n

INTERNATIONAL

BD-144,BD-154Series

DIESEL ENGINES

and

BC-144Series

PETROL ENGINES

SM-12A

INTERNATIONAL HARVESTERCOMPANYof GREAT BRITAIN LIMITED

P.O.BOX25 259 CITY ROAD LONDON ECIP1ADKBB/4/78 MeC

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SM-11ASERVICE MANUAL

INTERNATIONAL

BC-144 BD-144 & BD-154SERIES ENGINES

The black tabs shown on the right-hand side of this pageline up with the corresponding tabs on the index pagesof the respective groups.

NOTE

Refer to the SUPPLEMENT AND CHANGE INDEX for a listof supplements. and to the end of the appropriate group forthe latest instructions. before carrying out work on this equip­ment.

INTERNATIONAL HARVESTERCOMPANYOF GREAT BRITAIN LIMITED

PO BOX 25, 259 CITY ROAD, LONDON EC1P lAD

GENERAL

MANIFOLDS.CYliNDER HEADAND VALVES

CONNECTING RODS.PISTONS ANDCYLINDER SLEEVES

LUBRICATIONSYSTEM

COOLINGSYSTEM

TIMING GEAR TRAIN.FRONT COVERAND CAMSHAFT

CRANKSHAFT •MAIN BEARINGSAND FLYWHEEL

GOVERNORBC -144 ENGINE

CARBURETTORBe -144 ENGINE

LPG ATTACHMENTBC-144 ENGINE

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INTERNATIONAL8C-144, 80-144 & 80-164

SERIES ENGINES

GROUP 1

GENERAL

1- 1

1. INTRODUCTION

1a. GENERAL

The instructions contained in thisservice m an u a l are for the informationand guidance of servicemen who areresponsible for overhauling and re­pairing International BD-144 andBD-154 diesel engines, and BC-144petrol engines.

, b, SERVICETOOLS

International engines are designedso that few special tools are required.However. whenever the use of inexpen­sive special service equipment willfacilitate work. such equipment ismentioned in this manual. Wherethis equipment can easily be madein the workshop. dimensional draw­ings have been provided.

1c. SERVICEPARTS

I.H. engines deserve genuine I.H.service parts. The best material ob­tainable and experience gainedthrough many years of constructionand farm equipment manufacturingenable the International Harvestercompany to produce quality that willnot be found in imitation or "just asgood" repair parts. No servicemancan afford to guarantee a repair jobthat has not been serviced with gen­uine I.H. parts. For the correctservice parts to be used always referto the Parts Catalogue. The loose­leat catalogues are accurate and arebrought up to date continually byissuing revisions.

td. SERIAL·NUMBERS

The engine serial number is stampedon a pad on the R. H. side of thecrankcase.

1e. DIESELFUEL INJECTION EQUIPMENT

If detailed information on the fuelinjection equipment and fuel liftpump is desired. refer to the"FUEL

IIINJECTION SERVICE MANUAL SM-ll.

1f. ELECTRICAL uFull details of servlclng and adjust­

ing the electrical equipment will befound in the "ELECTRICAL EQUIPMENTSERVICE MANUAL SM-14",

1g. ADJUSTMENTS

Where adjustments are necessarythe group will contain the relevantinformation. Reference to that sec­tion before commencing to dismantlethe unit may prevent unnecessarywork being carried out.

1h. ILLUSTRATIONS

Four types of illustration referenceswill be found in this-manual andthese are explained by the followingexamples:

(a) (1-4) This refers to the itemmarked by indicator number 1 inFIGURE 4 of the GROUP in which there ference appears.

(b) (1 & 2-4) This refers to theitems marked by indicator numbersi and 2 in FIGURE 4 of the GROUPin which the reference appears.

(c) (1-4 & 2-6) This refers to itemsmarked by indicator number 1 inFIGURE 4 and indicator number 2 inFIGURE 6 of the GROUP in which thereference appears.

(d) (1-4 GROUP 5) This is usedwhen reference is made to an illust­tration in another GROUP, A GROUPnumber may be used in conjunctionwith (a). (b). or(c)toshowtheindicator number. FIGURE numberand GROUP in which the illustrationappears,

1i. INSPECTIONAND REPAIR

The fo Ll o w Lng notes should be usedas a general g u id e to inspection andrepair. Where a special procedure isnecessary for a component or assembly.full details w ill be found in therelevant section of the group,

(a) BEARINGS

Inspect for evidence of overheat­ing. cracks. scores. pitting andgeneral wear. Replace if necessary.Soak in oil. wrap or cover until readyfor assembly.

(b) PINS AND BUSHES

Inspect for damage. scoring andpitting. Check with mating parts forwear.

(c) GASKETS AND SEALS

Always use new gaskets and sealsduring assembly. Be extremely care­ful not to damage the seal or ga-sketduring installation. pack lip typeseals with grease and use sleeves where­ever a seal has to be passed oversplines or threads.

(d) GEARS AND SPLINES

Check for cracks. pitting. burrs.broken or missing teeth. Check forexcessive wear with mating parts.Remove burrs c a r e fu l l y • DO NOTinterfere with tooth or spline profile.REPLACE all parts which show damageor excessive wear.

(e) WELDS

Check all welded assemblies forcracks. tWisting and misalignment.Information concerning the use ofspecial welding rods or welding pro­cedure is detailed. where relevant.in the appropriate section of thegroup.

(f) CASTINGS

Check castings for cracks and dis­tortion.

(g) FUEL. OIL AND COOLANT PIPESAND HOSES

Check unions for leaks. strippedthreads or other faults. Check pipesfor cracks or chafing. hoses forchafing. twisting. perishing or otherdamage.

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(h) LUBRICATION FITTINGS

Check for damaged or missingfittings and replace. Check thatgrease and oil galleries are clear.

1j. LUBRICATION

When assembling any part. alwayscoat all wearing surfaces with thelubricant specified in the operator'smanual. Use sufficient quantities oflubricant to prevent any danger ofse iz in g , scoring or excessive wearwhen the assembly is first operated.

FAILURE TO PROVIDE "STARTINGLUBRICATION" MAY RESULT INSERIOUS DAMAGE.

1k. METRICCONVERSIONS

The following table gives conver­sion factors for use in convertingthe British specifications to theirmetric equivalents:

To convert Multiplyfrom: To: by:

inches cm 2.540

Ib kg .4536

ounces kg .02835

lb ft metre - kg .1383

lb in metre - kg .0115

Ib/in2 kg/ cm2 .07031

Imp gaUs litres 4.5454

Imp pints litres .5682

miles km 1.6

T70-12I

3-'2. BOLT IDENTIFI CATION CHART

IHTYPE BSS MAN UF ACTURERS MARKIN GS

2 R R45-55 BEES NEWALL SPNR NEWTON SPARTS TWLR45 R 55 HIT ENSILE R R

"R"

T T55-65 BEES NEWALLOY SPNT NEWTON SPARTS TWLT55 T· 65 T T T

or NEWALLHITENSILE

T

4 V V65-75 BEES NEW ALLOY SPNV NEWTON SPARTS TWLV65 V 75 "V" V V

T70-128

3. STANDARD TORQUEDATA FORNUTSAND BOLTS

Where no special torque data is specified. the following torque should beused on all nuts and bolts providing that the threads are lubricated with engineoil or challis grease.

Bolt TYPE 2 TYPE,4

SIze Min. Max. MIn. Max.

1/4 9 10 12 14

5/16 19 21 27 30

3/8 33 37 45 50

7/16 53 60 75 85

1/2 80 90 115 130

9/16 115 130 165 185

5/8 160 180 220 250

3/4 290 320 400 450

7/8 420 470 650 730

1 630 710 970 1090

1-1/8 850 950 1380 1550

1-1/4 1200 1350 1940 2180

T70-127

NOTE: When r e - u s t n gnu ts and bolt sin se r vic e i u let hem In i mum tor que fig u r (..•

4-1

4. SPECIFICATIONS

The following specifications are listed in GROUP order. During the overhaul ofworn components personal initiative must be exercised to determine whether ornot a component is suitable for re-use. It is obviously uneconomical to return wornparts to service with an expectation of life which may involve labour costs at anearly date.

BC-144 Series BO-144 Series BO-154 Series

1. GENERAL

Number of cylinders 4 4 4Bore ( in) 3-3/8 3-3/8 3-1/2Stroke ( in) 4 4 4Displacement (in3 ) 144 144 154Compression ratio 6.3: 1 21.1: 1 23 :1Compression pressure lb/ in2

at 200 rev/min 80/105 330/355 445/470at 300 rev/min 90/115 350/375 510/535

Firing order 1-3-4-2 1-3-4-2 1-3-4-2

ENGINESPEED (rev/min)Full load. governed BC-144 BD-144 BD-154

2000 Mechanical Governor DPA Injection PumpBC-144A 1750 -: 10 20001875BC-144H BD-144 BD-154D2200 Pneumatic Governor DPA Injection PumpBC-144H 1800 2000

Propane (LPG)2200 BD-144A BD-154H

Pneumatic Governor DPA Injection Pump1900 2200BD-144 BD-154 (DPA)

Pneumatic Governor 6000 ft Derated(for B-55 Baler) 2000

1525 -: 10BD-144 BD-154H (DPA)

Mechanical Governor 6000 ft Derated( for Canadian Engine) 2200

2000 ~ 10BD-144

DPA Injection Pump1775BD-144A

DPA Injection Pump1900BD-1448

DPA Injection Pump1525

BD-l44C &BD-l44F2000

BD-l44 (DPA)6000 ft Derated

1775BD-l44A (DPA)6000 ft Derated

1900BD-144C &BD-144F(DPA)

6000 ft Derated2000

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BC-144Series 80-144 Series 80-154 SeriesENGINESPEED - Continued

High idle BC-144 BD-144 BD-1542200 -: 25 Mechanical Governor DPA Injection PumpBC-144A 1925:- 40 2200:252075 ~ 25 BD-144 BD-154DBC-144H Pneumatic Governor DPA Injection Pump2400: 25 1860 to 1900 2200 ! 25BC-l44H BD-144A BD-154H

Propane (LPG) Pneumatic Governor DPA Injection Pump2400 ± 25 2000 Max. 2380 t 25

BD-144 BD-154 (DPA)Pneumatic Govemor 6000 ft Derated

( for B-55 Baler) 2200! 251700 Max. 3D-154H (DPA)BD-V14 6000 ft Derated

Mechanical Governor 2380 -: 25( for Canadian Engine)

2200 t 25BD-144

DPA Injection Pump19'25 :: 25BD-1441\

DPA Injection Pump2075 t ~53D-144B

DPA Injection Pump1600! 25

BD-144C &. BD-144FDPA Injection Pump

2200 t 25BD-144 (DPA)6000 ft Derated1925 ! 25

BD 144A (DPA)6000 ft Derated

?'U'/5 ± 25flD-144C R>-BD-144F(DPA)

nlH)l1 tr Derate"-~~VIJ ~ 25

Low idle ,H1 V,:rSlOns BD-144 All Versions- 25 Mechanical Governor

5(11) _ 0 475 to 025 520 to 580All Pneumatic Governors

540t0600 NOTE: When speedMechanical Governor amplifier attachment( for Canadian Engine) is fitted to 434 tract-

500 to 550 ors low idle setting isAll Versions With DPA 750 to 800.

Pumps520 to 580

FUEL Petrol - 82 octaneLPG - High Purity Propane Diesel Diesel

(C3 H8)

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BC-144Series BD-144Series BD-154Series

2. MANIFOLDS.CYLINDERHEAD8t VALVES

INLETVALVES

Stem diameter ( in) 0.341/ O. 342 0.341/ O. 342 0.341/ 0.342Port diameter ( in) 1. 252 1.310 1. 310Head diameter ( in) 1. 407/1. 417 1. 465/1. 475 1. 465/1. 475Clearance in guide ( in) 0.002/0.004 0.002/ 0.004 0.002/ 0.004Valve face angle 44° 30' to 45° 44° 30' to 45° 440 3O' to 450Valve seat angle 45° 45° 450Tappet clearance ( in) 0.020 Hot & Cold 0.020 Hot & Cold 0.020 Hot & Cold

EXHAUSTVALVES

Stem diameter ( in) 0.341/ O. 342 0.341/ O. 342 0.341/ 0.342Port diameter ( in) Valve seat insert BD-l44. 144A & 144B 1.016

1. 090 1.105BD-144C & BD-144F

1.016Head diameter ( in) 1. 245/1. 255 1. 171/1. 181 1. 171/1. 181Clearance in guide ( in) O. 002/ 0.004 0.002/0.004 O. 002/ O. 004Valve face angle 44° 30' to 45° 44°30' to 450 44°30 t045°Valve seat angle 45° 45° 450Tappet clearance ( in) 0.020 Hot & Cold 0.020 Hot & Cold 0.020 Hot &. Cold

VALVEGUIDES

Length-inlet ( in) 2.469 3.250 3.250Length-exhaust ( in) 2.62.5 3.000 3.000Inside diameter ( in) 0.344/ O. 345 0.344/ O. 345 0.344/ O. 345Set height of guidemeasured from Spring recess Cylinder head top deck Cylinder head top deckHeight-inlet ( in) 0.828 O. 940 ~ 0.030 O. 940 ~ 0.030Height -exha ust ( in) 0.984 O. 940 ~ 0.030 O. 940 ~ 0.030

VALVESPRINGS INNER OUTER- -Test Length ( in) 1.346 1.672 1.258 1.475Test load (lb) 75.4~3.5 42.5 -: ~. 2 24 58Min. length in use ( in) 1.346 1. 562 1.258 1.475Max. length in use ( in) 1.700 1. 922 1.653 1. 870Free length ( in) 2.085 2. 531 ~ 0.047 2.125 2,550

VALVELEVERS,SHAFTANDBRACKETS

Shaft diameter ( in) 0.748/ 0.749 0.748/ 0.749 0.748/ O. 749Running clearance ( in) 0.002/ 0.004 0.002/ 0.004 0.002/ 0.004Bushing I. D. ( in) 0.751/ 0.752 0.751/ O. 752 0.751/ O. 752Brackets bore ( in) 0.7495/ 0.7510 0.7495/0.7510 0.7495/0.7510

VALVETAPPETS

Diameter ( in) 0.560/0.561 0.560/ 0.561 0.560/ 0.561Running clearance ( in) O. OOOS/ O. 003 O. OOOS/ O. 003 0.0005/0.003

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BC-144 Series 80-144 Series 80-154 Series

VALVEPUSHRODS

Diameter ( in) 0.3125 0.3125 0.3125Length ( in) 10.690/10.720 10.510/10.540 10.510/10.540

VALVETIMING

Inlet opens 200 before TDC 200 before TDC 200 Before TDCInlet closes 400 after BDC 400 after BDC 40~ after BDCExhaust opens 400 before BDC 400 before BDC 40 before BDCExhaust closes 100 after TDC 100 after TDC 100 after TDC

TORQUELOADINGS

Cylinder head bolts (lb ft) 75/80 75/80 75/80Nozzle body stud orbolt to cylinder head (Ib ft) 20/30 20/30Nozzle body nut tostud (lb ft) 30/35 30/35Tappet adjusting screwnut (lb ft) 20/25 20/25 20/25Valve housing covernut (lb ft) 20/25 20/25 20/25

