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

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

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

Bosch EPVE

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

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

Delphi DP210

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

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

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

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

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

• All electrical connections are installed correctly.

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

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


Air Inlet and ExhaustSystem

i01822825

Air Inlet and Exhaust System- Inspect

A general visual inspection should be made to the airinlet and exhaust system. Make sure that there areno signs of leaks in the system.

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

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

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

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

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

2. Inspect the engine air cleaner element. Replace adirty element with a clean element.

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

i01935833

Wastegate - Test

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

NOTICEKeep all parts clean from contaminants.

Contaminants may cause rapid wear and shortenedcomponent life.


Note: The turbocharger is a nonserviceable item.The pressure for the wastegate can be checked, butnot adjusted.

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

2. Remove the air hose to the actuator (3). Install anair line that can be adjusted in order to give thecorrect pressure.

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

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

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


i01888954

Compression - Test

The cylinder compression test should only be used inorder to compare the cylinders of an engine. If one ormore cylinders vary by more than 350 kPa (51 psi),the cylinder and related components may need tobe repaired.

A compression test should not be the only methodwhich is used to determine the condition of an engine.Other tests should also be conducted in order todetermine if the adjustment or the replacement ofcomponents is required.

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

• The battery is in good condition.

• The battery is fully charged.

• The starting motor operates correctly.

• The valve lash is set correctly.

• All fuel injectors are removed.

• The fuel supply is disconnected.

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

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

3. Repeat Steps 1 and 2 for all cylinders.

i01958109

Engine Valve Lash -Inspect/Adjust

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

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

Refer to Systems Operation, “Engine Design” for thelocation of the cylinder valves.

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

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

Valves become worn due to the following causes:

• Fuel injectors that operate incorrectly

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

• Incorrect fuel settings on the fuel injection pump.

• The load capacity of the engine is frequentlyexceeded.

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

• Worn camshaft and valve lifters

• Worn rocker arms

• Bent pushrods

• Broken socket on the upper end of a pushrod

• Loose adjustment screw for the valve lash

If the camshaft and the valve lifters show rapid wear,look for fuel in the lubrication oil or dirty lubricationoil as a possible cause.

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

Engine valve lash for the 1104 engine


Table 4

Inlet Valves1104

Exhaust Valves1104

Valve Lash(StoppedEngine)

0.20 mm(0.008 inch)

0.45 mm(0.018 inch)

TCCompression

Stroke1,2 1,3

TC ExhaustStroke(1) 3,4 2,4

Firing Order 1,3,4,2(2)(1) 360° from TC compression stroke(2) The No. 1 cylinder is at the front of the engine.

Engine valve lash for the 1103 engine

Table 5

Valves Inlet Valves Exhaust Valves

Valve Lash 0.20 mm(0.008 inch)0.45 mm(0.018 inch)

Valves 1, 3, 5 2, 4, 6

Firing order 1, 2, 3

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

Valve Lash Adjustment for the 1104engineNote: The No. 1 cylinder is at the front of the engine.


Setting the valve lash(1) Adjustment screw(2) Feeler gauge

Accidental engine starting can cause injury ordeath to personnel.

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

Remove the valve mechanism cover and perform thefollowing procedure in order to adjust the valve lash:

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

Table 6

TCCompression

StrokeInlet Valves Exhaust Valves


Cylinders 1,2 1,3

2. Adjust the valves according to Table 5.

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

b. Loosen the adjustment locknut.

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

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

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


Table 7

TC ExhaustStroke(3) Inlet Valves Exhaust Valve


Cylinders 3,4 2,4(3) Position for No. 1 cylinder

4. Adjust the valves according to Table 7.

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

b. Loosen the adjustment locknut.

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

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

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

Valve Lash Adjustment for the 1103engineNote: The No. 1 cylinder is at the front of the engine.


Setting the valve lash(1) Adjustment screw(2) Feeler gauge

Remove the valve mechanism cover and perform thefollowing procedure in order to adjust the valve lash:

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

Table 8

Valves Inlet Valves Exhaust Valves


Valves 1, 3, 5 2, 4, 6

2. Rotate the crankshaft until the inlet valve for thecylinder 1 has just opened and the exhaust valvefor the cylinder 1 is not completely closed. Thenadjust the number 3 valve and the number 6 valve.

a. Adjust the valves according to Table 8.

