135 I

i
Perkins Phaser 135 Ti

Model AL (Euro 2)
WORKSHOP MANUAL
4 cylinder diesel engines for automotive applications
Publication TPD 1356E, Issue 2.
Proprietary information of Perkins Engines Company Limited, all rights reserved.
The information is correct at the time of print.
Published in January 1997 by Technical Publications.
Perkins Engines Company Limited, Peterborough, PE1 5NA, England.

ii
Perkins Approved Clear English
This publication is written in
Chapters
1 General information
2 Specifications
3 Cylinder head assembly
4 Piston and connecting rod assemblies
5 Crankshaft assembly
6 Timing case and drive assembly
7 Cylinder block assembly
8 Engine timing
9 Aspiration system
10 Lubrication system
11 Fuel system
12 Cooling system
13 Flywheel and housing
14 Electrical equipment
15 Auxiliary equipment
16 Special tools
The following pages contain a detailed table of contents
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Phaser 135 Ti
Contents
1 General information
Introduction ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 1
Engine identification . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 3
Safety precautions ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 4
Engine lift equipment ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 6
Viton seals . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 7
POWERPART recommended consumable products . ... ... ... ... ... ... ... ... ... ... ... ... ... 8
2 Specifications
Basic engine data . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 11
Data and dimensions ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 12
Thread sealant ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 28
Standard torque tensions ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 29
Special torque tensions ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 30
Compression test data . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 32
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3 Cylinder head assembly
General description ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 33
Rocker cover
Operation 3-1 To remove ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 34
Operation 3-2 To fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 35
Rocker assembly
Operation 3-3 To remove and to fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 36
Operation 3-4 To dismantle and to assemble ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 37
Operation 3-5 To inspect and to correct ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 38
Valve tip clearances
Operation 3-6 To check and to adjust ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 39
Valve springs
Operation 3-7 To change the valve springs (with cylinder head fitted) .. ... ... ... ... ... ... 40
Cylinder head assembly
Operation 3-9 To fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 44
Valves and valve springs
Operation 3-10 To remove . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 48
Operation 3-11 To fit .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 49
Operation 3-12 To inspect and to correct .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 50
Valve guides
Operation 3-13 To inspect . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 51
Operation 3-15 To fit .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 53
Cylinder head
Operation 3-16 To inspect and to correct .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 54
Operation 3-17 To correct a valve seat with a valve seat cutter ... ... ... ... ... ... ... ... ... 55
Operation 3-18 To fit valve seat inserts . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 56
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4 Piston and connecting rod assemblies
General description .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 57
Big end bearing
Operation 4-1 To remove .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 58
Operation 4-2 To fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 59
Operation 4-3 To inspect ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 59
Piston and connecting rod
Operation 4-5 To fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 61
Operation 4-6 To check the piston height above the cylinder block .. ... ... ... ... ... ... ... . 63
Piston rings
Operation 4-7 To remove and to fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 64
Piston and connecting rod assembly
Operation 4-8 To dismantle and to assemble ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 65
Operation 4-9 To renew ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 66
Operation 4-10 To check the length of a connecting rod .. ... ... ... ... ... ... ... ... ... ... ... . 67
Piston and piston rings
Operation 4-11 To inspect . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 69
Connecting rod
Operation 4-12 To inspect . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 70
Small end bush
Operation 4-13 To remove and to fit . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 71
Piston cooling jets
Operation 4-14 To remove and to fit . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 72
Operation 4-15 To check the jet alignment ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 73
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5 Crankshaft assembly
Crankshaft pulley and damper
Operation 5-2 To Inspect ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 77
Rear oil seal assembly
Operation 5-4 To renew the rear oil seal ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 79
Thrust washers
Operation 5-5 To check crankshaft end-float . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 80
Main bearings
Operation 5-7 To remove (with the crankshaft in position) ... ... ... ... ... ... ... ... ... ... ... 82
Operation 5-8 To fit (with the crankshaft in position) . ... ... ... ... ... ... ... ... ... ... ... ... ... 83
Operation 5-9 To inspect ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 83
Crankshaft
Operation 5-11 To fit .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 85
Operation 5-12 To inspect . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 87
6 Timing case and drive assembly
Timing case cover
Operation 6-2 To fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 91
Front oil seal
Operation 6-4 To fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 93
Idler gear and hub
Operation 6-6 To fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 95
Idler gear and hub for the Bendix compressor
Operation 6-8 To fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 97
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Phaser 135 Ti
Fuel pump gear
Operation 6-10 To fit . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 99
Camshaft gear
Operation 6-11 To remove and to fit . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 100
Crankshaft gear
Timing case
Operation 6-13 To remove ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 102
Operation 6-14 To fit . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 103
Camshaft and tappets
Operation 6-16 To fit . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 106
7 Cylinder block assembly
General description .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 107
Cylinder block
Operation 7-1 To dismantle ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 108
Operation 7-2 To assemble ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 109
Cylinder liner
Operation 7-5 To remove .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 112
Operation 7-6 To fit a partially finished liner .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 114
8 Engine timing
Engine timing
Operation 8-1 Flywheel and pin method to set the engine to top dead centre (TDC)
on the compression stroke .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 119
Operation 8-2 Reverse pin timing to set the engine to top dead centre (TDC) on the
compression stroke . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 120
Operation 8-3 Alternative method to set number 1 piston to TDC on the
compression stroke . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 121
Operation 8-4 To check the valve timing ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 122
Operation 8-5 To check the timing of the fuel injection pump ... ... ... ... ... ... ... ... ... ... 123
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9 Aspiration system
General description ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 125
Turbocharger
Operation 9-1 To remove ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 127
Operation 9-2 To fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 128
Operation 9-3 To clean the impeller and the compressor casing .. ... ... ... ... ... ... ... .. 130
Operation 9-4 To remove and to fit the actuator assembly of the waste-gate unit ... .. 131
Operation 9-5 To check and adjust the operation of the waste-gate . ... ... ... ... ... ... .. 132
Turbocharger faults ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 133
Open engine breather
Operation 9-6 To clean and to renew ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 135
10 Lubrication system
Engine lubrication system flow diagram . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 138
Filter canister
Operation 10-1 To renew ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 139
Filter head
Operation 10-2 To remove and to fit .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 140
Sump
Oil strainer and suction pipe
Operation 10-5 To inspect and to correct .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 142
Lubricating oil pump
Operation 10-6 To remove . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 143
Operation 10-7 To fit .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 144
Operation 10-8 To renew the shaft for the idler gear . ... ... ... ... ... ... ... ... ... ... ... ... .. 145
Operation 10-9 To inspect . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 146
Relief valve
Operation 10-10 To remove and to fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 147
Operation 10-11 To dismantle and to assemble ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 148
Operation 10-12 To inspect ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 148
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Phaser 135 Ti
11 Fuel system
Fuel filter element
Operation 11-1 To renew .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 151
Atomisers
Operation 11-2 Atomiser fault ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 152
Operation 11-4 To fit . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 154
Fuel lift pump
Operation 11-6 To dismantle . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 157
Operation 11-7 To assemble . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 158
Operation 11-8 To test .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 159
Bosch EPVE fuel injection pump ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 160
Operation 11-10 To fit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 162
Operation 11-11 To adjust - Bosch pump . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 165
Operation 11-12 To eliminate air from the fuel system . ... ... ... ... ... ... ... ... ... ... ... ... 166
12 Cooling system
Thermostats .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 170
Operation 12-2 To test .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 170
Coolant pump ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 171
Operation 12-4 To dismantle . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 172
Operation 12-5 To assemble . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 173
Lubricating oil cooler
Operation 12-7 To dismantle and to assemble . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 176
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13 Flywheel and housing
Flywheel
Ring gear
Flywheel housing
14 Electrical equipment
Operation 14-1 To check the drive belts ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 182
Operation 14-2 To adjust drive belt tension ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 183
Operation 14-3 To remove and to fit the drive belts ... ... ... ... ... ... ... ... ... ... ... ... ... .. 184
Operation 14-4 To remove, to fit and to maintain the alternator ... ... ... ... ... ... ... ... .. 185
Alternator fault diagnosis . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 186
Operation 14-6 To maintain the brush gear and the commutator .. ... ... ... ... ... ... ... .. 189
Operation 14-7 To test on the engine ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 189
Operation 14-8 To remove and to fit a port heater . ... ... ... ... ... ... ... ... ... ... ... ... ... .. 190
15 Auxiliary equipment
Operation 15-1 To remove . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 192
Operation 15-2 To fit .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 193
Power steering pump
Exhauster
16 Special tools
List of special tools ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 197
Workshop Manual, TPD 1356E, Issue 2 1
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Phaser 135 Ti
General information 1
Introduction
This Workshop Manual has been designed to provide assistance in the service and overhaul of Perkins Phaser
(Euro 2) engines. For overhaul procedures the assumption is made that the engine is removed from the
application. The engine conforms with European emissions legislation (Euro 2) for automotive applications.