3. CONNECTINGRODS.PISTONSAND CYLINDERSLEEVES

CONNECTING RODS

Crankshaft bearingdiameter ( in) 1. 8755/1. 8760 1. 8755/1. 8760 1. 8755/1. 8760Running clearance ( in) 0.001/ O.0029 O.001/O.0029 O.001/O.0029Side clearance (in) 0.003/0.010 0.003/0.010 0.003/0.010Piston pin bush ID ( in) 1.1028/1.1031 1.1028/1.1031 1.1028/1.1031

PISTON PINS

Diameter (in)Standard 1.1021/1.1023 1.1021/1.1023 1.1021/1.1024Oversize - marked +5 1. 1071/1. 1073 1.1071/1. 1073 1.1071/1.1074

Clearance between endof pin and circlip ( in) O.OOS/0.020 0.012/0.020 O.012/O.021Clearance in piston ( in) O.00025 Loose to 0.00025 Loose to O.0003 Loose to

O.00015 tight O.00015 tight O.0005 tightClearance in con rod (in) 0.0005/0.0010 o. OOOS/0.0010 O.0005/0.0010Length ( in) 2.898/2.902 2.898/2.902 3.019/3.024

PISTONS

Skirt clearance at bot-tom 900 from pinhole ( in)

Graded 0.0031/0.0039 0.0031/0.0039 0.0031/ 0.0039Individual replacements 0.0"039/0.0047 0.0039/ 0.0047 0.0039/0.0047

Number of rings 4 5 5

8 - 1

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BC-144 Series BO-144 Series BO-154 Series

PISTONS - Continued

Width of ring grooves (in)Top compression 0.0953/0.0963 O. 0963/ O. 0969 0.0972/0.0982Second compression 0.0953/0.0963 0.0967/ 0.0973 0.0972/0.0982Third compression 0.0953/0.0963 0.0959/ O. 0965 0.0965/0.0975Oil control 0.189/ 0.190 0.1877/0.1883 0.1877/0.1883

Ring clearance ingrooves ( in)

Top compression O. 0018/0. 0033 0.0028/0.0039 0.0035/0.0055Second compression O. 0018/0. 0033 O. 0032/ O. 0043 O. 0035/0. 0055Third compression O. 0018/ 0.0033 O. 0024/0: 0035 0.0028/0.0048Oil control BD-144 & BD-l44B

Top O. 0025/0. 0040 O. 0012/ O. 0023 0.0012/0.0028Bottom Not applicable 0.0012/ 0.0023 0.0012/0.0028

Oil control BD-l44A. 144F & 144CTop Not applicableBottom 0.0012/ O. 0023

PISTONRINGS- Compression

Number of rings per piston 3 3 3Type

Top Chrome Chrome internally stepped ChromeSecond Taper face Plain Internally steppedThird Taper face Plain Internally stepped

Width of all rings (in) 0.0930/0.0935 O. 0930/0. 0935 0.0927/0.0937Ring gap. All rings ( in) 0.012/ O. 018 0.012/0.018 0.015/0.019

PISTONRINGS- Oil control

Number of rings per piston 1 2 2Type BD-144 & BD-l44B

Top Slotted Slotted SlottedBottom Not applicable Slotted Slotted

Type BD-144A. 144F & 144CTop Multi -pieceBottom Slotted

Ring gap ( in) BD-144 & BD-144BTop 0.012/ O. 018 0.012/0.018 0.010/0.015Bottom Not applicable 0.012/0 018 0.010/0.015

Ring gap ( in) BD-144A; 144F & 144CTop o 015/ 0.045Bottom 0.012/ 0.018

CYLINDERSLEEVES

Wall thickness ( in) 0.2134/0.2235 0.2134/ 0.2235 0.15065/0.16125Sleeve O. D. (in) 3.6865/3.688 3.6865/3.688 3 6865/3.688

(packing ring) ( packing ring) (packing ring)Flange stand out ( in) 0.001/ O. 005 0.001/0.005 O. 001/ O. 005Flange width ( in) 0.227/ 0.229 0.227/0.229 0.227/ 0.229Max. taper ( in) O. 0005 0.0005 0.0005Max. ovality ( in) 0.0008 0.0008 0.0008

TORQUELOADINGS

Connecting rod bolts (lb ft) 40/45 40/45 40/45

f)

Issue 2 SM12A 5/69

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BC-144 Series BO-144Series BO-154Series

6. TIMINGGEARTRAIN.FRONTCOVERANDCAMSHAFT

CAMSHAFT

Number of bearings 3 3 3Bearing journal diameter

Front ( in) 1. 811/1. 812 L811/1. 812 1. 811/1. 812Centre ( in) 1. 577/ 1. 578 1. 577/ l.578 1. 577/1. 578Rear ( in) 1. 499/1. 500 1.499/1.500 1.499/1. 500

Bearing bushing diameterFront (in) 1. 8135/1. 8145 1. 8135/1. 8145 1.8135/1.8145Centre ( in) 1. 5795/1.5805 1.5795/1. 5805 1. 5795/1. 5805Rear ( in) 1. 5015/1. 5025 1.5015/1.5025 1. 5015/1. 5025

Running clearance ( in) 0.0015/0.0035 0.0015/0.0035 0.0015/0.0035Exhaust cam lift ( in) 0.1975 0.1975 0.1975Inlet cam lift ( in) 0.2195 0.2195 0.2195Max. camshaft lobewear ( in) 0.020 0.020 0.020End clearance (in) O.008/ O.017 O.008/O.017 O.008/O.017Backlash ( in) 0.0025/0.0045 O.0025/O.0045 0.0025/0.0045

TlMING GEARS

Backlash between anypair of gears ( in) O.0025/0.0045 0.0025/00045 O.0025/0. 0045Idler gear endclearance ( in) 0.005/ 0.010 0.005/0.010 0.005/0.010Idler gear to shaftclearance ( in) O.0015/0. 0028 0.0015/ 0.0028 0.0015/0.0028Idler gear lD ( in) 3. 0005/3. 0013 3.0005/3.0013 3. 0005/3 . 0013

TORQUELOADINGS

Idler gear shaft bolt (lb ft) 75 Min 75 Min 75 MinCamshaft thrust platebolts (lb ft) 35/40 35/40 35/40Front pulley nut tocrankshaft (lb ft) 225/250 225/250 225/250Governor gear jamnut (lb ft) 110/125

7. CRANKSHAFT.MAIN-BEARINGSlit FLYWHEEL

CRANKSHAFT

Number of main bearings 5 5 5Main journal diameter

( in) 2.1247/2.1257 2.1247/2.1257 2. 1247/2.1257Running clearance ( in) O.002/O.005 O.002/O.004 O.002/O.004Crank pin diameter ( in) 1.7502/1.7507 1. 7502/1. 7507 1. 7502/1. 7507End clearance ( in) O.004/ O.008 0.004/ 0.008 O.004/O.008

MAIN BEARINGS

Reaming dimensions forreplacement bearingcaps ( in) 2.2965/2.2975 2.2965/2.2975 2.2965/2.2975

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BC-144 Series BO-144 Series BO-154 Series

TORQUELOADINGS

Main bearing cap bolts (lb ft)New caps (painted white)new bolts thread lengthl.12 in must be used. 95/100 95/100 95/100Old caps and old bolts 80/85 Max. 80/85 Max. 80/85 Max.Old caps and new bolts 80/85 Max. 80/85 Max. 80/85 MaxWith lockwire on bolts 70/75 70/75

Rear oil seal retainerbolts (lb ft) 27/31 27/31 27/31Flywheel bolts (lb ft) 65/70 65/70 65/70

8. GOVERNOR BC-144B, C, F, & rt L.P.G. BC-144A

GOVERNORSHAFT

Sleeve contact area ( in) 0.501/0.502 0.501/ 0.502 0.501/ 0.502Carrier contact area ( in) 0.613/0.623 0.613/ O. 623 0.613/ O. 623Sleeve ID (in) 0.5045/ 0.506 0 0.5045/0.5060 0.5045/0.5060Shaft bushing ID ( in) 0.5035/ 0.5045 0.5035/0.5045 0.5035/ 0.5045

GOVERNORSPRING

Test length ( in) 3.810 3.810 3.810Test load (lb) 20.7 20.7 20.7Min. length in use ( in) 2.44 to 2.50 2.44 to 2.50 2.44 to 2.50Max. length in use ( in) 4.047 4.047 4.047

9. CARBURETTOR

Type Downdraught Downdraught DowndraughtMake Zenith 30VNN Solex Zenith 30VNNAdjustments Idle and speed Idle and speedFuel level ( in) 7/8 below top of float 7/8 below top of float

chamber chamberVenturi size (rnrn) 24 25 22compensating jet 85 75Slow running jet 50 50Main jet 90 5.5 (mm) 77Main air bleed size (mm) 2.6 2.6Needle valve size (rnm) 1.5 l.5

CARBURETTOR(with accelera-tor pump)

Type Downdraught DowndraughtMake Zenith 30VNP Zenith 30VNPAdjustments Idle and speed Idle and speedFuel level (in) 7/8 below top of float 7/8 below top of float

chamber chamberVenturi size (mm) 24 24Compensating jet 85 75Slow running jet 50 50Main jet 92 77pump jet 60 60Main air bleed size (rnrn) 2.6 2.6Needle valve size (mm) 1.5 l.5

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BC-144 Series BD-144 Series BD-154 Series

HELl-COIL INSERTS

Depth below surface ( in)3/32 + 1/32 3/32 + 1/32 3/32 ~ 5/32Cylinder head - 0 - 0

Idler gear 1/16 ~ 1/32 1/16 -: 1/32 1/16 "! 1/32

SPECIFICATlONS OF VALVEGUIDES AND SPRINGSUSEDON BC-144A ENGINESWHEN EQUIPPEDWITHDUALVALVESPRINGS (early models).

VALVEGUIDES

Length ( in) 2.625Inside diameter ( in) 0.344 to 0.345Set height of guide measured up fromspring recess I. in) 1. 047

VALVESPRINGS INLET EXHAUST

INNER OUTER INNER OUTER-- - - --Test length ( ill) 1.258 1.475 1. 299 1. 516Test load (lb) 2,1~ 50/0 58 -: 5"/0 22.5 ! 50/0 56 .5! 5%

Free length ( in) 2.125 2.550 2.125 2 550

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INTERNATIONALBC-144, BO-144 & BO-164

SERIES ENGINES

GROUP 2

MANIFOLDS, CYLINDER HEADAND VALVES

1 - 2

1. DESC~IPTION

1a. MANIFOLDS

separate manifolds are fitted tothe BD-144 and BD-154 series engines.The inlet manifold on the left handside and the exhaust manifold on theright hand side of the cylinder head.

A one piece casting housing boththe inlet and exhaust manifolds isfitted on the left hand side of theBC -144 series engines cylinder head.The intake manifold also serves asthe mounting for the carburettor.

1b. CYLINDER HEAD AND VALVES

The cylinder head houses thevalves. valve guides. pre-combust­ion chambers and glow plugs on thediesel engines. or valves. valveguides and spark plugs on the petrolen gine.

The valve lever shaft assembly.thermostat housing. inlet and ex­haust manifolds are fitted on thecylinder head.

The valves are closed by singlevalve springs on BD-144 series en­gines and by dual valve springs onthe BD-154 series engines. Earlymodels of the BC-144 series engineswere fitted with dual valve springsbut current models have singlevalve springs. The exhaust valveson BC-144 series engines are fittedwith rotators to ensure that allparts of the valve head are subject­ed to equal combustion temperatures.Exhaust valve seat inserts of special­ly hardened material are fitted toBC-144 series engines.

2. MANIFOLDS

2a. REMOVAL

1. DIESEL ENGINES-INLET MANIFOLD

(a) Remove the c r a n k c a s e breatherpipe (I-I).

(b) Disconnect the feed pump to filterfuel pipe (2 -1) from the filter.

(c) Disconnect the filter to injectionpump fuel pipe (3-1) from the filter.

(d) Disconnect the injection pumpexcess outlet pipe (4-1) from thefilter.

(e) Disconnect the injector spillpipe (5-1) from the filter.

(f) Remove the four bolts (6-1) andlift off the manifold.

2. DIESEL ENGINES-EXHAUSTMANIFOLD

(a) Remove the four nuts (1-2) andwithdraw the manifold.

3. PETROL ENGINES-COMBINEDMANIFOLD

(a) Remove the governor to c a r b u r >

ettor control rod (1-3).

(b) Disconnect the fuel feed pumpline (2-3) from the c a r b u r e t t o r ,

(c) Remove the six bolts (3-3) andwithdraw the manifold.

2b. INSTALLATION

Reverse the removal procedure.

3. VALVE LEVERSHAFT ASSEMBLY

3a. REMOVAL

(a) Remove the two nuts (2-2) thenremove the valve housing cover andgasket.

(b) Remove the nuts (1-4) from thevalve lever shaft brackets (2-4).

(c) Remove the bolt (3-4) from thecentre valve lever shaft bracket(4-4).

(d) Lift off the valve lever shaftpressing inward to prevent the as­sembly dismantling.

u

f)

Fig.l

Fig.3

2-2

Fig.2

Fig.4

3-2

3b. DISMANTLING

(a) Remove the valve lever shaftsfrom the centre bracket (4-4).

(b) Remove the levers (7 -8). spacer(9-8). and spring (8-8) from theshaft (1-8).

(c) Drive the groove pin (3-8) outof the bracket (2-8) and remove thebracket from the shaft.

(d) Remove the end valve lever (6-8)and washer (4-8) from the shaft.

(e) Remove the snap ring (5-8) fromthe shaft.

(f) Proceed as detailed in ops. (b)to (e) for the other shaft.

3<:. INSPECTIONAND REPAIR

(a) Thoroughly clean all componentsand blow dry using compressed air.

(b) Check the valve lever shaft ex­pansion plugs.

(c) Check the clearance between thevalve lever bushes and the valvelever shaft to specifications.

(d) Check the valve lever shaftbrackets for wear in the bore tospecifications.

(e) S tone or lightly grind the unwornarea of the valve lever contact pad.maintaining the original profile untilboth surfaces are level.

(f) Check the springs for cracks orloss of tension.

3d. ASSEMBLY

(a) Position the shaft (1- 8) in theend bracket (2-8) and secure with anew groove pin (3-8).

(b) Assemble the valve lever (6-8)to the shaft then secure with thewasher (4-8) and snap ring (5-8).

(c) Assemble the levers (7-8). spring(8-8). and spacer (9-8) to the shaft.

(d) Proceed as detailed in ops. (a)

t'T68-19

Fig.5 BC-144 VALVE LEVER ASSEMBLY

to (c) for (he other valve lever shaftthen assemble both sha fts to thecentre bracket m a In t a I n t ng inwardpressure until the valve lever assem­bly is installed on the cylinder head.

NOTE: The valve lever adjusting screwson the BC 144 series engines are off­set and m us t be p0 sit ion e d ass h o-wn inFig.5.

3e. INSTALLATION

(a) Loosen the locknuts on each valvelever and back off the adjusting scr e w s

(b) Install the valve lever assemblyon the studs. and install the nutsfinger tight.

(c) Install the bolt in the centreb r a c ket then tighten the nuts to thec o r re c t torque.

(d) Adjust the valve clearance asdetailed in para.3f.

(e) Install the valve housing coverusing a new gasket then tighten thenuts to the specified torque.

3f. ADJUSTMEN1:S

(a) Set No.1 piston at T.D.C. onthe compression stroke by turningthe crankshaft until No.4 inlet valveis just beginning to open and No.4exha ust val ve is just beginning toclose.