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

c. Loosen the adjustment locknut.


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

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

3. Rotate the engine by 360 degrees. Then adjustthe number 1 valve and the number 5 valve. Thenadjust the number 2 valve and the number 4 valve.

a. Adjust the valves according to Table 8.

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

c. Loosen the adjustment locknut.

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

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

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

i01889422

Valve Depth - Inspect

Table 9

Required Tools

PartNumber

Part Description Qty

21825617 Dial gauge 1

21825496 Dial gauge holder 1

g00983531Illustration 29Measurement of the valve depth

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

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

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

Refer to Specifications, “Cylinder Head Valves”for the minimum, the maximum, and the servicewear limits for the valve depth below the cylinderhead face.

If the valve depth below the cylinder head faceexceeds the service limit, use a new valve tocheck the valve depth. If the valve depth stillexceeds the service limit, renew the cylinder heador renew the valve seat inserts (if equipped). If thevalve depth is within the service limit with a newvalve, renew the valves.

3. Inspect the valves for cracks and other damage.Check the valve stems for wear. Check that thevalve springs are the correct length under the testforce. Refer to Specifications, “Cylinder HeadValves” for the dimensions and tolerances of thevalves and the valve springs.

i01938952

Valve Guide - Inspect

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



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

1. Place a new valve in the valve guide.

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

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

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

5. Move the valve in a radial direction toward the dialindicator as far as possible. Note the distance ofmovement which is indicated on the dial indicator.If the distance is greater than the maximumclearance of the valve in the valve guide, replacethe valve guide.

When new valve guides are installed, new valvesand new valve seat inserts must be installed.Valve guides and valve seat inserts are suppliedas an unfinished part. The unfinished valve guidesand unfinished valve seat inserts are installed inthe cylinder head. Then, the valve guides andvalve inserts are cut and reamed in one operationwith special tooling.

Refer to Specifications, “Cylinder Head Valves” forthe maximum clearance of the valve in the valveguide.


Lubrication Systemi01854908

Engine Oil Pressure - Test

Low Oil PressureThe following conditions will cause low oil pressure.

• The oil level is low in the crankcase.

• A restriction exists on the oil suction screen.

• Connections in the oil lines are leaking.

• The connecting rod or the main bearings are worn.

• The rotors in the oil pump are worn.

• The oil pressure relief valve is operating incorrectly.

A worn oil pressure relief valve can allow oil to leakthrough the valve which lowers the oil pressure.Refer to the Specifications Module, “Engine Oil ReliefValve” for the correct operating pressure and otherinformation.

When the engine runs at the normal temperature foroperation and at high idle, the oil pressure must bea minimum of 280 kPa (40 psi). A lower pressure isnormal at low idle.

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

High Oil PressureHigh oil pressure can be caused by the followingconditions.

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

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

• Excessive sludge exists in the oil which makes theviscosity of the oil too high.

i01893791

Engine Oil Pump - Inspect

If any part of the oil pump is worn enough in order toaffect the performance of the oil pump, the oil pumpmust be replaced.

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

Refer to the Specifications Module, “Engine OilPump”.

1. Remove the oil pump from the engine. Refer tothe Disassembly and Assembly, “Engine Oil Pump- Remove”. Remove the cover of the oil pump.

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

g00985779Illustration 31Clearance for the outer rotor body

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

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



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

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


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

6. Clean the top face of the oil pump and the bottomface of the cover. Install the cover on the oilpump. Install the oil pump on the engine. Refer toDisassembly and Assembly, “Engine Oil Pump -Install”.

i01126690

Excessive Bearing Wear -Inspect

When some components of the engine show bearingwear in a short time, the cause can be a restriction inan oil passage.

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

i01794028

Excessive Engine OilConsumption - Inspect

Engine Oil Leaks on the Outside ofthe EngineCheck for leakage at the seals at each end of thecrankshaft. Look for leakage at the gasket for theengine oil pan and all lubrication system connections.Look for any engine oil that may be leaking fromthe crankcase breather. This can be caused bycombustion gas leakage around the pistons. A dirtycrankcase breather will cause high pressure in thecrankcase. A dirty crankcase breather will cause thegaskets and the seals to leak.