Most of the general information which is included in the relevant User's Handbook (Chapters 1 to 6) has not
been repeated in this Workshop Manual and the two publications should be used together.
A Bosch EPVE fuel injection pump is fitted.
When reference is made to the "left" or "right" side of the engine, this is as seen from the flywheel end of the
engine.
Special tools have been made available and a list of these is given in Chapter 16, Special tools. Reference to
the relevant special tools is also made at the beginning of each operation.
POWERPART recommended consumable products are under "POWERPART recommended consumable
products" on page 8. Reference to the relevant consumable products is also made at the beginning of each
operation.
Data and dimensions are included in Chapter 2, Specifications.
Read and remember the "Safety precautions" on page 4. They are given for your protection and must be used
at all times.
Danger is indicated in the text by two methods:
Warning! This indicates that there is a possible danger to the person.
Caution: This indicates that there is a possible danger to the engine.
Note: Is used where the information is important, but there is not a danger.
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Phaser 135 Ti
Engine views
A
B
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Phaser 135 Ti
Engine identification
The Phaser 135Ti engine is rated at 135 bhp. The letters Ti indicate that the engine is turbocharged and
intercooled.
The latest Phaser 135Ti can be identified by the letters AL at the beginning of the engine number. The correct
identification of the engine is by the full engine number.
The engine number is stamped on a label (A1) which is fastened to the left side of the cylinder block. An
example of the engine number is:
AL30126U510256B
If you need parts, service or information for your engine, you must give the complete engine number to your
Perkins distributor. If there is a number in the area of the label marked TPL No., then this number must also
be given to your Perkins distributor.
Other important identification labels fitted to the engine include:
An emissions legislation label (A3) fitted to the side of the cylinder block.
A label (A2) with the fuel injection pump part numbers.
A
0043
2
3
1
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Phaser 135 Ti
Safety precautions
These safety precautions are important. You must refer also to the local regulations in the country of use.
Some items only refer to specific applications.
Only use these engines in the type of application for which they have been designed.
Do not change the specification of the engine.
Do not smoke when you put fuel in the tank.
Clean away fuel which has been spilt. Material which has been contaminated by fuel must be moved to a
safe place.
Do not put fuel in the tank while the engine runs (unless it is absolutely necessary).
Do not clean, add lubricating oil, or adjust the engine while it runs (unless you have had the correct training;
even then extreme care must be used to prevent injury).
Do not make adjustments that you do not understand.
Ensure that the engine does not run in a location where it can cause a concentration of toxic emissions.
Other persons must be kept at a safe distance while the engine or auxiliary equipment is in operation.
Do not permit loose clothing or long hair near moving parts.
Keep away from moving parts during engine operation.
Warning! Some moving parts cannot be seen clearly while the engine runs.
Do not operate the engine if a safety guard has been removed.
Do not remove the filler cap or any component of the cooling system while the engine is hot and while the
coolant is under pressure, because dangerous hot coolant can be discharged.
Do not use salt water or any other coolant which can cause corrosion in the closed circuit of the cooling
system.
Do not allow sparks or fire near the batteries (especially when the batteries are on charge) because the
gases from the electrolyte are highly flammable. The battery fluid is dangerous to the skin and especially
to the eyes.
Disconnect the battery terminals before a repair is made to the electrical system.
Only one person must control the engine.
Ensure that the engine is operated only from the control panel or from the operators position.
If your skin comes into contact with high-pressure fuel, obtain medical assistance immediately.
Diesel fuel and lubricating oil (especially used lubricating oil) can damage the skin of certain persons.
Protect your hands with gloves or a special solution to protect the skin.
Do not wear clothing which is contaminated by lubricating oil. Do not put material which is contaminated
with oil into the pockets of clothing.
Discard used lubricating oil in a safe place to prevent contamination.
Ensure that the control lever of the transmission drive is in the "out-of-drive" position before the engine is
started.
Use extreme care if emergency repairs must be made in adverse conditions.
The combustible material of some components of the engine (for example certain seals) can become
extremely dangerous if it is burned. Never allow this burnt material to come into contact with the skin or with
the eyes. Refer to "Viton seals" on page 7.
Read and use the instructions relevant to "Engine lift equipment" on page 6.
Always use a safety cage to protect the operator when a component is to be pressure tested in a container
of water. Fit safety wires to secure the plugs which seal the hose connections of a component which is to
be pressure tested.
Continued
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Phaser 135 Ti
Do not allow compressed air to contact your skin. If compressed air enters your skin, obtain medical help
immediately.
Turbochargers operate at high speed and at high temperatures. Keep fingers, tools and items away from
the inlet and outlet ports of the turbocharger and prevent contact with hot surfaces.
Do not clean an engine while it runs. If cold cleaning fluids are applied to a hot engine, certain components
on the engine may be damaged.
Fit only genuine Perkins parts.
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Phaser 135 Ti
Engine lift equipment
The maximum weight of the engine without coolant, lubricant or a gearbox fitted will vary for different
applications. It is recommended that lift equipment of the minimum capacity 500 kg (1100 lbs) is used. Before
the engine is lifted:
Always use lift equipment of the approved type and of the correct capacity to lift the engine. It is
recommended that lift equipment of the type shown in (A) is used, to provide a vertical lift directly above
the engine lift brackets (A1). Never use a single lift bracket to raise an engine.
Check the engine lift brackets for damage and that they are secure before the engine is lifted. The torque
for the setscrews for the engine lift brackets is 44 Nm (33 lbf ft) 4,5 kgf m.
To prevent damage to the rocker cover, ensure that there is clearance between the hooks and the rocker
cover.
Use lift equipment or obtain assistance to lift heavy engine components such as the cylinder block, cylinder
head, balancer unit, flywheel housing, crankshaft and flywheel.
A
1
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Phaser 135 Ti
Viton seals
Some seals used in engines and in components fitted to engines are made of Viton.
Viton is used by many manufacturers and is a safe material under normal conditions of operation.
If Viton is burned, a product of this burnt material is an acid which is extremely dangerous. Never allow this
burnt material to come into contact with the skin or with the eyes.
If it is necessary to come into contact with components which have been burnt, ensure that the precautions
which follow are used:
Ensure that the components have cooled.
Use Neoprene gloves and discard the gloves safely after use.
Wash the area with calcium hydroxide solution and then with clean water.
Disposal of components and gloves which are contaminated must be in accordance with local regulations.
If there is contamination of the skin or eyes, wash the affected area with a continuous supply of clean water or
with calcium hydroxide solution for 15-60 minutes. Obtain immediate medical attention.
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Phaser 135 Ti
POWERPART recommended consumable products
Perkins have made available the products recommended below in order to assist in the correct operation,
service and maintenance of your engine and your machine. The instructions for the use of each product are
given on the outside of each container. These products are available from your Perkins distributor.
POWERPART Antifreeze
Protects the cooling system against frost and corrosion. Part number 1 litre 21825166 or 5 litres 21825167.
POWERPART Atomiser thread sealant
To seal the threads of the atomiser into the cylinder head. Currently Hylomar Advance Formulation. Part
number 21825474.
POWERPART Chisel
Allows easy removal of old gaskets and joints. Currently Loctite chisel. Part number 21825163.
POWERPART Compound
To seal the outer diameter of seals. Currently Loctite Forma Gasket No 2. Part number 1861147.
POWERPART Easy Flush
Cleans the cooling system. Part number 2182501
POWERPART Gasket eliminator
Improves flange sealing when a gasket is not used. It provides a seal with temperature resistance that is
flexible in positions where vibration and pressure occur. Currently Loctite 515. Part number 21826040.
POWERPART Jointing compound
Universal jointing compound which seals joints. Currently Hylomar. Part number 1861155 or 1861117.
POWERPART Lay-Up 1
A diesel fuel additive for protection against corrosion. Part number 1772204.
POWERPART Lay-Up 2
Protects the inside of the engine and of other closed systems. Part number 1762811.
POWERPART Lay-Up 3
Protects outside metal parts. Part number 1734115.
POWERPART Liquid gasket
To seal flat faces of components where no joint is used. Especially suitable for aluminium components.
Currently Loctite 518. Part number 21820518.
POWERPART Nutlock
To retain and seal threaded fasteners and cup plugs where easy removal is necessary. Currently Loctite 242e.
Part number 21820242.
POWERPART Platelock
For tight fitted metal surfaces. Suitable for metal plated surfaces and stainless steel, Currently Loctite 243. Part
number 21826039.