(b) Adjust No.1 cylinder valves tothe specified clearance.

(C) Turn the crankshaft one halfrevolution at a time in normal dir­ection of rotation and set the valveclearance on the remaining cylindersin firing order.

4. CYLINDER HEAD

48. REMOVAL

1. DIESEL ENGINES

(a) Remove the manifolds as detailedin para.2a.

(b) Remove the valve lever assemblyas detailed in para.3a.

(c) Remove the valve push rods (5-4)and identify them so they can beinstalled in their original positions.

(d) Remove the thermostat housingby-pass hose (6-4).

(e) Remove the three bolts thenremove the thermostat housing (7 -4).

(f) Remove the glow plug earth wire(7-1) from the front cover.

(g) Disconnect the injector pipes(8-1) at the injectors.

(h) Undo the cylinder head bolts(8-4) progressively in the reverseorder to the tightening sequenceFig.6.

(i) Remove the cylinder head andgasket.

II 3 6 1415 0 9 0 I 0 8 0 160 0 0 0 0

13 20 12

0 7 5 4 10 00 0 0 0

T20-sa

Fig.6 DIESEL ENGINE CYLINDER HEADBOLT TIGHTENING SEQUENCE

2. PETROL ENGINES

(a) Proceed as detailed in para.4a-l ops. (a) to (e).

(b) Remove the spark plug leads fromthe spark plugs.

(c) Undo the cylinder head boltsprogressively. in the reverse orderto the tightening sequence (Fig. 7).

(d) Remove the cylinder head andgasket.

4-2

(j)

®®@

® ®® @@®TS6-24A

Fig.7 PETROL ENGINE CYLINDER HEADBOLT TIGHTENING SEQUENCE

4b. DISMANTLING

1. DIESEL ENGINES

(a) Remove the glow plug wires (1-9).

(b) Remove the glow plugs (2-9).

(c) Remove the injector spill pipes(3-9) from each injector.

(d) Remove the injector body sec­uring nuts (4-9) and withdraw theinjectors from the e y l ind e r head.

(e) Using the special tool shown inFig.10 remove the pre-combustionchambers, and nozzle body holders,by inter - changing the wedges (1 &2-10) and collets (4 & 8-10).

(f) Using a valve spring compressor,compress the valve springs sufficientlyto allow removal of the collets (6-11).

(g) Release the pressure then removethe retainer (5-11) and spring (4-11).On BD-154 series engines the valvespring seat should also be removed.

(h) Remove the valves (3-11) andidentify them- so they can be instal­led in their original positions.

2. PETROL ENGINES

(a) Remove the spark plugs.

(b) Using a valve spring compressor.compress the valve spring sufficientlyto allow removal of the collets.

(c) Release the pressure then removethe r et a in e r 0 r rot at 0 ran d val v espring.

6-2

S-19

Fig.8 Fig.9

Fig. 1 0

(d) Slide the rubber cups. if fitted.off the inlet valve stems. These canbe discarded.

(e) Remove the valves and identifythem so they can be installed intheir original positions.

4c. INSPECTIONAND REPAIR

f)(a) Thoroughly clean all componentsr e m ov ing all traces of old gasketmaterial and carbon deposits. espec­ially from the valve guide bores.

(b) Inspect the cylinder head forcracks and burnt metal around thevalve ports.

(c) Inspect the valve seats for pitting.On BC-144 series engines the exhaustvalve seat inserts may be removedby grinding or chiselling if inspectionproves this necessary.

(d) Check the valve gu id e s for burn­ing or cracks and against the dimen­sions given in specifications. Pressout the valve g u id e s (2-11) from theunderside of the cylinder head (1-11)if inspection proves this necessary.

(e) Check that the valve heads arenot excessively worn or pitted.

(f) Check the valve stems for bends.wear. excessive pitting. or "mush-r o om in g " of the ends. Check thecollet grooves in the stems to ensurethey have not lost their shoulders.

f)(g) Check the valve springs for rust,pitting, or cracks and against the loadsgiven in specifications.

(h) Check the retainers for rust andcracks.

(i) Check the valve rotators for rustand wear.

(j) Check the operation of the valverotators by placing the rotator on aspring. a ball bearing on top of therotator and p l ac e the assembly in avalve spring tester with the ram bear­ing on the ball bearing. On applyingpressure to the ram the rotator,if serviceable. will be seen to move.

(k) Check the outside face and theribs inside the collets for wear.

8-2

(1) If the valve guides were removedpress in new guides to the dimensionsgiven in specifications. Ream thevalve g u id e s to the dimensions givenin specifications.

(m) If the exhaust valve seat insertswere removed take a fine cut. ifnecessary. from the bottom of thecounterbore to ensure a square seatfor the replacement insert.

(n) Thoroughly chill the valve seatinserts. install them then peen overthe edge of the insert around itsentire circumference. The insertsshould be recessed in the head 0.006"- 0.014".

(0) Reface the valve seats to thecorrect angle. Seats that are toowid e a ft err e f a c in g sh 0u1d ben ar r 0wedby grinding the top edge of the seatwith a stone of a smaller angle,(150 preferred). Refer to Fig.12.

(p) Mount a dial indicator on thepilot shank and check that seat run­out does not exceed 0.003".

(q) Reface the valves but rejectvalves that grind down to a fine edge.

(r) Using carborundum paste lap inthe valves. Ensure that all carborun­dum paste is removed from the valvesand valve seats after the lappingoperation.

(s) Check the valves in their seatsusing engineers blue. A completering of contact must be shown onboth faces.

(t) If necessary. grind the ends ofthe valve stems removing only suf­ficient metal to give a square end.

4d. ASSEMBLY

1. DIESEL ENGINES

(a) Coat the valve stems with cleanengine oil and install them in theiroriginal posit ions.

(b) On BD-154 series engines installthe valve spring seats.

(c) Install the valve springs and ret­ainers.

7·2

EB-12

Fig.ll

SEAT GRINDINGSTONE 15°SMAU.ERTHANANGLE OF VALVE SEAT NARROWS SEAT

VALVE FACE t-DW CONTACTS TI-£ SEAT

Fig.12 REFACING THE VALVE SEAT

ES-86

Fig.13

t-9t/)

·25 g~+·12

475 «0·62

~f.- 11-'09 Oz --., UNDERCLJr ~a: 1"'St~ ___i-

lJ - - • L -

7/16" UNC - 3A.......•

THREAD TS6 'LS

Fig.14 THE GUIDE STUD

(d) Using a valve spring compressor.compress the springs and fit thecollets.

(e) Install new pre-combustionchamber gaskets then insert the pre­combustion chambers using aligningtool number IH 3454 Fig. 13.

NOTE: Ensure that the pre-combustionchamber is entered correctly in thehead. otherwise the glow plug elementmay contact the sides of the chamberand be burnt out.

(f) Install the second gaskets andthe pre-combustion chamber holders.

(g) Install the injectors and tightenthe nuts to the specified torque.

(h) Install the glow plugs and glowp l ug in terconnecting wires.

2. PETROL ENGIN ES...,,,,, (a) Coat the valve stems with cleanengine oil and install them in theiroriginal positions .

(b) Install the valve springs. ret­ainers and rotators.

(c) Using a valve spring compressor.compress the springs and fit thecollets.

(d) Install the spark plugs. usingnew washers...

""fY4e. INSTALLATION

(a) Apply a light coating of cleanengine oil to the cylinder headmating face and install a new gasket.

8-2

(b) Screw two guide studs manufacturedto the dimensions shown in Fig. 14into the cylinder block to hold thegasket in place and ensure thecorrect alignment of the cylinderhead .'

(c) Install the cylinder head.

(d) Dismantle the valve lever shaftass e m b 1Y a s d eta il e din p'a r a. 3 b'.op. (a). then install the centrevalve lever shaft bracket on thecylinder head and insert the longbolt.

(e) Remove the guide studs theninsert the remaining bolts.

(f) Tighten the bolts progressivelyin the order shown in Figs. 6 or 7to the specified torque.

(g) Remove the long bolt from thecentre valve lever shaft bracket andremove the bracket.

(h) Install the push rods in theiroriginal positions.

(i) Assemble the valve lever assemblyas detailed in para.3d. op. (d).

(j) Install the valve lever assemblyas detailed in para.3e.

(k) Install the thermostat housing.

(1) Install the thermostat by-passhose •

(m) Secure the glow plug earth wireto the front cover.

(n) Install the manifolds as detailedin para.2b.

•

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•

•

•

INTERNATIONALIC-144, 10-144 & 10-164

SERIES ENGINES

GROUP 3

CONNECTING RODS, PISTONSAND CYLINDER SLEEVES

----------------------

1 - 3

Fig. 1

Fig.3

Fig.2

Fig.4

1. DESCRIPTION

1•• THE CONNECTING RODS

The connecting rods are forgedsteel and are bushed at the piltonends for the piston pins. The crank­shaft ends are equipped with replace­able st e e l backed alloy bearinginserts. The bearing caps are amatched fit with their respectiveconnecting rods and both the rod andthe cap are numbered to ensure cor­rect assembly.

1b. THE PISTONSAND PISTONRINGS

The pistons are attached to theconnecting rods by floating pins ret­ained by circlips. The BD-144 andBD-154 series engines are fitted withthree cast Ir on compression rings.the top one being chrome plated. andtwo oil control rings. The BC-144series engines have three compressionrings and one oil control ring.

1c. THE CYliNDER SLEEVES

The cylinder sleeves are thereplaceable wet liner type and canbe obtained as individual items orwith graded pistons.

2. CONNECTING RODAND PISTONASSEMBLY

28. REMOVAL

(a) Remove the cylinder head asdetailed in GROUP 2. para.4a.

(b) Remove the carbon ridge at thetop of each sleeve.

(c) Remove the lubricating oil pumpas detailed in GROUP 4. para. 2a.

(d) Remove the place bolts (1-1)securing the cap (2-1) to the con­necting rod then remove each capwith its lowe'r half of the bearinginsert.

(e) Push each pis~on and connectingrod up and out of the Ileeve thenremove the upper half of the bear­mg insert.

2-3

NOTE: If the cylinder sleeve hal beenworn 10 that there is a ridge in theIleeve at the upper end of the piltontravel this must be removed before thepilton is withdrawn to prevent damageto the ring landl and r ing s during rem­oval of the piston and allo damage tonew top rings if innalled.

2b. DISMANtliNG

(a) Using a pilton ring expander(Fig. 2) remove the piston rings inthe following order; top compressionring (14-3). second compressionring (13-3), third compression ring(12-3). top oil control ring (11-3)and on diesel engines only the bottomoil control ring (10-3).

(b) Remove the circlips (3-3) fromthe pilton (1-3) and push out thepilton pin (2-~) by hand. If thepilton pin cannot be pushed out byhand. heat the piston in water to1800F. approximately.

2c. INSPECTIONAND REPAIR

NOTE: DO NOT use a caustic solutionfor cleaning aluminium pistons.

(a) Check the pinon ring groovesfor wear using a new piston ring andfeeler gauges (Fig.4).

(b) Check the piltons for ovality andtaper.

(c) Check the connecting rods foralignment (Fig. 5). The bores mustbe square and parallel with each otherin all planes within! 0.005 inch(L -5) measured 5 inches each sideof the centre line (A -5).

r, A A

L

I i 1Ll ,....Fig.5 CHECKING CONNECTING ROD

ALIGNME~T

3 - 3

(d) Check the threads in the connec­ting rod (5-3) big end for wear ordamage.

(e.) Check the wear and conditionof the connecting rod bushings Ifreplacement is necessary proceedas follows:

(1) Press out the old bushing (4-3).

(2) Align the oil hole in the newbushing with the oil hole in theconnecting rod and. using a pilotdolly. press the bushing ina therod.

(3) Ream the bushing to the dim­ension given in specificationsand check the fit of the piston pin.

(f) Check the piston pins for wear orcorrosion.

(g) If the piston pin is a slack fit inan otherwise serviceable piston. thepiston bores and connecting rod bush­ing can be reamed to take an over­size piston pin. Refer to specificationsfor dimensions.

(h) Insert a piston ring in the boreand use a piston without rings tosquare it in the bore. Check the ringgap (Fig.6).

(i) Re p e a t op. (h) with each pistonring and reject any where the gapexceeds 0.030 inch on BD-144 andBC - 1 4 4 eng i n e s 0 r '0. 02 5 inc h 0 nBD J54 engines.

(j) Check new rings in the samemanner as detailed in op. (h) andcheck the gap to specifications.The ends of the rings may be filedcarefully to bring the gap within thelimits.

(k) Check the clearance betweenthe connecting rod bearings and thecrankshaft as follows:-

NOTE: DO NOT rotate the crankshaftwhile this check is being made.

(1) Assemble the inserts to theconnecting rods and caps.

(2) Lay a length of 0.005 inchthick virgin lead wire across the

bearing cap insert.

(3) Install the connecti·ng rods onthe crankshaft and tighten thebolts to the correct torque.

(4) Re m o'v e the bearing cap andmeasure the thickness of the leadwire to determine the bearingclearance.

(1) Remove the connecting rods fromthe 'c ran k shaft .

2d. ASSEMBLY

(a) Heat the piston in water toapproximately 1800F.

(b) push the piston pin into one bossof the piston.

(c) Position the connecting rod insidethe piston and align the bushing withthe piston pin.

NOTE: 0n 1ate r mod e 1s 0 f BD - 15 4 s e r I e sengines the piston pin is offset andmust be installed so that the word"FRONT" stamped on top of the piston.is to the front of the crankcase oninstallation.

(d) push the piston pin into theother boss and install the circlips.

(e) Using a piston ring expander fitthe rings to the piston starting withthe bottom ring and working up. Thewide face of stepped rings must betoward the bottom of the piston.

(f) Position the rings so that thegaps are in line with the piston pinbore and at 1800 from each other.

NOTE: M u 1t i - pie ceo i l con tr 0 1 r in g ssh o u l d be fitted to the top oil controlgroove. The expander (1-7) must beinstalled first. followed by the twoflat rings (2-7) either side of theexpander. The gaps in the flat ringsmust be at 1800 to each other.

2e. INSTALLATION u(a) Immerse the piston assembly inclean engine oil and fit a ring com­pressor over the piston.

4·3

Fig. 7

Fig. 6

Fig.8

&-3

(b) Place the connecting rod in thecorrect cylinder and push downsteadily on the piston until it iscompletely in the cylinder.

(c) Wipe the crankshaft bearing endof the rod to remove any dirt gath­ered during installation. Wipe thebearing upper half clean then fitit to the connecting rod. Apply oilto the bearing surface and positionthe connecting rod on the crankshaftwith the number to the camshaft side.

(d) Wipe the bearing cap and lowerhalf bearing clean then assembletogether. Apply oil to the bearingsurface and install the cap on theconnecting rod with the number tothe camshaft side.

(e) Tighten the bolts to the specifiedtorque.

(f) Proceed as detailed in ops. (a) to(e) for the remaining piston assem­blies.

NOTE: When c 0r r e c t IY p0sit ion e d , theconnecting rod cap bearing half willstand out 1/32 inch above the capsurface and will engage inside the con­ne c t f ng rod half bore. Failure to posi­tion correctly will result in the bearinghalves being out of line when thebearing cap bolts are torqued.

(g) Install the oil pump as detailedin GROUP 4 par a i z e ,

(h) Install the cylinder head as det­ailed in GROUP 2 para. 4e.