Engine Oil Leaks into theCombustion Area of the CylindersEngine oil that is leaking into the combustion area ofthe cylinders can be the cause of blue smoke. Thereare several possible ways for engine oil to leak intothe combustion area of the cylinders:

• Leaks between worn valve guides and valve stems

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

• Incorrect installation of the compression ring and/orthe intermediate ring

• Leaks past the seal rings in the turbocharger shaft


• Overfilling of the crankcase

• Wrong dipstick or guide tube

• Sustained operation at light loads

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

i01945015

Increased Engine OilTemperature - Inspect

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


Cooling Systemi01892576

Cooling System - Check(Overheating)

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

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

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

3. Check for air in the cooling system. Air can enterthe cooling system in different ways. The mostcommon causes of air in the cooling systemare not filling the cooling system correctly andcombustion gas leakage into the cooling system.Combustion gas can get into the system throughinside cracks, a damaged cylinder head, ora damaged cylinder head gasket. Air in thecooling system causes a reduction in coolantflow and bubbles in the coolant. Air bubbles keepthe coolant away from the engine parts, whichprevents the transfer of heat to the coolant.

4. Check the sending unit. In some conditions, thetemperature sensor in the engine sends signalsto a sending unit. The sending unit converts thesesignals to an electrical impulse which is used by amounted gauge. If the sending unit malfunctions,the gauge can show an incorrect reading. Also ifthe electric wire breaks or if the electric wire shortsout, the gauge can show an incorrect reading.

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

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

7. Check the cooling system hoses and clamps.Damaged hoses with leaks can normally be seen.Hoses that have no visual leaks can soften duringoperation. The soft areas of the hose can becomekinked or crushed during operation. These areasof the hose can cause a restriction in the coolantflow. Hoses become soft and/or get cracksafter a period of time. The inside of a hose candeteriorate, and the loose particles of the hosecan cause a restriction of the coolant flow.

8. Check for a restriction in the air inlet system. Arestriction of the air that is coming into the enginecan cause high cylinder temperatures. Highcylinder temperatures require higher than normaltemperatures in the cooling system.

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

a. Make a visual inspection of the exhaust system.

b. Check for damage to exhaust piping. Check fordamage to the exhaust elbow. If no damageis found, check the exhaust system for arestriction.

10.Check the water temperature regulator. A watertemperature regulator that does not open, or awater temperature regulator that only opens partof the way can cause overheating. Refer to Testingand Adjusting, “Water Temperature Regulator -Test”.

11.Check the water pump. A water pump with adamaged impeller does not pump enough coolantfor correct engine cooling. Remove the waterpump and check for damage to the impeller.

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

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


i01889427

Cooling System - Inspect

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

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

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

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

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

Visual Inspection Of The CoolingSystem1. Check the coolant level in the cooling system.

2. Look for leaks in the system.

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

4. Inspect the drive belt for the fan.

5. Inspect the blades of the fan for damage.

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

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

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

9. Shrouds that are loose or missing cause poor airflow for cooling.

i01876572

Cooling System - Test

Remember that temperature and pressure worktogether. When a diagnosis is made of a coolingsystem problem, temperature and pressure mustbe checked. The cooling system pressure will havean effect on the cooling system temperature. Foran example, refer to Illustration 34. This will showthe effect of pressure on the boiling point (steam) ofwater. This will also show the effect of height abovesea level.

g00286266Illustration 34Cooling system pressure at specific altitudes and boiling pointsof water

Personal injury can result from hot coolant, steamand alkali.

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

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

The coolant level must be to the correct level in orderto check the coolant system. The engine must becold and the engine must not be running.

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

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


Making the Correct AntifreezeMixturesDo not add pure 21825166 POWERPART antifreezeto the cooling system in order to adjust theconcentration of antifreeze. The pure antifreezeincreases the concentration of antifreeze in thecooling system. The increased concentrationincreases the concentration of dissolved solids andundissolved chemical inhibitors in the cooling system.