Continued
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Phaser 135 Ti
POWERPART Repel
Dries damp equipment and gives protection against corrosion. Passes through dirt and corrosion to lubricate
and to assist removal of components. Currently Loctite repel. Part number 21825164.
POWERPART Retainer (oil tolerant)
To retain components which have a transition fit. Currently Loctite 603. Part number 21820603.
POWERPART Retainer (high strength)
To retain components which have an interference fit. Currently Loctite 638. Part number 21820638.
POWERPART Silicone adhesive
An RTV silicone adhesive for application where low-pressure tests occur before the adhesive sets. Used to
prevent leakage where movement of the joint occurs. Currently Loctite 5900. Part number 21826038.
POWERPART Silicone rubber sealant
Silicone rubber sealant which prevents leakage through gaps. Currently Hylosil Part number 1861108.
POWERPART Studlock
To permanently retain large fasteners and studs. Currently Loctite 270. Part number 21820270.
POWERPART Threadlock
To retain small fasteners where easy removal is necessary. Currently Loctite 222e. Part number 21820222.
POWERPART Threadlock (hydraulic/pneumatic)
To retain and seal pipe connections with fine threads. Especially suitable for hydraulic and pneumatic systems.
Currently Loctite 542. Part number 21820542
POWERPART Threadlock (pipe)
To retain and seal pipe connections with coarse threads. Pressure systems can be used immediately.
Currently Loctite 575. Part number 21820575.
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Phaser 135 Ti
Specifications 2
Basic engine data
Number of cylinders. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 4
Cylinder arrangement .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... In-line
Cycle ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... Four stroke
Direction of rotation . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... Clockwise from the front
Induction system.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . Turbocharged/intercooled
Combustion system. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...Direct injection
Nominal bore ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 100 mm (3.937 in)
Stroke .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 127 mm (5.000 in)
Compression ratio ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 17.25:1
Cubic capacity . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .4 litres (243 in
3
)
Firing order .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 1, 3, 4, 2
Valve tip clearance (cold):
Inlet .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 0,20 mm (0.008 in)
Exhaust ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 0,45 mm (0.018 in)
Lubricating oil pressure
(1)
... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .280 kpa (40 lbf/in
2
) 2,8 kgf/cm
2
(1) Minimum at maximum engine speed and normal engine temperature.
2
Phaser 135 Ti
Data and dimensions
Note: This information is given as a guide for personnel engaged on engine overhauls. The dimensions which
are shown are those which are mainly used in the factory. The information applies to all engines, unless an
engine type code is shown.
Cylinder head
Angle of valve seat:
Exhaust .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 46 (88 included angle)
Inlet ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 46 (88 included angle)
Leak test pressure . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 200 kPa (29 lbf/in
2
) 2,04 kgf/cm
2
Head thickness .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 102,79/103,59 mm (4.047/4.078 in)
Finish grade of head face for cylinder head gasket ... ... ... ... ... ... ... ... ... ... ... ... ... ... 1,10/3,20 micrometers
Diameter of parent bore for valve guide:
Inlet ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ..13,00/13,027 mm (0.5118/0.5128 in)
Exhaust .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ..14,00/14,027 mm (0.5512/0.5522 in)
Minimum permissible thickness after head face has been machined ... ... ... ... ... ... ... ..102,48 mm (4.035 in)
Maximum permissible distortion of cylinder head
A1... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ..0,08 mm (0.003 in)
A2... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ..0,15 mm (0.006 in)
A3... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ..0,15 mm (0.006 in)
3
1 1 1 1 1
3
2
2
A
A0348
2
Phaser 135 Ti
Inlet and exhaust valves
Inlet valves
Diameter of valve stem ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 8,953/8,975 mm (0.3525/0.3533 in)
Clearance in valve guide . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 0,025/0,069 mm (0.001/0.0027 in)
Diameter of valve head ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 42,88/43,12 mm (1.688/1.698 in)
Angle of valve face .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .45
Full length ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 122,65/123,30 mm (4.829/4.854 in)
Seal arrangement ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...Rubber seal fitted to valve guide
Depth of valve head below the face of cylinder head:
Production limits .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 1,40/1,70 mm (0.055/0.067 in)
Service limit . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 1,95 mm (0.077 in)
Exhaust valves
Diameter of valve stem ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 8,938/8,960 mm (0.3519/0.3528 in)
Clearance in valve guide . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 0,040/0,84 mm (0.0016/0.0033 in)
Maximum clearance in valve guide . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 0,104 mm (0.0041 in)
Diameter of valve head ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 40,88/41,12 mm (1.609/1.619 in)
Angle of valve face .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .45
Full length ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 122,65/123,30 mm (4.829/4.854 in)
Seal arrangement ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...Rubber seal fitted to valve guide
Depth of valve head below face of cylinder head:
2
Phaser 135 Ti
Valve seat inserts
Dimensions of recesses for valve seat inserts
Measurement Inlet Exhaust
A1 10,585/10,715 mm (0.4167/0.4219 in) 10,585/10,715 mm (0.4167/0.4219 in)
A2 45,535/45,560 mm (1.7927/1.7937 in) 43,535/43,560 mm (1.7139/1.7149 in)
A3 Radius 0,38 mm (0.015 in) maximum Radius 0,38 mm (0.015 in)
3
3
2
1
A
A0068
2
Phaser 135 Ti
Valve seat insert tool
Measurement Inlet Exhaust
A1 1,5 mm (0.06 in) 1,5 mm (0.06 in)
A2 20 mm (0.800 in) 20 mm (0.80 in)
A3 7,0 mm (0.28 in) 7,0 mm (0.28 in) maximum
A4 100 mm (4.00 in) 100 mm (4.00 in)
A5 37,25/37,45 mm (1.467/1.474 in) 34,38/34,58 mm (1.354/1.361 in)
A6 44,75/45,00 mm (1.772/1.762 in) 42,75/43,00 mm (1.683/1.693 in)
A7 Radius 1,4 mm (0.055) maximum Radius 1,4 mm (0.055 in) maximum
A8 Radius 1,5 mm (0.06) Radius 1,5 mm (0.06 in)
A9 1,5 mm (0.06 in) 1,5 mm (0.06 in)
A10 8,884/8,920 mm (0.3498/0.3512 in) 8,884/8,920 mm (0.3498/0.3512 in)
6
5 1
2
3
8
9
9
10
7
4
1
A
A0069
2
Phaser 135 Ti
Valve guides and springs
Valve guides
Inside diameter of partially finished guide.. ... ... ... ... ... ... ... ... ... ... ... ... 8,600/8,700 mm (0.3386/0.3425 in)
Inside diameter of finished guide ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 9,000/9,022 mm (0.3543/0.3552 in)
Outside diameter:
Inlet ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 13,034/13,047 mm (0.5131/0.5137 in)
Exhaust .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 14,034/14,047 mm (0.5525/0.5530 in)
Interference fit of valve guide in cylinder head... ... ... ... ... ... ... ... ... ... ... 0,047/0,007 mm (0.0003/0.0019 in)
Full length .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 51,25 mm (2.018 in)
Protrusion from bottom of recess for valve spring . ... ... ... ... ... ... ... ... ... ... 15,15/14,85 mm (0.585/0.596 in)
Inlet valve springs
Fitted length ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 39,0 mm (1.54 in)
Load at fitted length ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 258,5/291,5 N (58.1/65.5 lbf) 26,4/29,7 kgf
Number of active coils ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 3.5
Number of damper coils. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 0
Direction of coils. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . Left hand
Exhaust valve springs
Fitted length ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 39,0 mm (1.54 in)
Load at fitted length ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 413.25/456,75 N (92.9/102.7 lbf) 42,2/46,6 kgf
Number of active coils ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 4
Number of damper coils. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 0
Direction of coils. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . Left hand
Tappets, rocker shaft, rocker levers and bushes
Tappets
Diameter of tappet stem. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 18,99/19,01 mm (0.7475/0.7485 in)
Diameter of tappet bore in cylinder block... ... ... ... ... ... ... ... ... ... ... ... ... 19,05/19,08 mm (0.7500/0.7512 in)