3. CYLINDER SLEEVES

3a.REMOVAL

NOTE: Removal of the cylinder sleevesneed only be carried out if inspectionproves this necessary.

(a) Remove the piston assemblies asde tailed in para. 2 a.

(b) Using a suitable sleeve pullerwithdraw the cylinder sleeves.

(c) Remove the sealing ring from thegroove in the crankcase bore.

3b. INSPECTIONAND REPAIR

(a) With the sleeves in the crankcasemoeasur e the b 0res a t the top and thebottom at 900 to the crankshaft tode t e rm Ine the amount of taper.

(b) Measure the bores at the top andthe b o.t t om in line with the crankshaftto determine the amount of taper.

(c) Compare the readings from op. (a)With those from op. (b) to determinethe amount of ovality.

(d) Check the sleeves for scoring orsigns of corrosion.

3c. INSTALLATION

(a) Dip each cylinder sleeve packingring in a soap solution and install itin the groove in the crankcase bore.

(b) Coat the bottom of each sleevewith soap solution and press thesleeve into the crankcase bore.

(c) Check from below to ensure thatthe pac k ia g rings have not beensheared O-l' pushed out of position.

(d) Check the cylinder sleeve stand­out (Fig. 8) to specifications.

(e) Install the piston assemblies asdetailed in para. 2 a.

4. CONDITIONING SCHEDULE

48. GENERAL

After installation of new sleeves,pistons or piston rings. the enginemust be run in before being operatedat full load and speed. The firstphase of running in must be gentleenough to prevent excessive pressuresand temperatures but, if too gentlemay result in cylinder wall glazingdue to low combustion temperaturesand incomplete combustion whichresults in short engine life, loss ofpower and high oil consumption.

Until the engine is run in the fol­lowing conditions may be noted:-

(1) Low compression. poor com­bustion and smoking.

n

n

(2) High oil consumption.

(3) Blow by will be high.

4b. PREPARATION

(a) Check and fill the cooling system.

(b) Check the level of oil in thecrankc ase.

(c) Bleed the fuel system as detailedin the relevant Operator's Manual.

(d) Start the engine and run at 1/4throttle opening until operatingtemper a t ur e is reached.

4c. OPERATION

1. DIES EL EN GIN E

PERIOD 1 (1 HOUR)

Operate the tractor in high rangethird gear with no load at 3/4 throttle.

PERIOD 2 (2 HOURS)

Operate the tractor on light workat 3/4 throttle.

PERIOD 3 (1 HOUR)

Operate the tractor on mediumwork at full throttle.

2. PETROL ENGINE

PERIOD 1 (1/4 HOUR)

Operate the tractor in high rangethird gear with no load at 3/4 throttle.

PERIOD 2 (3/4 HOUR)

Operate the tractor on Li g h t work

8-3

at 3/4 throttle.

PERIOD 3 (2 HOURS)

Operate the tractor on medium workat full throttle.

3. DIESEL POWER UN IT

PERIOD 1 (1 HOUR)

Operate the engine on 1/4 loadat 3/4 rated speed.

PERIOD 2 (2 HOU RS)

Operate the engine on 1/.2 load at3/4 rated speed.

PERIOD 3 (1 HOUR)

Operate the engine on 3/4 load atfull rated speed.

4. ALL ENGINES

(a) Check for air, oil and waterle-aks.

(b) Inspect and replace the oil filterelement if necessary.

(c) 1. DIESEL ENGINE

After 25 hours of operation thecrankcase oil and oil filter elementmust be changed.

2. PETROL EN GINE

The crankcase oil can be used untilthe next oil change period.

(d) After the first 25 hours of opera­tion the cylinder head bolts must ber e+ t o r q u e d and the valve clearanceadj u s t e d ,

•

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•

•

•

INTERNATIONALBC-144, BO-144 & BO-164

SERIES ENGINES

GROUP 4

LUBRICATION SYSTEM

1·4

1. DESCRIPTION

1a. OIL PUMP

The oil pump is the spur gear typemounted in the crankcase. Oil isdrawn through either a fixed or float­ing screen and passed under p r e ss n r ethrough the lubricating oil filter.along galleries in the crankcase tothe crankshaft main bearings. con­necting rod bearings. camshaft bear­ings. timing gears and valve mech­anism. The pistons are splash lub­ricated from the crankshaft. Thegovernor on BC-144 series is lubri­cated by spray from the driving gear.

A spring loaded relief valve locatedin the pump body maintains thespecified circulating pressure.

1b. LUBRICATINGOIL FILTERS

The full flow lubricating oil filteris located externally. on the righthand side of the crankcase.

Filters made by three manufacturersare. used and these are interchangeableas complete assemblies. The replace­able elements are also interchange­able but the other service parts arenot.

2. OIL PUMP

2a. REMOVAL

(a) Remove the crankcase drain plugand drain the oil while the engine iswarm.

(b) Install the drain plug thenremove the fourteen bolts securingthe oil pan to the crankcase and.remove the oil pan and gasket.

(c) Remove the bolt (1-1) securingthe oil pump (2 -1) to the crankcaseand withdraw the oil pump.

NOTE: On BC-144 series engines theoil pump can only be withdrawn whenNo.4 piston is at T.D.C. on the com­pression stroke due to the flange forthe distributor drive having to pass theteeth of the oil pump drive gear onthe camshaft. The distributor driveflange has a sector (4-2) cut away toallow it to pass the gear.

ze, DISMANTLING

( a) FIXED SCREEN

Remove the two bolts (2-3) whichsecure the oil pump screen (1-3) tothe pump body cover (3-3) and re­move the screen.

FLOATING SCREEN

Remove the cotter pin (2-4) whichsecures the oil pump screen (1-4)to the pump body cover (3-4) andremove the screen.

(b) Remove the bolts (4-3 or 4-4)and the nuts and b o lt s (5-3 or 5-4)which sec ure the c over to the body.

(c) Remove the cover (3-5) andgasket (15-5). then lift out theregulating valve spring (14-5) andregulating valve (13 -5).

(d} Remove the gear case (4-5).gasket (11-5) and idler gear (12-5).

(e) Drive out the roll pins (8-5) thenremove the coupling (7-5). drivepinion (6-5). and key (9-5) from theshaft .

NOTE: 0nBC - 144 s e r i e sen gin est her eis o.n l y one roll pin (2 -2) sec u r ing thedrive pinion (3-2).

(f) Remove the oil pump body gearand shaft (10-5) from the pump body( 5 - 5).

( g) EARL Y ENGINES

Press the oil pump body gear (2 -6)down the drive shaft (1-6) until it isclear of the gear retainer (4-6).Spring off the gear retainer thenpress the drive shaft and key (1 &3-6) out of the body gear and removethe key (3-6).

CURRENT ENGINES

On current engines the pump bodygear is a shrink fit on the shaft andthe assembly is treated as one unit.

2e. INSPECTIONANDREPAIR

(a) Check the oil pressure regulating

Fig. 1

Fig.3

2-4

Fig.2

Fig.4

3-4

valve spring a g a sin t the loads givenin specifications.

(b) Check the oil pressure regulatingvalve and seat for wear pitting orcorrosi on.

(C) Check the drive shaft to pumpbody clearance to specifications.

(d) Check the drive pinion for wearor damage.

( e) Che c k the g ear s 10 r we a r , dam ageor pitting. Burrs can be removedfrom the gears using a fine carborun­dum s t o n e .

(f) Check the backlash between theg~ars to specifications.

(g) Check the clearance between thegears and end plate as follows:-

(1) Install the gear case on thepump body using a new gasket.

(2) Install the gears. then place alength of 0.010 inch thick virginlead wire across the top of eachgear.

(3) Install the end cover using anew gasket and tighten the boltsto the specified torque.

(4) Remove the cover and measurethe thickness of the lead. Thismust not exceed the dimensiongiven in specifications.

(h) If the clearance is excessivecheck the end plate using a straightedge and feeler gauges. If neces­sary. the end plate can be groundflat using a sheet of crocus paperon a surface ,plate. Assemble theend plate and re-check the clear­ance.

(i) If no clearance exists. insertone additional gasket and re-checkthe clearance.

(j) Check the clearance betweenthe oil pump drive pinion and thebody after the pump is assembled(Fig.7).

2d. ASSEMBLY

(a) EARL Y ENGIN ES

Insert a key into the drive shaftthen press on the body gear untilthe retainer groove is exposed.Spring the gear retainer into thegroove and press the gear back downthe shaft until it is hard against theretainer then install the drive shaftand gear in the oil pump body.

CURRENT ENGINES uInstall the drive shaft and gear

in the oil pum p body.

(b) Fit the key (9-5) into the shaftand press on the drive pinion.aligning the hole in the gear withthat in the shaft.

(c) Drive in a new roll pin.

(d) On BD-144 and BD-154 enginesonly install the coupling (7-5) anddrive in a new roll pin.

(e) Using a new gasket assemble thegear case (4-5) to the oil pump body.

(f) Install the regulating valve andspring in the oil pump body.

(g) Install the idler gear.

(h) U sing a new gasket install thepump end cover and tighten thebolts to the correct torque.

(i) FIXED SCREEN

Assemble the screen to the pumpend cover and tighten the bolts tothe correct torque.

FLOAT IN G SCREEN

Fit the float screen tube into thepump end cover and secure with anew cotter pin.

2e. INSTALLATION

(a) Install the oil pump in thecrankcase then tighten the bolt tothe correct torque.

NOTE: On BC-144 series engines No.4piston must be at T.D.C. compression.

Fig.5

f)

Fig.7

f)

4·4

Fig.6

5-4

(b) Use a new gasket and install thecrankcase oil pan. tightening thebolts to the correct torque.

(c) Fill the crankcase wIt h (he correctgrade of lubricating oil to the oillevel mark on the dipstick.

3. LUBRICATING OIL FILTERS

3a. REMOVAL

(a) Remove the two bolts securingthe filter to the crankcase thenremove the filter and gasket.

3b. DISMANTLING

1. "TECALEMIT" FILTER

(a) Unscrew .t h e centre bolt (2-8)then remove the bowl and elementassembly from the filter head (12-8).

(b) Lift the element (10-8) out ofthe bowl.

( c) Rem 0 vet h e c i r01i P (9 - 8) fr 0mthe centre bolt (2-8) then slide thepressure plate (8-8). felt washer(7-8). washer (6-8). spring (S-8).and sealing washer (3 - 8) off thecentre bolt.

(d) Remove the head seal (11-8)from the filter head.

2. "p UR0 LNT 0 R" F ILT ER

(a) Unscrew the centre bolt (14-8)then remove the b ow l and elementassembly from the filter head (31-8).

(b) Lift the element (23-8) out ofthe DOWL

(c) Remove the circlip (22 -8) fromthe centre bolt (14-8) then slide thebot tom e 1erne n t g I} ide (2 1 - 8 ) . c en tr espindle seal (20-8). plain washer(19-8). spring- (18-8). sealing washer(16-8). and centre bolt collar (IS-8)off the centre bolt.

(d) Remove the head seal (24-8) fromthe filter head.

(e) Remove the circlip (28-8) thenremove the top element guide (29-8)

and gasket (30-8) from the filterhead.

u(f) Unscrew the relief valve seat.(2S-8) from inside the filter headthen r e rn o v e the ball (26 -8) andspring (27-8).

NOTE: 0 n . I ate r t y p e "P ur 01 a tor" f i I t e r sitems (2S. 26 & 27-8) are not serviceable.

3. "A.C. DELCO" FILTER

(a) Unscrew the centre bolt (34-8)then remove the b ow l and elementassembly from the filter head (43 -8).

u(b) Lift the element (40-8) out ofthe bowl then remove the elementseals (39-8) from the element.

(c) Remove the centre bolt. sealingwasher (3S-8). spring (37-8). andlower seal retainer (38-8) from thebowl (36-8).

(d) Remove the head seal (42 -8)from the filter head. u(e) Unscrew the relief valve plug (47-'then remove the spring (4S-8) and ball(44-8) from the head.

3c. INSPECTIONAND REPAIR

(a) Check the relief valve seat andball for pitting and corrosion.

(b) Check the relief valve spring forcracks or pitting.

3d. ASSEMBLY

1. "TECALEMIT" FILTER

(a) Install a new seal in the filterhead.

( b) Ins tall a new s e ali n g was her 0 nthe centre bolt.

(C) Insert the centre bolt into thebowl and assemble the spring. washer.felt washer and pressure plate to itthen secure with the circlip.

n8-4

._---_,~0·· .-II 1

---- 1

1_-----10I

.~

. ---g 1

o_""---._---8 I0---- 7 I--_ -- 1

._ ------6

~-----: Iur _-3

r.--=- -=--2 I--_/

145·llA

-.:=-~.i-> I..-__ --301

._ 10- _--;<:I0--- 1

0-----2811_-----27~-----2611------251

0------241

I- _.--231".------ I

22 ri3»>»-> I

~-- _-2110---- 'I0 __ ----700----- __ 191-- ==~-=:~-

..--16.....--~__.-- I.",..- Io --158---- 1l-----=:~

---'\~_---471 I

0----46 I I1-----45 [ IQ-------44~

"_-41 :41. _39 I0--- IQ---42J I

~-40 ~32

~ ,I0.----39: 1

._---38 I 1

.-- _: f11!I I

__.-35 I I0......--- I 1

1---34 i I_) I

---_)

1. "TECALEMIT"Filter2. Centre bolt3. Sealing washer4. Bowl5. Pressure plate spring6. Washer7. Felt washer8. Pressure plate9. Centre bolt circlip

10. Element11. Head seal12. Head

13. "PUROLATOR"Filter14.. Centre bolt15. Centre bolt collar16. Sealing washer17. Bowl18. Spring19. Plain washer20. Centre spindle seal2~. Element guide - bottom22. Circlip23. Element24. Head seal25. Relief valve seat26. Relief valve ball27. Relief valve spring28. Cisclip29. Element guide - top30. Gasket31. Hellli

Fig.8 EXPLODED VIEW OF OIL FILTERS

32. "A.C. DELCO"Filter33. Bowl assembly34. Centre bolt35. Sealing washer36. Bowl37. Element retainer spring38. Lower seal retainer39. Element seals40. Element41. Head assembly42. Head seal43. Head44. Relief valve ball45. Relief valve spring46. Valve plug gasket47. Valve plug

7-4

(d) Place a new element over thecentre bolt into the bowl.

NOTE: If a "P'u r o l a t o r " element servicepackage is being used discard theadaptor plates in the package:

(e) Insert the centre bolt into thefilter head then tighten the boltensuring that the bowl seats evenlyon the head seal.

2. "PUROLATOR" FILTER

(a) If removed. install the reliefvalve spring and ball in the filterhead. screw in the relief valve seatand using a suitable punch stake thefilter head metal into the slots inthe relief valve seat.

(b) Install a new gasket and elementguide in the filter head then securewith the c Ir c l ip .

(c) Install a new seal in the filterhead.

(d) Install the centre bolt collarand a new sealing washer on thecentre bolt ensuring that the con­cave side of the sealing washer isaway from the bolt head.

(e) Insert the centre bolt into thebowl and assemble the spring. plainwasher. sealing washer and bottomelement guide to it then secure withthe c ir c l t p ,

(f) Place a new element over thecentre bolt into the bowl.

(g) Insert the centre bolt into thefilter head then tighten the boltensuring that the bowl seats evenlyon the head seal.

3. "AC-DELCO" FILTER

(a) Install the relief valve ball andspring in the filter head then tightenthe relief valve plug.