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

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


Typical schematic of filler cap

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




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

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

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

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

• Filler cap

• Seal

• Surface for seal

Remove any deposits that are found on theseitems, and remove any material that is found onthese items.

3. Install the pressure cap onto a suitablepressurizing Pump.

4. Observe the exact pressure that opens the fillercap.

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

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

Testing The Radiator And CoolingSystem For LeaksUse the following procedure to test the radiator andthe cooling system for leaks.




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


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

3. Put a suitable pressurizing Pump onto the radiator.

4. Use the pressurizing pump to increase thepressure to an amount of 20 kPa (3 psi) more thanthe operating pressure of the filler cap.

5. Check the radiator for leakage on the outside.

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

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

• You do NOT observe any leakage after fiveminutes.

• The dial indicator remains constant beyond fiveminutes.

The inside of the cooling system has leakage onlyif the following conditions exist:

• The reading on the gauge goes down.

• You do NOT observe any outside leakage.

Make any repairs, as required.

i01956505

Engine Oil Cooler - Inspect

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

Engine oil cooler for the 1104enginePerform the following procedure in order to inspectthe engine oil cooler (if equipped):

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

2. Refer to Disassembly and Assembly, “Engine OilCooler - Remove” for removal of the engine oilcooler.

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

Personal injury can result from air pressure.

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

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

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

If necessary, clean the outside and clean the insideof the cooling plates. Use a solvent that is notcorrosive on copper. Ensure that no restrictions forthe flow of lubricating oil exist in the cooling plates.

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

5. Refer to Disassembly and Assembly, “Engine OilCooler - Install” for installation of the engine oilcooler.

6. Ensure that the cooling system and the oil systemof the engine are filled to the correct level. Operatethe engine. Check for oil or coolant leakage.

Modine oil cooler for the 1103enginePerform the following procedure in order to inspectthe modine oil cooler (if equipped):

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

2. Refer to Disassembly and Assembly, “Engine OilCooler - Remove” for removal of the engine oilcooler.

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

Personal injury can result from air pressure.

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

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


4. Thoroughly clean the inside of the cooler plateswith clean water.

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

5. Install the modine oil cooler. Refer to Disassemblyand Assembly, “Engine Oil Cooler - Install”.

6. Ensure that the cooling system and the oil systemof the engine are filled to the correct level. Operatethe engine. Check for oil or coolant leakage.

i01889428

Water Temperature Regulator- Test

Note: Do not remove the water temperature regulatorfrom the water temperature regulator housing inorder to perform the test.

1. Remove the water temperature regulator housingwhich contains the water temperature regulatorfrom the engine. Refer to Disassembly andAssembly, “Water Temperature Regulator -Remove and Install”.

2. Heat water in a pan until the temperature ofthe water is equal to the fully open temperatureof the water temperature regulator. Refer toSpecifications, “Water Temperature Regulator”for the fully open temperature of the watertemperature regulator. Stir the water in the pan.This will distribute the temperature throughout thepan.

3. Hang the water temperature regulator housing inthe pan of water. The water temperature regulatorhousing must be below the surface of the water.The water temperature regulator housing must beaway from the sides and the bottom of the pan.

4. Keep the water at the correct temperature for tenminutes.

5. After ten minutes, remove the water temperatureregulator housing. Immediately measure theopening of the water temperature regulator.Refer to Specifications, “Water TemperatureRegulator” for the minimum opening distance ofthe water temperature regulator at the fully opentemperature.

If the distance is less than the amount listed in themanual, replace the water temperature regulator.Refer to Disassembly and Assembly, “WaterTemperature Regulator - Remove and Install”.

Install the water temperature regulator. Refer toDisassembly and Assembly, “Water TemperatureRegulator - Remove and Install”.


Basic Enginei01889476

Piston Ring Groove - Inspect

Inspect the Piston and the PistonRings1. Ch

Documents

Important Safety Information¥ndbøker/Verksted håndbøker/110… · The Delphi DP210 fuel injection pump is installed on the 1104 engine and the 1103 engine. The Delphi STP fuel