Clearance of tappet in cylinder block. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 0,04/0,09 mm (0.0015/0.0037 in)
Rocker shaft
Outside diameter ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 19,01/19,04 mm (0.7485/0.7495 in)
Rocker levers and bushes
Diameter of parent bore for bush... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 22,23/22,26 mm (0.8750/0.8762 in)
Outside diameter of bush... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 22,28/22,31 mm (0.8770/0.8785 in)
Interference fit of bush in rocker lever ... ... ... ... ... ... ... ... ... ... ... ... ... ... 0,020/0,089 mm (0.0008/0.0035 in)
Internal diameter of fitted bush when reamed ... ... ... ... ... ... ... ... ... ... ... 19,06/19,10 mm (0.7505/0.7520 in)
Clearance between rocker lever bush and rocker shaft. ... ... ... ... ... ... ... ... ..0,03/0,09 mm (0.001/0.0035 in)
Maximum permissible clearance between rocker lever bush and rocker shaft.. ... ... ... ... ..0,13 mm (0.005 in)
2
Phaser 135 Ti
Pistons and connecting rods
Pistons
Type. ... ... ... ... ... ... ... ... ... ... ... ... ... ... . "Fastram" combustion bowl inserted top ring groove, graphite skirt
Diameter of bore for gudgeon pin ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 39,703/39,709 mm (1.5631/1.5633 in)
Height of piston above top face of cylinder block ... ... ... ... ... ... ... ... ... ... ... .. 0,26/0,50 mm (0.010/0.020 in)
Width of groove for top ring . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .Tapered
Width of groove for second ring... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 2,56/2,58 mm (0.1008/0.1016 in)
Width of groove for third ring ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 3,54/3,56 mm (0.1393/0.1401 in)
Service height grades.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... "H" and "L"
Piston cooling jets
Valve open pressure ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 178/250 kPa (26/36 lbf/in
2
) 1,8/2,6 kgf/cm
2
Piston rings
Top compression ring.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... Barrel face, molybdenum insert, wedge
Second compression ring ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... Taper face, cast iron, outside bottom step
Oil scraper ring ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. Coil spring loaded, chromium faced
Width of top ring .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .Tapered
Width of second ring ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 2,48/2,49 mm (0.097/0.098 in)
Width of third ring ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 3,47/3,49 mm (0.1366/0.1374 in)
Clearance of top ring in groove ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...Wedge
Clearance of second ring in groove. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 0,07/0,1 mm (0.003/0.004 in)
Clearance of third ring in groove . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 0,05/0,09 mm (0.002/0.003 in)
Gap of top ring. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 0,28/0,63 mm (0.011/0.025 in)
Gap of second ring .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 0,40/0,85 mm (0.016/0.034 in)
Gap of third ring... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 0,25/0,75 mm (0.010/0.031 in)
Connecting rods
Type. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 'H' section, wedge shape small end
Location of cap to connecting rod ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . Flat joint face with dowels
Diameter of parent bore for big end. ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 67,21/67,22 mm (2.6460/2.6465 in)
Diameter of parent bore for small end. ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 43,01/43,04 mm (1.693/1.694 in)
Length grades.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. F, G, H, J, K, L
Service length grade ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... S
Big end bearings
Type:
Turbocharged engines. ... ... ... ... ... ... ... ... ... ... ... . Steel back, lead bronze bearing material with lead finish
Width:
Turbocharged engines. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 31,55/31,88 mm (1.240/1.255 in)
Thickness at centre of bearings:
Naturally aspirated engines. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 1,835/1,842 mm (0.0723/0.0725 in)
Turbocharged engines. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 1,835/1,844 mm (0.0723/0.0726 in)
Bearing clearance:
Turbocharged engines. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 0,030/0,081 mm (0.0012/0.0032 in)
Available undersize bearings... ... ... ... ... ... -0,25 mm (-0.010 in); -0,51 mm (-0.020 in); -0,76 mm (-0.030 in)
Continued
2
Phaser 135 Ti
Gudgeon pins
Production:
Type... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... Fully floating
Outside diameter ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 39,694/39,700 mm (1.5628/1.5630 in)
Clearance fit in piston boss ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 0,003/0,015 mm (0.0001/0.0006 in)
Small end bushes
Type... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . Steel back, lead bronze tin bearing materials
Outside diameter ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 43,11/43,15 mm (1.6972/1.6988 in)
Inside diameter (reamed)... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 39,723/39,738 mm (1.5638/1.5645 in)
Clearance between bush in small end and gudgeon pin ... ... ... ... ... ... ... 0,023/0,044 mm (0.0009/0.0017 in)
Crankshaft
Diameter of main journals.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 76,16/76,18 mm (2.998/2.999 in)
Maximum wear and ovality on journals and crank pins . ... ... ... ... ... ... ... ... ... ... ... ... ... 0,04 mm (0.0016 in)
Width of front journal .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 36,93/37,69 mm (1.454/1.484 in)
Width of centre journal ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 44,15/44,22 mm (1.738/1.741 in)
Width of all other journals .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 39,24/39,35 mm (1.545/1.549 in)
Diameter of crank pins... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 63,47/63,49 mm (2.499/2.500 in)
Width of crank pins ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 40,35/40,42 mm (1.589/1.591 in)
Diameter of flange.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 133,27/133,37 mm (5.247/5.251 in)
Depth of recess for spigot bearing. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 20,22/20,98 mm (0.796/0.826 in)
Bore of recess for spigot bearing... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 46,96/46,99 mm (1.849/1.850 in)
Crankshaft end-float... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 0,05/0,38 mm (0.002/0.015 in)
Maximum permissible end-float . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ..0,51 mm (0.020 in)
Fillet radii of journals and crank pins.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 3,68/3,96 mm (0.145/0.156 in)
Undersize journals and crank pins. ... ... ... .. -0,25 mm (-0.010 in); -0,51 mm (-0.020 in); -0,76 mm (-0.030 in)
Crankshaft heat treatment: ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... Nitrocarburised
2
Phaser 135 Ti
Crankshaft overhaul
Notes:
Nitrocarburised crankshafts must be hardened again each time they are machined. These crankshafts
must be nitrocarburised or, if this process is not available, they can be nitrided for 20 hours. If neither
process is available a new crankshaft, or Power Exchange crankshaft, must be fitted.
Check the crankshaft for cracks before and after it is ground. Demagnetise the crankshaft after it has been
checked for cracks.
After the crankshaft has been machined remove any sharp corners from the lubricating oil holes.
Surface finish and fillet radii must be maintained.
The finished sizes for crankshaft journals (A) which have been ground undersize are given in the table below.
Surface finish for journals, crank pins and fillet radii must be 0,4 microns (16 micro inches).
Surface finish for seal area of crankshaft palm must be 0,4/1,1 microns (16/43 micro inches).
Continued
Item
0,25 mm
(0.010 in)
0,51 mm
(0.020 in)
0,76 mm
0.030 in)
1
75,905/75,926 mm
(2.9884/2.9892 in)
75,651/75,672 mm
(2.9784/2.9792 in)
75,397/75,418 mm
(2.9684/2.9692 in)
2
63,216/63,236 mm
(2.4888/2.4896 in)
62,962/62,982 mm
(2.4788/2.4796 in)
62,708/62,728 mm
(2.4688/2.4696 in)
3 39,47 mm (1.554 in) maximum - -
4 37,82 mm (1.489 in) maximum - -
5 44,68 mm (1.759 in) maximum - -
6 40,55 mm (1.596 in) maximum - -
7 133,17 mm (5.243 in) minimum - -
8 Do not machine this diameter - -
9 3,68/3,96 mm (0.145/0.156 in) - -
A
A0349
4 3 5 3
9 7 1
9
2
9
1
2
9
1
9
2
9
1
9
9
2
9
1
6 6 6 6 8
3
4,8mm
0.189in
2
Phaser 135 Ti
With the crankshaft on mountings at the front and rear journals, the maximum run-out (total indicator reading)
at the journals must not be more than shown below:
Run-out must not be opposite. The difference in run-out between one journal and the next must not be more
than 0,10 mm (0.004 in).
Run-out on the crankshaft pulley diameter, rear oil seal diameter and the rear flange diameter must not be
more than 0,05 mm (0.002 in) total indicator reading.