(b) Install a new seal in the filterhead.

(c) Install a new sealing w asher onthe c e n t r e bolt.

lJ(d) Insert the centre bolt into thebowl then assemble the spring andlower seal retainer to it.

(e) Install the lower element sealon the seal retainer and the upperelement seal on the filter.

(f) Place a new element over thecentre bolt into the bowl.

NOTE: If a "Pu rol a t o r " element servicepackage is being used discard theadaptor plates in the package.

(g) Insert the centre bolt into thefilter head then tighten the boltensuring that the bowl seats evenlyon the head seal.

3e. INSTALLATION

(a) Insert the bolts through thefilter head. locate a new gasket onthe bolts. install the filter on thecrankcase then tighten the bolts tothe correct torque.

u

INTERNATIONALBC-144, BO-144 & BO-164

SERIES ENGINES

GROUP 5

COOLING SYSTEM

1 - 5

1. DESCRIPTION

1a. WATERPUMP

The coolant in the crankcase iscirculated by a centrifugal waterpump mounted on the front of thecrankcase. The impellor is a pressfit on the shaft which forms part ofthe special bearing on which theshaft runs. This shaft also carriesthe hub which forms part of the fanbelt pulley and the fan is mountedon the front of the hub. The waterpump is belt driven from the crank­shaft pulley and belt tension is ad­justable by means of the pulleyflange or an adjusting pulley attach­m e rrt , w h'Lc h is available for BD-144series engines. This attachmentconsists of a jockey pulley runningon ball bearings mounted on abracket which slides in a groove ina special injection pump gear cover.

1b. THERMOSTAT

The expanding bellows type therm­o s t a t situated in a grey iron housing.bolted to the cylinder head. beginsto open at 1700F (770C) and is ful­ly open at 1990F (930C).

2. FAN BELT

2a. REMOVAL

(a) Remove the fan belt as detailedin the relevant Operator's Manual.

2b. INSPECTIONAND REPAIR

(a) Inspect the belt for signs ofwear, perishing, cracking or oilcontamination.

2c. INSTALLATION

(a) Install the fan belt as detailedin the relevant Operator's Manual.

3. FAN

3a. REMOVAL

(a) Remove the four bolts securingthe fan to the p u l l e y hub and removethe fan.

3b. INSPECTION AND REPAIR u(a) Inspect the fan for cracks orbent blades.

(b) Carefully straighten any bentblades.

3c. INSTALLATION

(a) Reverse the removal procedure.

4. WATERPUMP

4a. REMOVAL

(a) Remove the fan and generatorbelts as detailed in the relevantOperator's Manual.

(b) Remove the fan as detailed inpara.3a.

(c) Slacken the two hose clips (1-1)then remove the thermostat by-passhose (2-1).

(d) Remove the four nuts (3-1) andremove the water pump f.rom thecrankcase.

4b. DISMANTLING

(a) Bolt a plate similar to that shownin Fig. 2 to the four fan mounting holesand secure the plate in a vice.

(b) Using a suitable bolt in the centrehole of the plate drive the shaft outof the pulley hub. The impellor andpump body will come off as one unit.

(c) Remove the bearing retainingscrew (1-3) and lockwasher.

(d) Press the spindle bearing shaft(2-3) and impellor out of the waterpump body (3-3).

(e) Press the spindle b e a r in.g shaft(3-4) out of the impel lor (2-4) thenremove the seal (7-4) and waterflinger (6-4).

4c. INSPECTION AND REPAIR

(a) Check all parts for wear or ex­cessive rust or scale.

Fig. 1

Fig. 3

TAP 1f2 UNC THREAP

T48-63

Fig.-2

Fig. 4

2-6

-

3-&

(b) Check the fit of the spindlebearing shaft in the Irnpe l l o r boreand the pulley hub bore to specifi­cations.

(c) Check the fit of the spindle bear­ing shaft in the water pump body tospecifications.

(d) Check the water flinger and sealfor wear or damage.

4d. ASSEMBLY

(a) Install the water flinger and sealon the spindle bearing. ensuring thatthe carbon thrust ring of the seal isaway from the bearing.

(b) Press on the impellor ensuringthat the face of the impellor hub isflush with the end of the spindle.

(c) Press the spindle bearing shaftinto the water pump aligning th'eg roo v e i nth e be a r i n g wit h the b 0 I thole in the water pump body. Ensurethat the impellor is fl ush with thebase of the water pump body (Fig. 5).

(d) Install the bearing retaining screwand lockwasher then tighten it to t h especified torque.

(e) Press the pulley hub onto thespindle.

THISFACE TOBE FlUSHWITH BASE01' _TERPUMPBOCN'

-....---------'51·----------~

Fig.5

4e. INSTALLATION

(a) Reverse the removal procedureusing a new gask~t and tighte r, thenuts to the correct torque.

5. THERMOSTATHOUSING

Sa. REMOVAL

(a) Remove the thermostat housingas detailed in GROUP 2, para.4a-1ops. (d) and (e).

5b. DISMANTLING

(a) Remove the three bolts (1-6) andlockwashers then remove the thermo­stat housing cover (2-6).

(b) Lift out the thermostat (1-7).

5c. INSPECTION AND REPAIR

(a) Clean old gasket material fromthe mating faces of the h o u j t ng theninspect the housing for excessiverust or scale.

(b) Insert the thermostat in coldwater, heat the water and check thetemperature at which the thermostatbegins to open to specifications.

5d. ASSEMBLY

( a) PI ace the t h e.rm 0 Stat in thehousing install the h ou s In g coverand tighten the bolts to the correcttorque.

58. INSTALLATION

( a) U sing a new gasket install thethermostat housing on the cylinderhead and tighten the bolts to thecorrect torque.

6. FAN BELTADJUSTING PULLEY

6a. REMOVAL

(a) Remove the retaining bolt thenslide the bracket (2-8) out of theslot in the injection pump gearcover (5-8).

Fig.6

Fig.7

4-6

6-6

T48-3"

Fig_8

6b. DISMANTLING

(a) Remove the circlip (1-8) fromthe shaft then pull off the pulley(4-8) complete with bearings (3-8).

(b) Press the bearings out of thepulley.

6e. INSPECTIONAND REPAIR

(a) Inspect the bearings for wear.corrosion or cracking.

(b) Inspect the bracket for straight­ness and cracks.

(c) Inspect the spindle and pulleyfor wear.

6d. ASSEMBLY

(a) Press the bearings into the pull e yuntil they are hard against theshoulder in the bore.

(b) Slide the pulley onto the spindleens uri n g t hat the c-as tie tt e r ..P ..faces away from the bracket andsecure with the circlip.

6e. INSTALLATION

(a) Reverse the removal procedure.and adjust the pulley to give thecorrect belt tension.

INTERNATIONALBC-144. BO-144 r. BO-164

SERIES ENGINES

GROUP 6

TIMING GEAR TRAIN,FRONT COVER AND CAMSHAFT

1-8

1. DESCRIPTION

t a, GEARTRAIN

The timing gear train consists offour gears; the crankshaft pinion.the camshaft gear and, the idler gear.On diesel engines the fourth gearis the injection pump gear. and onpetrol engines it is the governor gear.These gears are mounted on the frontface of the engine and are enclosedwithin the crankcase front cover.Each gear is punch marked for timingpurposes.

lb. CAMSHAFT

The camshaft runs in three babbitlined bushes in the right hand sideof the crankcase. The camshaft bushesare replaceable and are supplied forservice in a semi- finished boredcondition and must be line reamedto size after fitting. A gear integralwith the camshaft provides the drivefor the oil pump.

2. FRONTCOVER

2a. REMOVAL

(A) Remove the fan belt as detailed inthe relevant Operator's Manual.

(b) Remove the fan as detailed inGROUP 5, para.3a.

(c) Remove the starting crank nut(2-1) and lockwasher.

(d) Pull the fan drive pulley off thecrankshaft and remove the key.

(e) Remove the crankcase breather'pipe (3-1) if fitted.

(f) Remove the nuts and bolts (4-1)securing the injection pump gearcover (5-1) then remove the cover.

(g) Remove the two bolts (1-1) fromthe front of the crankcase oil pan.

(h) Remove the bolts (6 -1) securingthe front cover then remove thecover and gasket.

NOTE: Check the backlash between thegears to specifications if necessary.

2b. DISMANTLING

(a) Press out the oil seal if inspec­tion proves it necessary.

ze. ASSEMBLY

(a) Press in a new oil seal with thelip facing inward until it is flushwith the outside face of the frontcover.

2d. INSTALLATION

Reverse the removal procedure.

3. TIMINGGEARS

3a. REMOVAL

1. DIESEL ENGINES

(a) Remove the front cover as det­ailed in para.2a.

(b) Remove the three bolts (1-2)then remove the injection pump gear(2-2).

(c) Remove the idler gear shaft bolt(3-2) then remove the idler gear andshaft (4-2). u(d) Using a suitable puller removethe crankshaft pinion (5-2) and key.

(e) Remove the camshaft gear (6-2)as detailed in para.4b.

2. PETROL ENGINES

(a) Remove the front cover as det­ailed in para. 2a.

(b) Remove the governor gear nut(1-3) then remove the governor gear(2-3). u( c) Remove the i.dler gear sha ft bolt(3 -3) then remove the idler gear andshaft (4-3).

f)I

CD EB·92

Fig. 1

2-8

Fig.2

Fig.3

Fig.4

3-8

(d) Using a suitable puller removethe crankshaft pinion (5-3) and key(6-a).

(e) Remove the camshaft gear asdetailed in para.4b.

3b. INSPECTIONAND REPAIR

(a) Inspect the gears for wear andcracked or chipped teeth. Removeany burrs on the gears with a finecarborundum stone.

(b) Inspect the fan drive pulley forwear or cracking.

(c) Check the fit of the idl er gear andshaft to specifications.

(d) Check the condition of the idlergear shaft bolt thread insert in thefront of the crankcase. If inspectionproves it necessary remove the threadinsert and fit a new one as detailedin GROUP 7 para. 5.

3c. INSTALLATION

1. DIESEL ENGINES

(a) Fit a new key to the crankshaftthen press the crankshaft pinion on tothe crankshaft.

(b) Assemble the idler gear and shaft.install it on the crankcase ensuringthat the double marks on the idlergear line up with the double markson the crankshaft pinion. Tightenthe bolt to the specified torque.

(c) Install the camshaft and camshaftgear as detailed in para. 4d.

(d) Install the injection pump gearensuring that the double marking onthe injection pump gear is in registerwith the single marking on the idlergear. install the three bolts andtighten to the correct torque.

(e) Install the front cover as detailedin para.2d.

2. PETROL ENGINES

(a) Proceed as d e t aLl e d in para.3c - 1.ops. (a) to (c).

(b) Assemble the governor gear to thegovernor shaft then tighten the jamnut to the specified torque.

(c) Install the front cover as detailedin para.2d.

4. CAMSHAFT

48. REMOVAL

(a) Remove the valve lever shaftassembly as detailed in GROUP 2para.3a.

(b) Lift out the valve push rods andidentify them so they can be installedin their original posit ion s .

(c) Remove the crankcase front coveras detailed in para.2a.

(d) Remove the oil pump as detailedin GROUP 4. para.2a.

(e) Invert the engine then turn thecamshaft until the cored holes inthe gear line up with the bolts (7 -2)securing the camshaft thrust platethen remove the bolts and lockw ashers.

(f) Withdraw the camshaft with gearfrotn the crankcase.

(g) Remove the valve tappets (1-4)and identify them so they can beinstalled in their original positions.

4b. DISMANTLING

(a) Press the camshaft out of thegear then remove the key and thrustplate from the camshaft.

4c. INSPECTIONAND REPAIR

(a) Inspect the cam lobes and cam­shaft journals for wear to specifica­tions.

(b) Inspect the. oil pump drive gear.if excessive wear is found. thecamshaft must be replaced.

(c) Place the camshaft betweencentres and with a dial indicatoragainst the centre journal check that

the run-out does not exceed 0.002inch.

(d) Check the camshaft gear andthrust plate for wear which willproduce excessive end clearance.

(e) Check the camshaft running::learance against the dimensionsgiven in specifications. If inspec­tion proves it necessary. remove thecamshaft bearings as detailed inpara.5a.

(f) Inspect the valve tappets forwear to specifications.

4d. ASSEMBLY

(a) Install the thrust plate on thecamshaft.

(b) Fit a new key to the camshaftthen press on the camshaft gear toleave a clearance of 0.008 - 0.017inch between the gear hub rear faceand the thrust plate. Ensure thatthe thrust plate is located againstits abutment shoulder when checkingthis clearance (Fig,. 5).

1. Camshaft2. Thrust plate3. Key4. Gear

Fig.5 CAMSHAFT (CURRENT)

NOTE: On early engines the camshaftgear is pressed up to the thrust plateand there is no clearance between thethrust plate and abutment shoulder (Fig.6).

4-8

4

1. Camshaft2. Thrust plate3. Key4. Gear

3

Fig.6 CAMSHAFT (EARL Y TYPE)

4e. INSTALLATION

(a) Install the valve tappets in theiror iginal posit ions.

(b) Coat the camshaft and camshaftbearings with clean engine oil.

(c) Install the camshaft in thecrankcase taking care not to damagethe bearings and engage the camshaftgear with the crankshaft pinionensuring that the single timingmarks are in register.

(d) Secure the thrust plate to thecrankcase with the bolts and lock­washers and tighten the bolts to thespecified torque.

(e) Invert the engine and installthe oil pump as detailed in GROUP 4para.2e.

(f) Install the front cover as detailedin para.2d.

(g) Install the va l v e push rods intheir original positions.

(h) Install the valve lever shaftassembly as detailed in GROUP 2para.3e.

6-8

5. CAMSHAFTBEARINGS

sa. REMOVAL

(a) Remove the camshaft as detailedin para.4a.

(b) Remove the flywheel as detailedin GROUP 7. para.2a.

(c) Use a long bar from the front ofthe crankcase and drive out theexpansion plug (1-7).

(d) Remove the camshaft bearings(2. 3 & 4-4) from the crankcase.

5b. INSTALLATION

(a) Press the centre bearing intoposition aligning the hole in thebearing with the hole in the crank­case.

(b) Press the front and rear bearingsinto position ensuring that the edgemarked "FRONT" is to the front ofthe crankcase and that the holes inthe bearings line up with those inthe crankcase.

NOTE: Ensure that the rear bearing ispressed in flush with the front of thebore in the crankcase.

(c) Line ream the bearings to thedimensions in specifications.

(d) After reaming. blowout thecrankcase and oilways to remove allsw a r f ,

(e) Install the rear bearing expansionplug using a good quality sealer onthe plug and seat.

(f) Install the flywheel as detailedin GROUP 7. para.2c.

(g) Install the camshaft as detailedin para.4e.

u

•

•

•

•

•

Fig.7

EB-103

6-6

•

•

•

•

•

INTERNATIONALBC-144, BO-144 ,. B0-1&4

SERIES ENGINES

GROUP 7

CRANKSHAFT, MAIN BEARINGS

AND FLYWHEEL

'-7

1. DESCRIPTION

The crankshaft is supported in fivemain bearings with the end thrustbeing taken on the rear one. Thebearings are of the steel backedinsert type and do not require fittingon assembly. The bearing caps arenot interchangeable and each one isstamped with its location in thecrankcase. No.1 being at the front.The bearing caps are secured to thecrankcase by "Place" bolts which donot require any locking mechanisms.on early engines the caps were securedby bolts and locking wire.

Semi-finished main bearing capsare available for service. however.it is necessary to have facilities toline bore and ream the caps to thedimensions given in specifications.

Mounted on the front of the crank­shaft is the crankshaft pinion whichdrives the timing gear train. and thefan drive pu l l e y . The flywheel ismounted on the rear of the crankshaftand is secured by four bolts with tabwashers. Two dowels are fitted inthe crankshaft flange for correct loc­ation of the flywheel. The startingring gear which is replaceable is ashrink fit on the flywheel.

2.FLYWHEEL

28. REMOVAL

(a) Bend back the locktabs (1-3) thenremove the four bolts (2-3) and lock­tabs.

(b) Using a suitable sling to supportit lever the flywheel off the dowels.

2b. INSPECTIONAND REPAIR

(a) Inspect the flywheel ring gearfor excessive wear. chipped andbroken teeth.

(b) If inspection proves it necessaryreplace the flywheel ring gear asfollows:-

(1) Remove the ring gear by heat­ing with a torch or splitting witha chisel and driving off.

(2) Heat a new ring gear to 500 -5500F and install it ensuring thatit is hard against the shoulder onthe flywheel. The ring gear mustbe installed with the lead on theteeth toward the crankcase ondiesel engines (1-1) and awayfrom the crankcase on petrol en­gines (1-2).

(c) Inspect the clutch friction facefor ridges. scores. cracks and burrs.

(d) Using a straight edge and feelerga uges check the friction face forhollows or high spots. The frictionface must be flat and true within0.006 inch. If necessary. thefriction face should be ground tothis condition. If suitable grindinge q uipment is not available the fly­wheel can be mounted in a lathe andthe friction face dressed with emerycloth. If the surface is very roughtake a fine cut with a lathe toolbe fore dressing the friction facewith emery cloth.

2c. INSTALLATION

(a) Install the flywheel on the crank­shaft lining up the dowel holes.

(b) Install the bolts and tab washersthen tigh ten the bolts to the speci­fied torque.

( c) Mount a dial ind icator on thecrankcase and check that frictionface run-out does not exceed 0.001inch per 1-1/2 inches o t radius. Ifrun-out exceeds this figure removethe flywheel and check the mount-ing faces on the flywheel andcrankshaft for burrs or foreign matter.

(d) If run-out is within the figure inop. (c) bend up the tabs to secure thebolts.

3. CRANKSHAFT BEARINGS

38. REMOVAL

(a) Remove the oil pump as detailedin GROUP 4. para.2a.

Fig. 1

Fig.3

EB-100

2-7

Fig. 2

Fig.4

3-7

(b) Invert the engine.

(c) Remove the bearing cap bolts(1-4) then remove the bearing caps(2-4) and bearing inserts.

(d) Remove the bearing inserts fromthe caps and identify them if theyare to be re -used.

(e) Remove the bearing inserts fromthe crankcase and identify them ifthey are to be re - used.

3b. INSPECTION AND REPAIR

(a) Inspect the bearing inserts forsigns of wear or damage.

3c. INSTALLATION

(a) Install the upper half bearinginserts.

(b) Assemble the lower half bearinginserts to the bearing caps.

(c) Install the bearing caps. identi­fication numbers to the camshaftside. and tighten the bolts to thespecified torque.

(d) Remove one bearing cap andbearing half insert.

(e) Place a length of 0.005 inchthick virgin lead wire along thefull wid tho f the bear in g half in­sert. install the bearing cap andtighten the bolts to the specifiedtorque.

(f) Remove the bearing cap and checkthe lead wire to determine the bear­ing running clearance. Repeat thischeck on the remaining bearings.

(g) If the clearance is not within thespecified limits the crankshaft willrequire regrinding (refer to Fig. 5).

(h) When the clearance is satisfactorylubricate the bearings then tightenthe four front b e a r In g caps to thespecified torque.

(i) Hold the crankshaft toward theFRONT of the crankcase so that thecrankshaft thrust face is tight againstthe rear of the rear main bearing.

(j) Tap the rear main bearing captoward the REAR of the crankcase sothat the rear thrust face is tightagainst the crankshaft thrust face.

(k) Tighten the rear main bearingcap bolts to the specified torque andcheck the crankshaft end clearanceat both sides of the bearing cap tospecifications.

(1) Invert the engine and installthe oil pump as detailed in GROUP 4.para.2e.

4. CRANKSHAFT

48. REMOVAL

(a) Remove the crankcase front coveras detailed in GROUP 6. para.2a.

(b) Remove the flywheel as detailed inpara.2a.

(c) Remove the crankshaft bearingcaps as detailed in para. 3a.

(d) Remove the connecting rod bear­ing caps and inserts then push thepistons to the top of their travel.

(e) Remove the seven bol ts (1-6) andremove the crankshaft rear oil sealretainer (2-6).

(f) Lift the crankshaft out of thecrankcase.

4b. DISMANTLING

(a) Remove the crankshaft pinionand clutch shaft pilot bearing ifinspection proves this necessary.

(b) Remove the oil seal from therear oil seal retainer.

4c. INSPECTIONAND REPAIR

(a) Check the main journals and crank­pins for wear and taper. Grind ifnecessary to the d,imensions shown inFig. 5.

4-7

Undersize 1 2 3 4 5

0.015 in 2.1100 1.7355 1.3215 2.4240 0.125-3- 2.1110 1.7360 1.3235 2.4360 0.135

0.030 in 2.0950 1.7205 1.3290 2.4280 0.125

-4- 2.0960 1.7210 1.3310 2.4390 0.135 Tao-1M

f) 6. Must be concentric within 0.004 inch T.l. R.

7. Holes must be clean and free of chips and burrs after grinding. Removeall sharp corners.

NOTE: Maximum allowable taper on crank pins and journals is 0.00015 inch perinch of length and they must not be more than 0.0005 inch out of round.

Fig.5 UNDERSIZE LIMITS FOR CRANKSHAFT REGRINDING

(b) Check the dowels for wear ordamage. replace if necessary pressinginto the dimension shown in Fig. 7.

(c) Install a new key and the crankshaft pinion if they were removed.

(c) Check the clutch shaft pilotbearing for wear or damage. replaceif ne c e s s a r y pre ssin gin tot he d t.m -e n sio n shown in Fig. 7.

(d) Press a new oil seal into ther e a r oil seal retainer with the lipt o.wa r d the front of the crankcase.The seal must be pressed hard againstthe shoulders of the retainer.

(d) Check that the oilways are clear.

4d. ASSEMBLY 4e. INSTALLATION

\ a) Install the clutch shaft pilotbearing if it was removed.

( a) Ins tall the u p per hal f b ear i n ~inserts and lubricate them.

(b) Install the dowels if they wereremoved.

(b) ccrrefully install the crankshaftand spin it by hand.

6-7

Fig.7

PRESS DOWEL ~i~TO THISDIMENSION

TA37-51

-

"

Fig. 6

Fig.8

(c) Install the main bearing caps asdetailed in para.3c. ops. (b) to (k)

(d) Install the connecting rods.connecting rod bearings and bearingcaps to the crankshaft with the iden­tification numbers to the camshaftside then tighten the bolts to thespecified torque.

(e) Check the connecting rod sideclearance to specifications.

(f) Use jointing compound and fit anew horseshoe gasket to the rearface of the crankcase. lining up theholes in the gasket with the boltholes.

(g) Apply a light coating of grease tothe oil seal and fit the oil sealretainer over the end of the crank­shaft taking care not to damage thelip of the seal. If possible use asleeve for this operation. Ensurethat the seal garter spring is in pos­ition.

(h) Locate the retainer on the dowels.install the bolts and to ensure evenseating of the gasket. tighten thebolts by stages to the specifiedtorque.

NOTE: The bottom face of the retainer.after installation. must be in line withthe bottom face of the crankcase with­in 0.020 inch.

(i) Trim the horseshoe gasket flushwith the bottom of the crankcase .

•

6-7

(j) Install the flywheel as detailedin para.2c.

(k) Install the oil pump as detailedin GROUP 4. para.2e.

(I) Invett the engine.

(m) Install the crankcase front coveras d eta i led i n GR0UP 6. par a . 2 d .

5. HEll-COIL THREAD INSERTS

5a. REMOVAL

(a) Place the extractor (3-8) intothe insert and turn in an anti-clockwisedirection.

5b. INSTALLATION

NOTE: Never use an insert that has beenremoved ..

(a) Place a new insert (2-8) in thedriver (1-8) with the driving lug tothe bottom.

(b) Screw the insert into the toolgUide until it is flush with the endof the tool.

(c) Place the driver over the tappedhole and turn the handle clockw is euntil the insert leaves the t o o l, thenbreak off the driving lug. Ensurethat inserts are driven into the speci­fied depth.

•

•

•

•

•I

I

I

.,.",,.,....,,...........-. _~_- I__________1

INTERNATIONALBC-144

SERIES ENGINE

GROUP 8

GOVERNORBC-144 Engine

1·8

1. DESCRIPTION

The governor is a flyweight,variable speed type, driven throughthe idler gear by the crankshaftpinion. It is designed to maintainengine speeds within reasonablyconstant limits, under varying loadconditions, by proportioning thefuel to the load. The governordepends upon centrifugal force forits action, developed by weights(6-1) rotating about a shaft (7-1).A spring (5 -1) tends to counteractthe outward movement of the weights.The movement of the weights istransferred to the carburettor throttleby the control lever (4-1) and link­age.

As the engine s t a r t s . its speedbuilds up and the governor weightsmove out to a maximum positiondetermined by an idling screw stop(8-1) on the rockshaft lever. Thismovement closes the c a r b u r e t t o rthrottle.

Increase in engine speed is obtainedby a clockwise movement of the handt h r o tt l e control which, through thespeed change lever \ 1-1) extends thegovernor spring and increases thespring force acting against thegovernor weights. This causes theweights to close thus opening thec a r b u r e t t o r throttle,

Under maximum load and governedspeed conditions the governor springis fully extended by the hand throttlecontrol and the governor weightsclosed to give "wide-open" carburettorthrottle. Any decrease in engine loadwill increase engine speed thus open­ing the governor weights, increasingcentrifugal force acting against thespring and closing the c a r b u r e t t o rthrottle to reduce engine speed.

2. GOVERNOR

2a. REMOVAL

(a) Disconnect the governor andthrottle control rods at the governor.

(b) Remove the crankcase front coveras detailed in GROUP 6.

( c) Remove the nu t (1-2) then pullthe governor drive gear (2-2) off theshaft.

U·.

(d) Remove the bolts (3-2) securingthe governor and remove the governor.

2b. DISMANTLING

(a) Break the seal wire and removethe bolts securing the cover (27-3)then remove the cover and gasket( 26 - 3). o(b) Disconnect and remove thegovernor spring (22-3).

(c) Slacken the pinch bolt on thegovernor spring lever (25 -3) andremove the lever from the shaft( 15-3).

(d) Remove the key (16-3) and oilseal (17-3) from the speed changelever shaft (15-3) then remove theshaft (9-3) from the housing.

(e) Remove the socket headed cap­screw and key (24-3) from the rock­shaft lever (23-3).withdraw the shaft(30-3) then remove the rockshaftlever from the housing.

o(f_) Remove the bearing (3-3). car­rier and weights assembly (4-3)from the housing. The governorsleeve (12-3) thrust b,earing (13-3).and thrust washer (10-3) may comeaway with the shaft. If not lift theseout of the housing.

(g) Drive out the weight retainingpins (6 -3) and remove the weights(7-3) from the weight carrier (5-3). o

zc. INSPECTIONAND REPAIR

(a) Examine the housing for cracks,

(b) Examine the needle roller bearingsin the housing for pitting or wear.If necessary. press out the old bear­ings using a suitable mandrel andpress in new bearings to the dimen­sions shown in Fig. 4. The closed endneedle bearing must be installed inthe opposite side to the governorcover opening and with its end plateoutward.

o

2-8

Fig.l

o

EB-104

Fig.2

3-8

1. Gear retaining nut2. Governor gear3. Shaft bearing4. Carrier and weight assembly5. Governor weight carrier6. Weight retaining pin7. Weight8. Shaft key9. Shaft

10. Thrust washer11. Sleeve and thrust bearing12. Sleeve13. Thrust bearing " ~14. Housing gasket r: '3\_15. Speed change lever Q2\

/9' ~ \4/,\ \ -, \

/{'7\ \ \ -, \

2 -" (\ \ \\ \ \\ "~itP\ \ \~\\\'\ \_\v\\\ \ \\ \\"\ \ \\k~\ \ ~,.~\\ft)\J

24. Rockshaft lever key25. Governor spring lever'26. Housing cover gasket27. Housing cover28. Rockshaft bearing L. H.

18 -, 19 29. Oil seal/ ~ 30. Control shaft lever

20 <,

/ ~I // 'l2/ / /

'. JiiJ( II /23 /24". . / / // / /8>.(" / / I 29

/ / I /?........./1///

II / / /\ :~~~/

\ I I _"2S / I

T56-6C 26 I27

Fig.3 EXPLODE'D VIEW OF GOVERNOR

(c) Examine the shaft bushing in thehousing for wear. If necessary drivethe core plug out of the housing,press out the old bush, press in a newbush and core plug as shown in Fig. 5and ream the bush to specifications.A good grade sealer must ,be usedwhen instailling the core plug andits bore must be clean and true.

(d) Examine the thrust washer andbearing for excessive wear.

(e) Examine the rockshaft lever thrustpins for excessive wear, replace ifinspection proves it necessary.

(f) The governor weights should notrequire replacement, but if this hasto be done they must be replaced asa matched pair.

2d. ASSEMBLY

(a) Reverse the dismantling procedure.

2e. INSTALLATION

(a) Reverse the removal procedureand adjust the governor as detailedin para. 2f.

2f. ADJUSTMENTS

1. LOW IDLING SPEED STOP

(a) Remove the governor cover andgasket.

(b) Close the governor control leverright down.

(c) Slacken the locknut on the lowidling speed stop screw (1-6).

(d) Adj u s t the screw until the gover­nor spring is just free then lock thestop screw.

(e) I n s t a l l the governor cover andgasket.

4-8

BUSHN::; 10 BEPRESSEDFWSH WITH THIS FACE

\\\

Fig.4

Fig.5

Fig.6

5-8

2. HIGH IDLING SPEED STOP (d) Slacken the locknu t on the highidling speed stop screw (2-6).

(a) Remove the governor cover andgasket.

(e) Use a tachometer or "Strobotorch"and adjust the stop until the speci­fied rev/ min reading is obtained.

(b) Run the engine until it is at itscorrect operating temperature. (f) When the specified reading is

obtained lock the stop screw theninstall the governor cover andgasket.

(c) Set the governor control leverin the fully open position.

()

INTERNATIONALBC-144

SERIES ENGINE

GROUP 9

CARBURETTORBC-144 Engine

1 - 9

t . DESCRIPTION

The carburettors are of the down­draught type. Their design incorpor­ates an automatic stangler linkedwith the throttle to provide an en­riched mixture for starting and afast idle. 30VNN series carburettorsare not fitted with an acceleratingpump or economy device. 30VNPseries carburettors are fitted with theaccelerating pump but not the economyd e'v ic e . The fuel level is controlledby a lever type float mechanismacting on' a needle valve. All jetsare housed in a detachable emulsionblock mounted in the float chamber.