Crankshaft bearings and thrust washers
Main bearings
Type (All bearings). ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .Steel back, 20% tin-aluminium bearing material
All other bearings... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .Steel back, 20% tin-aluminium bearing material
Bearing width
Centre bearing ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 36,32/36,70 mm (1.430/1.445 in)
All other bearings... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 31,62/31,88 mm (1.245/1.255 in)
Bearing thickness at centre
All bearings ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 2,083/2,089 mm (0.0820/0.0823 in)
Bearing clearance
All bearings ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 0,057/0,117 mm (0.0022/0.0046 in)
Available undersize bearings. ... ... ... ... ... .. -0,25 mm (-0.010 in); -0,51 mm (-0.020 in); -0,76 mm (-0.030 in)
Crankshaft thrust washers
Type... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... Steel back, lead bronze bearing material
Position .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... Each side of centre main bearing
Thickness:
Standard ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 2,26/2,31 mm (0.089/0.091 in)
Oversize. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 2,45/2,50 mm (0.096/0.098 in)
Journal Crankshafts
1 Mounting
2 0,08 mm (0.003 in)
3 0,15 mm (0.006 in)
4 0,08 mm (0.003 in)
5 Mounting
6 -
7 -
2
Phaser 135 Ti
Timing case and drive assembly
Camshaft
Diameter of number 1 journal .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 50,71/50,74 mm (1.9965/1.9975 in)
Diameter of number 2 journal .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 50,46/50,48 mm (1.9865.1.9875 in)
Diameter of number 3 journal .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 49,95/49,98 mm (1.9665/1.9675 in)
Clearance of all journals.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 0,06/0,14 mm (0.0025/0.0055 in)
Cam lift:
Inlet .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 7,62/7,69 mm (0.2999/0.3029 in)
Exhaust ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 7,71/7,79 mm (0.3036/0.3066 in)
Maximum permissible ovality and wear on journals ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 0,05 mm (0.021 in)
End-float:
Width of spigot for thrust washer . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 5,64/5,89 mm (0.222/0.232 in)
Camshaft thrust washer
Type. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...360
Depth of recess in cylinder block for thrust washer . ... ... ... ... ... ... ... ... ... ... .. 5,46/5,54 mm (0.215/0.218 in)
Thickness of thrust washer.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 5,49/5,54 mm (0.216/0.218 in)
Relationship of thrust washer to front face of cylinder block ... ... ... ... ... ... -0,05/+0,08 mm (-0.002/+0.003 in)
Camshaft gear
Number of teeth... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 56
Diameter of bore.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 34,93/34,95 mm (1.3750/1.3760 in)
Outside diameter of hub of camshaft... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 34,90/34,92 mm (1.3741/1.3747 in)
Clearance fit of gear on hub ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 0,008/0,048 mm (0.0003/0.0019 in)
Fuel pump gear
Number of teeth... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 56
Bore. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 36,00/36,06 mm (1.417/1.419 in)
Clearance fit on hub ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 0,003/0,075 mm (0.0001/0.0030 in)
Crankshaft gear
Number of teeth... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 28
Diameter of bore.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 47,625/47,650 mm (1.8750/1.8760 in)
Diameter of hub for gear on crankshaft ... ... ... ... ... ... ... ... ... ... ... ... .. 47,625/47,645 mm (1.8750/1.8758 in)
Transition fit of gear on crankshaft .. ... ... ... ... ... ... ... ... ... ... ... ... ... -0,020/+0,048 mm (-0.0008/+0.0010 in)
Idler gear and hub
Number of teeth... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 63
Diameter of bore of gear.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 57,14/57,18 mm (2.2495/2.2512 in)
Width of gear and split bush assembly (fitted in position) ... ... ... ... ... ... ... .. 30,14/30,16 mm (1.186/1.187 in)
Inside diameter of flanged bushes (fitted in position) .. ... ... ... ... ... ... ... ... 50,78/50,80 mm (1.9999/2.000 in)
Outside diameter of hub .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 50,70/50,74 mm (1.9960/1.9975 in)
Clearance of bushes on hub ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 0,04/0,10 mm (0.0016/0.0039 in)
End float of gear:
Service limits ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 0,38 mm (0.015 in)
Backlash for all gears .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 0,08 mm (0.003 in) minimum
Continued
2
Phaser 135 Ti
Number of teeth . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 32
Diameter of bore of gear ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 55,010/55,025 mm (2.1657/2.1663 in)
Outside diameter of hub. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 50,000/49,990 mm (1.9960/1.9975 in)
End float of gear with needle roller bearing fitted... ... ... ... ... ... ... ... ... ... ... ... 0,12/0,16 mm (0.005/0.006 in)
Backlash gear ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 0.07 mm (0.003 in) minimum
Cylinder block assembly
Cylinder block
Height between top and bottom faces ... ... ... ... ... ... ... ... ... ... ... ... ... 441,12/441,33 mm (17.367/17.375 in)
Diameter of parent bore for cylinder liner... ... ... ... ... ... ... ... ... ... ... ... ... 104,20/104,23 mm (4.103/4.104 in)
Depth of recess for flange of cylinder liner. ... ... ... ... ... ... ... ... ... ... ... ... ... ... 3,81/3,91 mm (0.150/0.154 in)
Diameter of recess for flange of cylinder liner ... ... ... ... ... ... ... ... ... ... ... 107,82/107,95 mm (4.245/4.250 in)
Diameter of parent bore for main bearing.. ... ... ... ... ... ... ... ... ... ... ... 80,416/80,442 mm (3.1660/3.1670 in)
Camshaft bore diameter
Number 1 (for bush)... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 55,56/55,59 mm (2.188/2.189 in)
Number 2 ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 50,55/50,60 mm (1.990/1.992 in)
Number 3 ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 50,04/50,09 mm (1.970/1.972 in)
Bore of bush for number 1 camshaft journal .. ... ... ... ... ... ... ... ... ... ... ... ... 50,79/50,85 mm (2.000/2.002 in)
Cylinder liners
Type:
Production.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. Dry, interference fit, flanged, with flame ring
Partially finished liner . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. Dry, interference fit, flanged, with flame ring
Outside diameter of production liner .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... 104,25/104,28 mm (4.105/4.106 in)
Interference fit of production liner .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 0,03/0,08 mm (0.001/0.003 in)
Inside diameter of production liner. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 100,00/100,03 mm (3.937/3.938 in)
Maximum permissible wear of liner bore ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ..0,25 mm (0.010 in)
Thickness of flange ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 3,81/3,86 mm (0.150/0.152 in)
Relative position of top of liner flange to top face of cylinder block ... ... ... ... ... ... ... 0,10 mm (0.004 in) above
... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 0,10 mm (0.004 in) below
2
Phaser 135 Ti
Cylinder liner specifications
Caution: Specialist training and equipment is needed to machine the finish of a partially finished liner. For
further information contact your nearest Perkins Distributor.
Partially finished liner
Interference fit of liner in parent bore... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 0,025/0,076 mm (0.003/0.001 in)
Inside diameter of partially machined liner .. ... ... ... ... ... ... ... ... ... ... .. 99,162/99,415 mm (3.9040/3.9139 in)
Surface finish of the preliminary bore
Final size of liner before it is honed. ... ... ... ... ... ... ... ... ... ... ... ... ... .. 99,873/99,924 mm (3.9320/3.9340 in)
Grade of surface finish ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... RA 3,2 to 4,0 micrometers
Maximum ovality and taper.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 0,02 mm (0.0008 in)
Surface finish of the diamond hone
Hone angle (cross hatch) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .35
Surface finish size, diamond honed. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 99,95 mm (3.9350 in)
Maximum ovality and taper.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 0,012 mm (0.0005 in)
Surface finish of the silicone carbide base hone
Hone angle (cross hatch) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .35
Surface finish size, silicon carbide base hone. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 100,012 mm (3.9374 in)
Maximum ovality and taper.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 0,010 mm (0.0004 in)
Surface finish of the silicone carbide plateau hone
Final surface finish size, silicon carbide (plateau hone) .. ... ... ... ... ... ... ... ... ... ... ... 100,017 mm (3.9376 in)
Final surface finish grade, silicon carbide (plateau hone) ... ... ... ... ... ... ... ... ... ... ... ... 0,65/1,3 micrometers
Turbocharger
The make and type of turbocharger fitted is marked on the turbocharger identification plate.