, a. ADJUSTMENTS

There ar e three principal adjust­ments provided in these carburettors.They are:-

(1) The volume control screw (1-1)for the regulation of the slow runningmixture.

(2) The throttle stop screw (2-1)to control the slow running.

(3) The strangler/throttle inter­connection (6-1) to adjust the amountthe throttle op·ens when the strangler(5-1) is closed for cold starting.

1b. OPERATION

The fuel inlet (1-2) is located atthe top of the float chamber. Fromhere. fuel passes into the float chambervia the needle seating where theflow is controlled by the needle: 2-2)and the float (1-3). As the petrollevel rises the float lifts and bymeans of the float lever (3-3) andneedle. closes the needle seatingwhen the correct level has beenreached. When the engine is running.fuel is drawn from the float chamber.the float descends and more fuel flowsthrough the needle seating so thatthe correct fuel level is automaticallymaintained while the carburettor isin operation.

The fuel then passes to the emulsionblock (2-3) which houses the main.compensating and slow running j et s(1.2 8: 5-4). together with the two

calibrated v e n t i l a t Lon plugs (4 & 6-4)which act as a i r b l e e d s to the slowrunning jet and capacity well respect­ively.

1c. COLD STARTING

Pulling out the strangler control(choke) operates the cam lever at theside of the c a r b u r e t t o r and allows thespring loaded strangler flap to close.At the same time the interconnectionrod between the cam lever and throttlespindle automatically cracks open thethrottle sufficient to give a fast idle.

Immediately the engine fires thespeed will b u il d up. and the increaseddepression thus created will open thestrangler flap admitting more air andconsequently weakening the mixture.

1d. SLOW-RUNNING

When the throttle (6 -2) is in theslow -running position the mixture issupplied by the slow -running jet(5-4) which obtains its fuel from themetered side of the main jet (1-4)through a calibrated restriction. Thisfuel is partly emulsified by airsupplied by an air bleed hole in theair intake. and the resulting mixtureis drawn down a vertical channel tothe slow-running orifice which iscontrolled by the volume controlscrew (5-2). A secondary air bleed(6-4) is provided over the slow­running jet.

Adjustments for slow-running aremade by the volume control screw(1-1) and the t h r o t tl e stop screw(2-1). When screwed inward thethrottle stop screw opens the throttleand increases the engine speed.When screwed outward it decreasesthe engine speed.

The quality of the slow-runningmixture is controlled by the slow­running jet (5-4) and the slow-runningair bleed (6-4).

The quantity of the slow-runningmixture is controlled by the volumecontrol screw (1-1). This is situatedat the edge of the c a r b u r e t t o r flangeon the engine side of the throttle. andhas a conical tip which permits agreater or less amount of mixture tobe drawn in by the engine. Thescrew should be turned inward toweaken the mixture and turned outwardto r i c h e n the mixture.

Fig. 1

Fig.3

2·9

Fig.2

T==

Fig.4

3-9

Two small holes, known as progressionholes, at the edge of the throttlecommunicate with the vertical channelleading down to the volume controlscrew. The purpose of these holesis to aid the transfer of the fuelsupply at low throttle openings, andto furnish a smooth and progressiveaction during these periods. Theyare not adjustable and must not betampered with.

As the throttle continues to open,the engine depression at the beak(8-4) of the emulsion block (7-4)will draw fuel from the capacity welland the channels above the main andcompensating jets. At the same timeair w ill be admitted by the air bleed.The resulting mixture will be drawninto the main jet channel. throughthe choke tube, past the throttle andinto the inlet manifold.

Gradually, as the fuel level drops,a number of small holes in the sideoft hem a i n jet c han rre I will b eexposed. These will admit more air,e m u l s i f y ing the mixture which, whenit arrives at the emulsion block beakwill be still further atomised as it meetsthe stream of air being drawn throughthe choke tube.

1e. MAIN JET

The mixture at speeds above slow­running is provided by the main jetand the compensating jet. Thesejets feed simultaneously into thebeak (8-4) which pro t r u d e s into thechoke tube at its smallest diameter.

The main jet will influence powerand speed. When the drilling orpassage above the main jet isexhausted of fuel. the output w ill berelated to the depression existing inthe choke tube and in the mainchannel of the emulsion block.

1f. COMPENSATING JET

The output of the compensating jet iscomplementary to that of the mainjet, both feeding into the mainchannel of the emulsion block. Thehead of the channel into which thecompensating jet screws is ventilatedto atmosphere by means of the mainair bleed, while the fuel and airfl-ow from the compensating jet isthrough the restriction near the base

of the drilling in which the compen­sating jet screws. Thus, when fuelabove the compensating jet isexhausted on acceleration, an ern u l >

sion of fuel and air will be drawn intothe main channel of the emulsionblock through this restriction.

The compensating jet will feed fuelat all times, other than slow -running­to the 'main outlet of the emulsionblock, thus any variation to the sizeof this jet will have an influence onmixture strength throughout thethrottle range. It is the combinedo u p u t of the main and compensatingjets that provide the mixture strengthto give the best performance ofwhich the engine is capable.

Al tering the siz e of the compen­sating jet will not have as great anI n f l u e n ce on mixture strength asaltering the size of the main jet.

19. SLOW-RUNNING JET

This jet has a calibrated hole andmeters the fuel to both the slow­running hole on the engine side ofthe throttle, and to the progressionholes at the throttle edge. Half sizeslow -running jets are unnecessary asthe volume control screw in thethrottle barrel enables the mixturestrength to be r e g u l a t e d to suit theengine.

1h. SLOW-RUNNINGAIR BLEED

This bleed screws into the emulsionblock immediately above the slow­running jet, and usually has a cali­brated hole which determines thedegree of ventilation to the slow­running jet. In some instances it isundrilled.

Fitting a larger air bleed willweaken the slow-running mixture byred u c in g the d e pre ss ion 0 nth e s low -running jet.

, i. MAIN AIR BLEED

This screws into the side of theemulsion block, and controls theventilation to the compensating jetand also to the three small crosschannels drilled into the main channeof the emulsion block, just abovethe main jet.

Increasing the ventilation by fittinga larger air bleed will weaken themixture by reducing the depressionon the main and compensating jets.By varying the size of the main airbleed it is possible to alter themixture ratio between low and highspeeds at part and full throttle open­ings.

Any alteration to the size of themain air bleed will affect the mixturestrength over the whole speed range.but will have a greater effect at highspeeds. when the depression in thewaist of the choke tube is at itsmaximum.

1j. INTERCONNECTIONFORCOLD STARTING

The degree of throttle opening whenthe strangler flap closes may bevaried between certain limits. Arod secured by a screw in the stranglerlever swivel enables this adjustmentto be made.

1k. FUEL LEVEL

This is set at the factory ISmmdown from the top of the floatchamber at a pressure of 2-1/2 Ib/in2

It should be explained that thislevel is that which would result whenthe float chamber is in position onthe c a r b u r e t t o r . with the float armholding the needle closed againstthe pressure of the fuel in the fuelline. When t h e float chamber isremoved from the c a r b u r e t t o r thelevel will drop due to the float risingwhen freed.

In these circumstances the fuellevel s h o u l d be 22. 5mm below thetop of the' flo at chamber if the floatis l e ft in position. I f the float isremoved the level sh o u l d fall to.33mm below the top of the floatchamber.

Bending the float arm down willlower the level. bending it up willraise it. Variations to the thicknessof the washer beneath the needlevalve and seating will also alter thefuel level.

11. NEEDLEVALVES AND SEATINGS

These are calibrated in millimetres.the size being stamped on one of theflats of the hexagon.

4-9

1m. ACCELERATING PUMP(30VNP ONLY)

The purpose of this is to preventany hesitation in accelerating thatmight otherwise occur when a c ar b u r »

ettor is adjusted to provide theleanest mixture at part throttlecruising. To obtain economicalrunning at such speeds. a controlledand metered supply of fuel is requiredwhen the throttle is suddenly openedthis is supplied by the acceleratingpump.

When the pump piston (1-5) is at thetop of its stroke. the cylinder ischarged with fuel admitted from thefloat chamber through the check valvein the bottom of the pump well,Upon the throttle being opened thepiston is forced down by the pistonpin (4-2) and a stream of fuel isdischarged from the pump dischargevalve (5-5) through the horizontal pumpjet (3-5) and into the air stream.The piston is returned to the chargedposition ready for the next stroke bythe spring (2-5).

A calibrated hole called the pumpleak is in the wall of the pump wellin line with the pump jet. Thepurpose of the pump leak is to allowexcess fuel to flow back into thefloat chamber at the same time asfuel as being discharged from thepump jet. this permits a reasonablesize of pump jet to be used withoutmaking the amount of fuel dischargedexcessive.

1n. PUMPJET (30VNP ONLY)

This jet (3-5) meters the amount offuel injected into the choke when theaccelerating pump is operated.

2. ZENITH 30VNN and 30VNPCARBURETTORS

2a. REMOVAL

(a) Disconnect the fuel pipe at thecarburettor.

(b) Disconnect the governor tothrottle control rod at the carburettor.

(c) Remove the two nuts and washerssecuring the carburettor to themanifold then lift off the c a r b u r e t t o rand gasket.

5-9

Fig. 5

Fig. 7

Fig. G

EB-6

Fig.8

2b. INSTALLATION

(a) Reverse the removal procedureusing a new gasket.

3. FLOAT CHAMBER

3a. REMOVAL

(a) Remove the four screws and lock­was her s (4 - 1) sec uri Qg the fl0a tchamber.

,f) (b) Withdraw the float chamberhorizontally until the beak (8-4)clears the choke tube then removethe float chamber. and gasket.

3b. DISMANTLING

1. VNN SERIES

(a) Remove the float arm (3-3).

(b) Remove the float (1-3).

(c) Remove the two screws (4-3)then remove the emulsion block(2-3) and gasket (3-4) from thefloat chamber.

(d) Remove the main and compensatingjets (1 & 2 -4) from the em ulsionblock. The main jet has the largerthread diameter.

(e) Remove the slow -running airbleed (6 -4) and slow -r un n t ng jet(5-4) from the emulsion block.

(f) Remove the main air bleed (4-4)from the emulsion block.

(g) Remove the needle valve (2-2)from underneath the float chambercover.

(h) Remove the drive screws.(7-2)from the float chamber cover using ascrewing action then remove thegasket (3 -2).

2. VNP SERIES

(a) Proceed as detailed in para.3b-lops. (a) to (h).

(b) Hold the piston in position againstthe spring pressure then remove thepiston retaining screw (4-5).

8-9

( c) Remove the piston (1 -5) andreturn spring (2 -5).

(d) Remove the check valve from thebottom of the pump well.

(e) Remove the pump discharge valve(5-5).

(f) Remove the pump jet (3 -5).

(g) Remove the pump pivot screw(3-1) and withdraw the piston rod.

3c. INSPECTION AND REPAIR

(a) Inspect all jets for wear. DO NOTuse pieces of wire to clean the jets.

(b) Inspect the needle valve forcorrect seating.

(c) Check the float for leaks byshaking it. Replace if inspectionproves it necessary.

(d) Inspect the accelerating pumppiston and return spring for wear ordamage.

3d. ASSEMBLY

(a) Reverse the dismantling procedureusing new gaskets.

3e. INSTALLATION

(a) Reverse the removal procedure.

4. STRANGLER ASSEMBLY

48. REMOVAL

(a) Loosen the screw (1-6) then removethe interconnection rod (2-6).

(b) Remove the strangler lever pivotscrew (3-6).

(c) Disconnect the return spring (4-6)and remove the strangler lever (5 -6).

(d) Remove the screw (6 -6) and washerthen remove the bracket (7 -6).

(e) Remove the two screws (8-6) andremove the strangler flap (10:'6) fromthe spindle (9-6).

7-9

(f) Partially withdraw the spindle(9-6) from the body and remove thespindle washer from the end of thespindle.

(g) Withdraw the spindle and removethe automaticity spring (11-6).

4b. INSTALLATION

(a) Insert the spindle into the bodywith the automaticity spring andspindle washer in position.

(b) Load the automaticity springsufficiently to hold the stranglerflap in the closed position when itis assembled.

(c) With the operating lever pointingaway from the float chamber insertthe strangler flap into the spindlewith the large flat end downward.

(d) Allow the strangler to close andpress on its smaller side to centralizethe flap.

(e) Install two new screws (8-6) andpeen the ends.

(f) Install the strangler control bracketand secure with the screw and washer.

(g) Install the return spring on thestrangler lever and secure the leverwith the pivot screw.

(h) Install the interconnection rodand tighten the screw (1-6).

5. THROTTLE

se. REMOVAL

(a) Remove the nut (8-7) and shake­proof washer (5-7) from the spindle.

(b) Remove the throttle stop (4-7)and throttle lever (6-7).

(c) Remove the throttle spindle washerand interconnection l e v e r (9-7).

(d) Remove the two screws (8-2)then remove the throttle (6-2) fromthe spindle.

(e) Withdraw the spindle (7-7) fromthe body.

5b. INSTALLATION

(a) Insert the spindle (3 -8) into thebody.

(b) Place the thruttle (1-8) inposition through the slot in thespindle. When assembling thethrottle. the spindle should be posi­tioned with the larger cut-out towardthe volume control screw (4-8) andthe throttle inserted with the inden­tations (2-8) toward the volumecontrol screw.

(c) Turn the spindle and throttle tothe f ul l y closed position. then pressdown on the upper half of the throttleto centralize it.

(d) Secure the throttle with two newscrews and peen the ends of the screws.

(e) Assemble the interconnectionlever spindle washer. throttle stopand operating lever in that orderthen secure with the shakeproofwasher and nut. Adjust as detailedin para.7.

{)6. CHOKETUBE

6a. REMOVAL

(a) Remove the float chamber asdetailed in para.3a.

(b) Remove the strangler assemblyas detailed in para.4a.

(c) Bend back the tabs on the lock­was her (2 - 7) the n rem 0 vet h esc r e w( 3 -7 ).

(d) Withdraw the choke tube throughthe top of the body.

6b. INSTALLATION

( a) Ins tall the c·h0 k e tub e wit h theslot to the float chamber.

(b) Use a new tab washer and insertthe screw. DO NOT TIGHTEN the screw.

(c) Install the strangler assembly asdetailed in para.4b.

(d) Install the float chamber as det­ailed in para.3e.

8 - 9

Fig. 9

9-9

(e) Using a short length of wire.booked at one end. pull the choketube upward then tighten the screwand bend up the locking tabs.

7. ADJUSTMENTS

7e. STRANGLER-THROTTLE INTERCON­NECTION

( a) Slacken the locking screw (1- 9) .

(b) Close the strangler.

(c) Adjust the throttle stop screw(2-9) until there is a clearance of0.8 to 1.00 mm gauged at the edgeof the throttle flap on the slow­running side.

(d) When the clearance is correcttighten the locking screw (1- 9).

7b. SLOW-RUNNING

(a) Start the engine. allow it toreach normal operating temperaturethen close the throttle.

(b) Adj ust the throttle stop screwto give a slight increase in slow­running speed.

(c) Adj us t the vol ume control screw(5-9) to give the smoothest slow­running with the fastest speed.

(dO)Adj us t the throttle stop screw togive the specified slow -running speed(low idle).

7c. GOVERNOR TO THROTTLE CONTROLROD

(a) Set the throttle stop screw (2-9)four full turns from the fu l Iy closedthrottle position.

(b) Fit one end of the rod to thethrottle lever.