Make and type. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... Garrett T20
Waste-gate test pressure for rod movement of 1,00 mm (0.039 in)
Waste-gate pressure ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 150 kPa (21.8 lbf/in
2
) 1,53 kgf/cm
2
2
Phaser 135 Ti
Lubrication system
Type... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. Differential rotor, gear driven
Number of lobes. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...Inner rotor 6, outer rotor 7
Clearance of outer rotor to body ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 0,15/0,34 mm (0.006/0.013 in)
Clearance of inner rotor to outer rotor ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 0,04/0,13 mm (0.0015/0.0050 in)
End-float of rotor assembly ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 0,03/0,10 mm (0.001/0.004 in)
Idler gear for lubricating oil pump
End float. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 0,012/0,643 mm (0.0005/0.0253 in)
Inside diameter of bush (fitted) .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 22,23/22,26 mm (0.875/0.866 in)
Outside diameter of idler shaft ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 22,19/22,21 mm (0.873/0.874 in)
Clearance of bush of idler gear on shaft ... ... ... ... ... ... ... ... ... ... ... ... ... 0,020/0,066 mm (0.0008/0.0026 in)
Oil pressure relief valve (standard)
Diameter of bore for plunger .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 18,24/18,27 mm (0.718/0.719 in)
Outside diameter of plunger... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 18,16/18,18 mm (0.715/0.716 in)
Clearance of plunger in bore.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 0,06/0,11 mm (0.002/0.004 in)
Length of spring (fitted) .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ..59,8 mm (2.4 in)
Load on spring (fitted) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 15,9/23,1 N (3.6/5.2 lbf) 1,6/2,4 kgf
Pressure to open valve .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 415/470 kPa (60/68 lbf/in
2
) 4,2/4,8 kgf/cm
2
Oil filter
Type... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .Full flow, screw-on type canister
Pressure to open by-pass valve in filter . ... ... ... ... ... ... ... ... ... ... ... .. 55/83 kPa (8/12 lbf/in
2
) 0,6/0,8 kgf/cm
2
Pressure to open by-pass valve in oil cooler . ... ... ... ... ... ... ... ... ... ... ... ... .. 172 kPa (25 lbf/in
2
) 1,8 kgf/cm
2
2
Phaser 135 Ti
Fuel system
Fuel injection pump
Type. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... Bosch EPVE, pin timed, with a locking screw
Direction of rotation from drive end . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. Clockwise from drive end
Fuel lift pump
Type. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... Diaphragm, A.C.Delco, type XD
Method of drive ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... Eccentric on camshaft of engine
Static pressure (no delivery) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 42/70 kPa (6/10 lbf/in
2
) 0,4/0,7 kgf/cm
2
Test pressure (75% of minimum static pressure) ... ... ... ... ... ... ... ... ... ... ... 31 kPa (4.5 lbf/in
2
) 0,32 kgf/cm
2
Fuel filter
Type. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. Single element
Atomiser service settings
The code letters are stamped on the side of the atomiser body just below the connection for the nut of the high
pressure pipe.
Coolant pump
Type. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . Centrifugal, gear driven
Outside diameter of shaft ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 18,95/18,96 mm (0.7460/0.7465 in)
Diameter of bore of drive gear. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 18,90/18,92 mm (0.7441/0.7449 in)
Interference fit of drive gear on shaft ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 0,03/0,06 mm (0.0012/0.0024 in)
Diameter of bore of impeller ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 15,87/15,89 mm (0.6249/0.6257 in)
Outside diameter of shaft for impeller.. ... ... ... ... ... ... ... ... ... ... ... ... ... .. 15,91/15,92 mm (0.6264/0.6268 in)
Interference fit of impeller on shaft .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 0,02/0,05 mm (0.0007/0.0020 in)
Diameter of bore for bearing ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 38,06/38,08 mm (1.4983/1.4993 in)
Diameter of bearing. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 38,09/38,10 mm (1.4995/1.5000 in)
Interference fit of bearing in pump body.. ... ... ... ... ... ... ... ... ... ... ... ... ... .. 0,01/0,04 mm (0.0004/0.0016 in)
Dimension of impeller boss to front face of pump body (fitted) ... ... ... ... ... ... ... . 7,7/8,0 mm (0.303./0.315 in)
Dimension of gear from rear flat face of pump body (fitted) ... ... ... ... ... ... ... .. 21,0/21,5 mm (0.827/0.846 in)
Dimension of gear from rear face of bearing (fitted) ... ... ... ... ... ... ... ... ... ... .. 0,47/1,53 mm (0.018/0.060 in)
Code Holder Nozzle
Set and reset pressure
atm (lbf/in
2
) MP
KJ 2645A315 2645A631 250 3675 25,3
2
Phaser 135 Ti
Thermostat
Type... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. Twin, wax capsule type, with by-pass blanking
Flywheel and housing
Limits for flywheel housing run-out and alignment (total indicator reading)
Alternator
Note: The information which follows is general and can change with specific applications.
Make and type ... ... ... ... ... ... ... ... ... ... ... ... .. Lucas AC5RS, Magneti Marelli A127, Bosch KI and Bosch NI
Rating:
Lucas AC5RS ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 24V/55A
Magneti Marelli A127 . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 12V/55A or 12V/65A or 12V/72A
Bosch KI. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 12V/55A
Bosch NI ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 24V/55A
Rotation.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... Clockwise from drive end
Starter motor
Make and type ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... Lucas S115, Magneti Marelli M127 or Bosch JF
Voltage:
Lucas S115 ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 12V or 24V
Magneti Marelli M127. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 12V
Bosch JF ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 12V or 24V
Number of teeth on pinion.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 10
Maximum starter cable resistance at 200 C (680 F):
12V. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 0,0017 ohms
24V. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 0,0034 ohms
Nominal temperature stamped on
thermostat by-pass valve
"Start to open"
temperature
"Fully open"
temperature
Minimum valve lift, fully
open
82 C
(180 F)
77/85 C
(170/185 F)
92/98 C
(198/208 F)
9 mm
(0.35 in)
Diameter of housing flange bore Maximum limit (total indicator reading)
mm in mm in
362 14.25 0,23 0.009
410 16.14 0,25 0.010
448 17.63 0,28 0.011
511 20.11 0,30 0.012
584 22.99 0,36 0.014
648 25.51 0,41 0.016
787 30.98 0,48 0.019
2
Phaser 135 Ti
Starting aids
Type. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . Electrically operated heater, with a fuel supply
Voltage ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 12V (dropping resistor used on 24V system)
Flow rate of fuel through starting aid ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 3,5/5,9 ml/min
Bendix compressor
Type. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . Bendix 1W150R or 1W250R
Number of teeth on compressor drive gear . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 28
Taper of compressor drive shaft .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 1 in 8
2
Phaser 135 Ti
Thread sealant
When setscrews or studs are fitted into holes which are tapped through the cylinder block, a suitable sealant
must be used to prevent leakage.
Micro encapsulated anaerobic sealant (M.E.A.S). fasteners have been introduced instead of jointing
compounds or other sealants when the fasteners are fitted in through holes into oil or coolant passages. The
identification of these fasteners, as supplied, is by a red, blue, or other colour sealant around the fastener
threads.
With M.E.A.S. sealed studs, the sealed end must be fitted into the cylinder head / cylinder block etc. Ensure
that the threaded holes have a 1,59 mm (0.0625 in) 45 chamfer, to ensure that when the new fasteners are
fitted the M.E.A.S. sealant is not removed. If the fasteners have to be removed and fitted again, the threads
must be cleaned and a suitable sealant used.
2
Phaser 135 Ti
Standard torque tensions
Most of the torque tensions on the engine are standard. Special torque tensions are listed in the separate
special torque tables. The standard torque tensions listed in the tables below can be used when a special
torque is not necessary.
The torque tensions below apply to components lubricated lightly with clean engine oil before they are fitted.
Standard torques for setscrews and nuts
Standard torques for studs (metal end)
Standard torques for pipe unions, plugs, and adaptors
Thread size
Torque
Nm lbf ft kgf m
M6 x 1,00 9 7 0,9
M8 x 1,25 22 16 2,2
M10 x 1,50 44 33 4,5
M12 x 1,75 78 58 8,0
M14 x 2,00 124 91 12,6
M16 x 2,00 190 140 19,3
Thread size
Torque
Nm lbf ft kgf m
M6 x 1,00 5 4 0,5
M8 x 1,25 11 9 1,1
M10 x 1,50 18 14 1,8
M12 x 1,75 25 19 2,5
Thread size
(Inches)
Torque
Nm lbf ft kgf m
1
/
8
PTF 9 7 0,9
1
/
4
PTF 17 13 1,7
3
/
8
PTF 30 23 3,0
3
/
4
PTF 45 35 4,5
2
Phaser 135 Ti
Special torque tensions
The torque tensions below apply to components lubricated lightly with clean engine oil before they are fitted.