(c) Hold the throttle lever againstthe stop. start the engine and adj uatthe free end of the rod to fit the ballon the governor control lever when thelever is in its ..idle" position (weightsfully open).

INTERNATIONALBe 144, BO 144 & BO 154

SERIES ENGINES

GROUP 10

If)L. P.G. ATTACHMENT

BC-144 Engine

Issued 5/69

1-10

1. DESCRIPTION

The L.P.G. attachment consistsof four basic units:-

(a) Fuel storage cylinder.

(b) Fuel filter and lock-off valve.

(c) V a p o u r Ls e r regulator.

(d) Carburettor.

WARNING: BEFORE REMOVING ANY PARTOF THE L.P.G. SYSTEM OTHER THANTHE STORAGE CYLINDER IT IS ABSO­LUTELY ESSENTIAL THAT ALL LIQUIDOR VAPOURISED FUEL IS EXPELLEDFPOM THE SYSTEM.

TO DO THIS CLOSE THE MAIN SUP­PLY VALVE AT THE STORAGE CYLIN­DER AND START THE ENGINE. IF THEENGINE wILL NOT START. DISCONNECTTHE FUEL FEED AT THE CARBURETTORAND WITH THE IGNITION SWITCHEDON. PRESS THE PIN ON THE PRIMINGSOLENOID. AND ALLOW FUEL TOFLOW ALONG THE CARBURET TOR FEEDPIPE AND OUT TO ATMOSPHERE.

(a) FUEL STORAGE CYLINDER

This is used to store fuel in aliquefied form. under pressure. Thefuel will remain as a liquid untilthe pressure is released and itstemperature increased.

Fuel feed is via a shut-off valveand self-sealing coupling. A gaugeadjacent to the shut-off valve indi­cates the amount of fuel in the tank.

For instructions on changing thetank refer to the relevant machineOperator's Manual.

(b) FUEL FILTER AND LOCK-OFFVALVE

The filter element is contained ina bowl. through which the liquidflows. l n p u r i t ie s and deposits aretrapped in the element.

The-lock-off valve is solenoidope rat e d. and is.i nth eel ~ se d. po s i -t io n until energised by sw t t c h in gon the ignition circuit. This obviatesthe need to close the main fuelvalve at the storage cylinder when­ever the engine is stopped.

Issued 5/69

(c) VAPOURIScR REGULATOR

Fuel flows as a liquid under pressurefrom the filter and lock-off valveinto the first stage of the vapouri-ser regulator. where the pressur~ isreleased. and the temperature r i se sto the existing atmospheric temperatureAt this stage the liquid is beginningto v a p o u r l s e . The fuel then passesthrough a heated tube which ensurestotal vapourisation. The heat neces­sary for this operation is suppliedby the engine cooling system. Fromhere the fuel passes to the secondstage regulator and thence to thec a r b u r e t t o r in quantities which aredecided by the demands of the engine.

(d) CARBURETTOR

The carburettor is a device whichmixes air and fuel in the correctquantities. When the throttle isopened. manifold depression increases.thus drawing in larger quantities ofair at a greater speed. Fuel feed isto a jet which is located in theside of the venturi. As the air speedand volume increases. the suction atthe jet also increases. thus drawingin more fuel.

At idling speed (when the throttleis closed) a duct allows fuel to by­pass the jet and the throttle butter­fly thus maintaining a fuel supplyto the engine.

2. FUEL FILTERAND LOCK OFF VALVE

2a. REMOVAL

(a) Close the main fuel feed valveat the cylinder.

(b) Expel all fuel from the system(as previously described).

(c) Disconnect the electrical supplyat the snap connector.

(d) Remove the fuel feed and outletconnections.

(e) Remove the two nuts and boltswhich secure the unit to the frame.

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OL-Z

3-10

2b. DISMANTLING

1. LOCK-OFF VALVE

(a) Remove the screw (1-1) and itswasher (2-1).

(b) Lift off the cover (3-1).

(c) Disconnect the earth connectionby removing the screw (17-1).

(d) Lift off the solenoid coil (4-1) andaluminium disc (5-1).

(e) Remove the two screws (16-1)which secure the mounting bracket(18-1).

(f) Using two spanners. slacken thesleeve (6-1) in the body (8-1).

(g) T urn the body upside dow n , andscrew out the sleeve (6-1) whichwill contain the valve core (7-1)and spring (6a - 1).

2. FILTER

(a) Remove the bolt (14-1) and its"0" ring (15-1).

(b) Separate the bowl (13-1) fromthe main body (8-1).

(c) Remove the "0" ring (9-1) fromits groove in the main body (8-1).

(d) Remove the filter element whichconsists of 2 perforated discs (10 &12-1) and one felt disc (11-1)

2c. INSPECTIONAND REPAIR

( a) When t est in g the so l'e no i d c 0 i 1(4-1). energy consumption shouldbe 25 watts.

(b) Clean the felt disc (11-1) byshaking out dust particles.

(c) Blow dust from the perforateddiscs (10 & 12-1) with compressedair.

(d) Examine the valve pad (7a-l).If damaged change the assembly.

Issued 5/69

2d. ASSEMBLY

Reverse the dismantling procedure.after ensuring that all items areperfectly clean.

2e. INSTALLATION

Reverse the removal procedure.Ensure that fuel flow through theunit is in the direction indicatedby the arrow.

3. VAPOURISERREGULATOR

sa. REMOVAL

(a) Close the fuel shut-off valve atthe storage cylinder.

(b) Expel all fuel from the system(as previously described).

(C) Drain th-e engine cooling system.

(d) Disconnect the water inlet andoutlet pipes.

(e) Disconnect the fuel feed andoutlet pipes.

(f) Dis con n e c t the e le c tr i c a I sup plyat the snap connector.

(g) Remove the nut which securesthe unit to the frame.

3b. DISMANTLING

NOTE: Prior to dismantling a vapouriserregulator which is suspected of beingfaulty. it should be tested in accord­ance with the instructions containedin para. 3f of this group

1. SECOND STAGE REGULATOR

(a) Remove the nu t (1-2) and socketheaded screw (2-2).

(b) Remove the clamping ring (3-2).

(c) Lift off the cover (4-2).

(d) Lift off the second stage dia­phragm (5-2) complete with itsstiffening plates (6-2).

(e) Lift the "0" ring (1-3) from itsgroove.

4-10

,f)

Issued 5/69

TA70-184

Fig.2.

Fig.4.

5-10

(f) Slacken the two screws (2 -3) andease the fulcrum pin (1-4) from thegroove (2-4) under the washers (3-4). while gently pushing down onthe lever (4-4) in order to retainthe spring (5-4).

(g) Ease off the lever (4 -4) andspring locating button (6 -4).

(h) Remove the spring (5 -4) andadjusting rod (7 -4).

(i) Remove the screw (8-4) andlift off the valve pad (9-4) completewith its sprung lever (10 -4).

c» If inspection proves necessary.dismantle the diaphragm by remov­ing the nut (7 -2) and lifting theouter stiffening plate (6 -2) anddiaphragm (5-2) from the bolt.leaving the inner stiffening platein position.

2. FIRST STAGE REGULATOR

Access to the first stage regulatoris through the second stage regulatorchamber.

(a) Proceed as in pa r a s ab . sub para1 operations (a) to (e)

(b) Using a 1/2" drive in the squareprovided. unscrew the cover plate (3-3). This is under spring tension.

(c) As the cover plate is removed.the aluminium disc (1-5) and spring(2-5) will fall out.

(d) Lift out the anti-friction ring(3-5).

(e) Remove the nu t (4 -5.). upperdiaphragm plate (5-5). diaphragm(6-5) and lower diaphragm plate(1-6).

(f) Rem 0 vet he sc r e w s (2 - 6) and the i rwashers.

(g) Lift out the regulator lever (2-7) complete with its fulcrum pin(1-7) and valve pad assembly (3-7).

(h) Remove the rubber washer (4-6)from the diaphragm stud.

Issued 5/69

3. VAPOURISER

(a) Wind the spring (1-8) over thehead of the adjusting button (2-8).

(b) Slacken the grub screw on theadjusting button spindle and liftoff the button (2-8).

(c) Remove the nut (3-8) and socketheaded screw (4-8).

(d) Lift off the clamping ring (5-8).cover (6 -8) and sealing diaphragm(1-9) to expose the heat chamber.

(e) The secondary vapouriser pipe(2-9) must be removed first byinserting a fine screwdriver underthe point where the pipe bosses (3& 4-9) meet the case. and gentlyand evenly levering out the bosses.complete with "0" rings (4 & 5-10).

(f) Remove the locknut (5-9). andusing a spanner on the flats provided.unscrew the union. (1-10) completewith its "0" rings (2 & 3-10). Thiswill free the feed end of the primaryv a po u r ise r pipe (8-10).

(g) Lift out the other end of thepipe by inserting a fine screwdriverunder the point where the boss (6 - 9)meets the housing and gently lever­ing out. The pipe will come awaycomplete with its "0" ring (6-10).

4. PRIMING SOLENOID

(a) Remove the end cover whichhouses the priming solenoid. Referto para. 3b sub. para 1 operations'(a) to (e)

(b) Remove the retainer clip (1-11)bY pre ssin g dow non the pr 0 j e c t ion sand rotating the clip until it is clearof the case.

(c) Remove the sleeve (2-11). spring(3-11) and solenoid core (4-11)complete with priming pin (5-11).

(d) Disconnect the earth lead.

(e) Turn over the cover and the sol­enoid coil (6-11) will fall from thehousing

Fig.5.

TA70-1Sg

Fig.6.

Issued 5/69

6·10

'~~., U.11-

Fig. 7 .

TA1o.190

Fig.8.

7-10

3c. INSPECTIONAND REPAIR

(a) The second stagebe changed whenever4) has been removedened.

valve pad mustthe screw (8-or even slack-

(b) Inspect the first stage valve pad(3-7) for damage.

NOTE: Change the valve pads by lever­ing from their housings. using apin or sharp pointed knife.

(c) Inspect the valve seats (7 & 9-10). These must be clean and freefrom damage. The openings musthave no sharp edges. If faulty thevapouriser pipes must be changed

(d) Inspect the diaphragms (5-2)and (6-5) for punctures.

(e) Inspect the l e v e : fulcrum pins(1-4) and (1-7) for .e a r and distortion.

(f) A faulty solenoid will be selfevident before removing the vapour-iser from the machine. Under normalcircumstances. the solenoid will beheard to click open when the primingbutton on the instrument panel ispressed. Before rejecting a solen-oid coil. ensure that the core movesfreely in the coil and that the springis intact.

(g) Inspect all '0' rings for damage.Do not remove small '0' rings fromtheir grooves. unless they are to bechanged. Apply a qght smear ofpetroleum jelly to the '0' rings tofacilitate assembly.

(h) Ensure that the "0" ring housingsare free from burrs and damage.

(i) Inspect the vapouriser chambersealing diaphragm (1-9) .for punct­ures.

3d. ASSEMBLY

Ensure that all components areperfectly clean and reverse the dis­mantling procedure. The secondstage diaphragm (5-2) and cover (4-2) can only be fitted in one positiondue to the uneven spacing of the loc­ating dowels.

Issued 5/69

3e. INSTALLATION uReverse the removal procedure

and SLOWLY TURN ON THE FUELSUPPLY.

3f. ADJUSTMENTS

1. VAPOURISER REGULATOR

This unit should be tested andadjusted. using compressed air at 2a pressure of not less than 40 lb/inas the operating medium. If a com­pressed air supply is not available.it can be done on the engine. pro­vided the water in the heat chamberis hot.

(a) Apply the air supply to the gasfeed union. If checking on the engine.turn on the fuel supply. and open thelock-off valve by switching on theignition. Ensure that the engine willnot start by disconnecting the S Wlead at the ignition coil.

(b) Apply a detergent bubble to thegas outlet pipe.

(c) Turn the adjusting screw (2-8)anti-clockwise until the detergentbubble begins to expand.

(d) T urn the adj usting screw clock­wise until expansion of the detergentbubble ceases.

(e) Press the solenoid priming pinand allow gas or air to flow throughthe regulator.

(f) Release the priming pin. Gas orair should stop flowing. (Checkwith detergent bubble).

(g) If gas or air still flows afterope rat ion (f). t urn the ad jus tin gscrew f uLl y clockwise and repeato p s (c). ( d). (e) and (f).

2. SOLENOID PRIMING PIN

(a) Lightly press the priming pin( 1 - 1 2) u n til i t con t act s the d i a -phragm centre bolt. Free movementof the pin should be 1/16" to 3/32"before contacting the centre bolt.

(b) Screw the pin clockwise to red­uce free movement and anti-clockwiseto increase free movement.

0-f\i 11

Fig. 9.

8-10

Fig.IO.

Issued 5/69

Fig.ll.

9-10

(c) There should then be 1/8" moremovement after the pin contactsthe diaphragm centre bolt.

4. CARBURETIOR

4a. REMOVAL

(a) Close the main fuel feed valveat the storage cylinder.

(b) Expel all fuel from the systemas previously detailed.

(c) Disconnect the governor controlrod at the c a r bu r e t t o r .

(d) Slacken the two hose clips onthe aircleaner connection and slidethe rubber hose upward until it isclear of the c ar b u r e t t o r venturi.

(e) Disconnec t the fuel feed pipe.

(f) Remove the two nuts and washerswhich secure the carburettor to themanifold.

(g) Lift off the carburettor and gas­ke t.

4b. DISMANTLING

(a) Remove the four screws (2-13)which secure the fuel feed blockto the body (1-13). This will exp­ose the jet.

(b) If inspection proves necessary.unscrew the jet from the body.

(c) Remove the four screws (3 -13)which secure the throttle butterflyhousing (4 -13) to the main body(1-13).

(d) If inspection proves it necessaryremove the throttle spindle by rem­ov Ln g the two screws which securethe butterfly plate (5-13) to thesp Ln d l e and Sliding out the plate.r e rno v I ng the spindle nut (6-13)and lifting off the plates. notingthe hole in the govenor plate (7-13) in which the peg on the lowidle stop plate (8-13) engages. thenw Lt hd r aw Ln g the spindle from thebody. complete with the nut at theopposite end of the spindle

Issued 5/69

4c. INSPECTIONAND REPAIR u(a) Inspect the jet for wear.

(b) Check the throttle spindle forslackness .in the body.

(c) Check the mounting flange fordistortion. either by placing a steelrule across its longest length. 0& byplacing on a surface table and check­ing with feeler gauges. Correct anywarping by rubbing on a sheet offine emery cloth on a surface table.or by filing with a smooth file.Thoroughly clean after this opera­tion. u(d) Ensure that the slow runningfeed passages are clear.

4d. ASSEMBLY

Reverse the dismantling procedure.

4e. INSTALLATION uUsing a new gasket. reverse the

removal procedure. SLOWL Y TURNON THE FUEL SUPPLY.

4f. ADJUSTMENTS

(a) Start the engine and warm upto normal operating temperature.

(b) Adjust the slow running screw(9 -13) so that the engine runs asslowly as possible.

(c) Adjust the volume control screw(10-13) until the engine increasesspeed and runs evenly.

(d) Red uce the speed wit h the slowrunning screw (9 -13) and repeatop. (c)

(e) Finally adjust the slow runningscrew until the engine speed iswithin the range 500 to 525 rev/min.

NOTE: It is essential that these adjust­ments are made with the aircleanerfitted.

Issued 5/69

10-10

Fig.12.

Fig.13.

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