Special torques for setscrews and nuts
Description
Thread
size
Torque
Nm lbf ft kgf m
Setscrews, cylinder head
1
/
2
UNF See Operation 3-9
Fasteners, rocker shaft brackets M12 75 55 7,6
Cap nuts, rocker cover M12 20 15 2,1
Setscrews, inlet manifold to cylinder head M10 44 33 4,5
Nuts (Cadmium plated), exhaust manifold to cylinder head M10 33 24 3,3
Setscrews, engine lift bracket M10 44 33 4,5
Piston and connecting rod assemblies
Setscrews, connecting rods
1
/
2
UNF 155 114 15,8
Banjo bolts, piston cooling jets
3
/
8
UNF 27 21 2,7
Crankshaft assembly
Setscrews, main bearings
5
/
8
UNF 250 185 26,0
Setscrews, crankshaft pulley
7
/
16
UNF 115 85 11,8
Setscrews, rear oil seal housing to cylinder block M8 22 16 2,2
Cap screws, bridge piece to cylinder block M6 16 12 1,6
Cap screws, rear oil seal housing to bridge piece M6 13 10 1,3
Torxscrew, rear oil seal housing to bridge piece M8 18 13 1,9
Timing case and drive assembly
Setscrews, timing case to cylinder block M8 22 16 2,2
Setscrews, timing case to cylinder block M10 44 33 4,5
Setscrews, hub of idler gear M10 44 33 4,5
Setscrew, camshaft gear
(for engines, with 45 mm long setscrew)
M12 100 74 10,0
Setscrews, timing case cover to timing case M8 22 16 2,2
Nuts, timing case cover to timing case M8 22 16 2,2
Aspiration system
Nuts, turbocharger to manifold M10 44 33 4,5
Setscrew, breather cover M6 9 7 0,9
Fuel system
Nuts, high-pressure fuel pipes M12 22 16 2,2
Bolt banjo, leak-off connection M8 9 7 0,9
Gland nut, atomiser body - 30 23 3,0
Setscrews, fuel lift pump M8 22 16 2,2
Nuts for flange of fuel injection pump M8 22 16 2,2
Setscrews, for gear of fuel injection pump M10 28 20 2,8
Torxscrews, for timing plate M5 7 5 0,7
Locking screw of Bosch VE fuel injection pump M10 27 20 2,8
2
Phaser 135 Ti
Lubrication system
Plug, lubricating oil sump
3
/
4
UNF 34 25 3,5
Setscrews, oil pump to front bearing cap M8 22 16 2,2
Setscrews, cover for oil pump M8 28 21 2,9
Fasteners, lubricating oil sump M6 13 9 1,3
Cooling system
Connector, oil cooler to oil filter head
3
/
4
UNF 58 42 5,8
Setscrews, coolant pump to timing case M8 22 16 2,2
Flywheel and housing
Setscrews, flywheel to crankshaft
1
/
2
UNF 105 77 10,7
Setscrews, cast iron flywheel housing to cylinder block M10 44 33 4,5
- Head stamped 10.9 M10 63 46 6,4
- Head stamped 10.9 M12 115 85 11,7
Electrical equipment
Nut, alternator pulley:
- Bosch 55A M16 50 37 5,1
Port heater to induction manifold
3
/
8
UNF 30 23 3,0
Nut/screw, starter motor
3
/
8
UNF 30 23 3,0
Temperature sender switch, cold start advance device
3
/
8
PTF 30 23 3,0
Auxiliary equipment
Nut, compressor drive gear to compressor crankshaft 5/
8
UNF 120 93 12,0
Nut, (30 A/F) Compressor gears M20 130 101 13,0
Cap screw, bracket to idler hub M10 60 47 6,0
Description
Thread
size
Torque
Nm lbf ft kgf m
2
Phaser 135 Ti
Compression test data
Tests have shown that many factors affect compression pressures. Battery and starter motor condition,
ambient conditions and the type of gauge used can give a wide variation of results for a given engine.
It is not possible to give accurate data for compression pressure, but tests have shown that the results should
be within 2000/3500 kPa (300/500 lbf/in
2
) 21,0/35,0 kgf/cm
2
for diesel engines.
Compression tests should only be used to compare between the cylinders of an engine. If one or more
cylinders vary by more than 350 kPa (50 lbf/in
2
) 3,5 kgf/cm
2
, then those cylinders may be faulty.
Compression tests should not be the only method used to show the condition of an engine, but they should be
used together with other symptoms and tests.
How to do a compression test
Caution: Before the compression test, ensure that the battery is in good condition and that it is fully charged.
Also ensure that the starter motor is in good condition.
1 Ensure that the valve tip clearances are set correctly, see Operation 3-6.
2 Remove the atomisers, see Operation 11-3.
3 Fit a suitable gauge into the atomiser hole of the cylinder to be tested.
4 Ensure that the engine cannot start:
Disconnect the stop solenoid or put the stop control in the no-fuel position.
Operate the starter motor and note the pressure indicated on the gauge.
5 Repeat for each cylinder.
3
Phaser 135 Ti
Cylinder head assembly 3
General description
In a diesel engine there is little carbon deposit and for this reason the number of hours run is no indication of
when to overhaul a cylinder head assembly. The factors which indicate when an overhaul is necessary are
how easily the engine starts and its general performance.
The cylinder head assembly has two valves fitted for each cylinder, each fitted with single valve springs.
The ports for the inlet and exhaust are on the right side of the cylinder head.
The face angle of the valves is 45. The angle of the valve seats in the cylinder head is 46.
The valves move in phosphated steel guides which can be renewed. The exhaust valve guide has a
counterbore to prevent seizure of the valve stem caused by a build up of carbon under the head of the valve.
Both valve stems are fitted with oil seals that fit over the top of the valve guides.
The engines have steel valve seat inserts fitted in the cylinder head for both inlet and exhaust valves.
3
Phaser 135 Ti
Rocker cover
To remove Operation 3-1
Engines are supplied with rocker covers (A) made of a plastic material.
Note: Some rocker covers have a breather with a gauze strainer fitted (B).
1 Disconnect the breather pipe fitted to the side of the rocker cover or if a gauze strainer is fitted, remove the
pipe (B1).
2 Remove the cap nuts and rubber seal (A1) from the top of the rocker cover.
3 Lift off the rocker cover and the joint.
Caution: When the rocker cover is fitted, the cap nuts are tightened onto the nuts of the rocker brackets.
During removal of the cap nuts, it is possible to loosen the nuts of the rocker brackets. The nuts of the rocker
brackets should be tightened to the correct torque every time the cover is removed.
B
A0142
1
A
A0045
1
3
Phaser 135 Ti
To fit Operation 3-2
1 Check the seal of the oil filler cap (A1), and the sealing washers (A3) for the cap nuts (A2).
Warning! The rocker cover joint may be made from Viton. Refer to the safety precautions for "Viton seals" on
page 7.
2 Check the condition of the rocker cover joint (A4). If necessary, the joint can be removed and renewed.
3 Clean the joint face of the cylinder head and fit the rocker cover.
4 Fit the sealing washers and the cap nuts.
Caution: Damage to the sealing washer can occur if the cap nut is not tightened centrally through the sealing
washer and the rocker cover. If the sealing washer is damaged, it must be renewed.
5 Tighten the rocker cover cap nuts to 20 Nm (15 lbf ft) 2,1 kgf m for plastic covers.
6 Fit the breather pipe (B1).
A
A0046
5
4
2
3
1
B
A0142
1
3
Phaser 135 Ti
Rocker assembly
To remove and to fit Operation 3-3
To remove
1 Remove the rocker cover, see Operation 3-1.
2 Release evenly and gradually the fasteners of the rocker shaft brackets; begin with the end brackets and
move toward the centre. Remove the fasteners and lift off the rocker assembly.
3 Remove the rubber oil seal (A) from the oil supply connection or from the oil supply hole in the cylinder head.
To fit
1 Fit a new rubber oil seal in the oil supply hole in the cylinder head.
2 Check that the push rods fit correctly in the sockets of the tappets. Fit the rocker assembly; ensure that the
oil supply connection is fitted correctly into the oil seal. Check that the ends of the adjustment screws fit
correctly in the sockets of the push rods.
3 Fit the fasteners of the rocker shaft brackets and tighten the fasteners gradually and evenly; begin with the
inner fasteners and work towards the end fasteners. Tighten the fasteners evenly to 75 Nm (55 lbf ft) 7,6 kgf m.
4 Check and adjust the valve tip clearances, see Operation 3-6.
A
3
Phaser 135 Ti
To dismantle and to assemble Operation 3-4
To dismantle
1 Remove the clips from both ends of the rocker shaft. Ensure that the ends of the rocker shaft are not
damaged. Release the location screw (A1) for the oil supply connection.
2 Dismantle the assembly and make a note of the position of each component to ensure that they can be
assembled more easily.
To assemble
1 Ensure that the oil holes in the rocker shaft and in the rocker levers are not restricted.
2 Lubricate the components with clean engine lubricating oil before assembly. Assemble the components in
the correct order (A) with the arrows (A2) on the pedestals in the position shown. Ensure that the location screw
(A1) for the oil supply connection is fitted correctly in the rocker shaft. Fit the clips to the ends of the rocker
shaft.
1
2
A
0048A
3
Phaser 135 Ti
To inspect and to correct Operation 3-5
To inspect
1 Clean and inspect all the components for wear and any other damage.
2 Check the clearance of the rocker levers on the rocker shaft. If the clearance is larger than 0,13 mm
(0.005 in), renew the rocker lever bush and/or the rocker shaft.
To correct
1 To renew the rocker lever bush, press out the old bush with a suitable mandrel.
2 Align the lubrication hole of the new bush on the same side as the rocker lever lubrication hole and press
the bush into position.
3 Ream the bush in the rocker lever to give a clearance on the rocker shaft of 0,03/0,09 mm (0.001/0.004 in).
Clean thoroughly the bush and check that the oil hole is free from debris.
3
Phaser 135 Ti
Valve tip clearances
To check and to adjust Operation 3-6
Notes:
The valve tip clearance is measured between the top of the valve stem and the rocker lever (A). With the
engine hot or cold, the correct clearances are 0,20 mm (0.008 in) for the inlet valves and 0,45 mm (0.018 in)
for the exhaust valves. The valve positions are shown at (B).
The sequence of valves from number 1 cylinder is shown in the table below. Number 1 cylinder is at the
front of the engine.
1 Rotate the crankshaft in the normal direction of rotation until the inlet valve (B7) of number 4 cylinder has
just opened and the exhaust valve (B8) of the same cylinder has not closed completely. Check the clearances
of the valves (B1 and B2) of number 1 cylinder and adjust them, if necessary.
2 Set the valves (B3 and B4) of number 2 cylinder as indicated above for number 4 cylinder. Then check /
adjust the clearances of the valves (B5 and B6) of number 3 cylinder.
3 Set the valves (B1 and B2) of number 1 cylinder. Then check / adjust the clearances of the valves (B7 and
B8) of number 4 cylinder.
4 Set the valves (B5 and B6) of number 3 cylinder. Then check / adjust the clearances of the valves (B3 and
B4) of number 2 cylinder.
Cylinder
and
Valve number
1 2 3 4
1 2 3 4 5 6 7 8
Valve
I = Inlet
E = Exhaust
I E I E I E I E
A
A0049A
1 2 3 4 5 6 7 8
B
A0050
3
Phaser 135 Ti
Valve springs
To change the valve springs (with cylinder head fitted) Operation 3-7
Special requirements
Note: Steps 1 to 12 refer to a change of valve springs for a single cylinder.
Warning! Wear eye protection during this operation.
2 Rotate the crankshaft in the normal direction of rotation until the inlet valve of the relevant cylinder has just
opened and the exhaust valve has not fully closed. In this position the piston will be at approximately top dead
centre (TDC).
3 Remove the rocker assembly, see Operation 3-3.
4 Fit the valve spring compressor (A1) and the relevant adaptor (A2 or A3).
5 Compress the valve spring and remove the collets. Ensure that the valve spring is compressed squarely or
damage to the valve stem can occur.
Caution: Do not rotate the crankshaft while the valve springs are removed.
6 Release the valve spring compressor and remove the valve spring caps and valve spring. The outer
diameter of the exhaust valve guide is 1 mm larger than the inlet valve guide. To prevent leakage past the inlet
valve stem it is important that the larger exhaust valve seal is not fitted onto the inlet guide. The seals have a
colour code for identification.
7 Fit new valve stem seals on the valve guides. ensure that the red seal is fitted to the exhaust valve and green
seal is fitted to the inlet valves.
8 Put the new valve springs in position.
Continued
Special tools
Description Part number Description Part number
Valve spring compressor PD.6118B
Setscrew adaptor used with PD.6118B PD.6118-8
Stud adaptor used with PD.6118B PD.6118-7
1
3
2
A
A0051
3
Phaser 135 Ti
9 Fit the valve spring caps.
Caution: Ensure that the valve springs are compressed squarely or damage can occur to the valve stem.
10 Fit the valve spring compressor, compress the valve springs and fit the collets. Remove the valve spring
compressor.
11 Fit the rocker assembly, see Operation 3-3.
12 Check the valve tip clearances, see Operation 3-6.
13 Fit the rocker cover, see Operation 3-2.
Note: If other or all of the valve springs are to be changed, they can be changed two cylinders at a time. The
cylinders are: 1 and 4, 2 and 3.
If the rocker assembly has been removed, piston TDC can be found as follows:
1 Fit the valve spring compressor and compress the valve springs to open the valve.
2 Rotate the crankshaft, by hand, in the normal direction of rotation until the piston touches the valve.
3 Continue to rotate the crankshaft, and at the same time, release pressure on the valve spring compressor
until the piston is at TDC (B).
B
A0052
3
Phaser 135 Ti
1 Drain the cooling system.
2 Disconnect the battery terminals.
3 Remove the air filter/cleaner hose at the induction manifold.
4 Remove the air filter/cleaner hose at the compressor inlet of the turbocharger.
5 Remove the pipe which is fitted between the fuelled starting aid in the induction manifold and the fuel filter.
Disconnect the electrical connection.
6 Remove the boost control pipe which is fitted between the induction manifold and the top of the fuel injection
pump.
7 Remove the induction manifold.
8 Disconnect all connections to the turbocharger and remove the turbocharger, see Operation 9-1.
9 Release the exhaust manifold fasteners in the reverse sequence to that shown in (A). The front of the engine
is shown at (A1).
10 Remove the low-pressure fuel pipes which are fitted between the fuel injection pump and the fuel filter.
Note: Keep the fuel outlet banjo bolt with the fuel injection pump.
Remove the fuel pipe fitted between the fuel lift pump and the fuel filter. Remove the fuel filter bracket together
with the fuel filter.
Caution: Where access to the fuel injection pump outlet unions is possible, ensure that a separate spanner is
used to prevent movement of the fuel injection pump outlets when the connections of the high-pressure pipes
are released. Fit suitable covers to all open connections on the fuel injection pump.
11 Remove the high-pressure fuel pipes.
12 Remove the atomiser leak-off pipe.
13 Remove the atomisers, see Operation 11-3. Fit suitable covers to the nozzles and the open connections.
14 If a compressor is fitted:
Remove the coolant pipe which is fitted between the cylinder head and the compressor. Then remove the
coolant pipe which is fitted between the by-pass connection and the compressor.
15 Release the clip of the coolant by-pass hose at the cylinder head. Release the setscrews and remove the
coolant by-pass connection and the hose.
Continued
A
12
11
2
5
8
9
7 6
4
1
10
3
1
A0380
3
Phaser 135 Ti
16 Disconnect the coolant temperature sender unit.
17 Remove the oil cooler, see Operation 12-6.
19 Remove the rocker assembly, see Operation 3-3.
20 Remove the push rods.
21 Release the cylinder head setscrews gradually and evenly in the reverse sequence to that shown in (B).
Check the setscrews for distortion with a straight edge (C1) held along the setscrew (C2). If there is a reduction
in the diameter of the thread (C3) that has not been in engagement with the cylinder block, the setscrew must
be discarded.
Caution: Do not use a lever to separate the cylinder head from the cylinder block.
22 Remove the cylinder head and put it on a surface that will not damage the face of the cylinder head.
B
A0053
M M
M
M
M
M
M L L
M M
S S S S S S S S
M M M
18
20
21
22 11 12 6 5
17 16
10 7 4 15
8
1
2
3
13
9
19 14
C
A0054
3
1 2
3
Phaser 135 Ti
1 Clean the bottom face of the cylinder head and top face of the cylinder block. Ensure that there is no debris
in the cylinder bores.
Note: Two location pins (A1), one at each end of the cylinder head are pressed into the cylinder block to hold
the cylinder head in the correct position.
Cautions:
To prevent damage to the cylinder head gasket, ensure that the location pins are pressed in the cylinder
block before the cylinder head is fitted.
The cylinder head gasket must be fitted without jointing compound.
2 Put the cylinder head gasket in position; It is stamped "FRONT TOP" for correct assembly (A).
Continued
Special tools
Description Part number
Angle gauge (to tighten cylinder head
setscrews)
MS.1531
FRONT TOP
1
A
A0056
3
Phaser 135 Ti
3 To ensure the cylinder head is fitted into the correct position, fit two suitable
1
/
2
UNF guide studs (B1) in
positions 15 and 20 (C). Put the cylinder head in position.
4 Lightly lubricate the threads of the cylinder head setscrews and the thrust faces of the setscrew heads.
Engage some of the setscrews in their correct positions and remove the guide studs. Engage the remainder
of the setscrews in their correct positions.
5 Gradually and evenly tighten the setscrews to 110 Nm (80 lbf ft) 11,1 kgf m in the sequence shown in (C).
6 Repeat step 5 to ensure that all the setscrews are tightened to the correct torque.
7 Tighten the setscrews, in the correct sequence, a further part of a turn according to the length of the
setscrews, see (C). Short setscrews (S) must be turned a further 150 (2.5 flats). Medium length setscrews
(M) must be turned a further 180 (3 flats). Long setscrews (L) must be turned a further 210 (3.5 flats). A
special tool (D) can be used for this operation.
Fit the tool between the socket and the handle. Position the stop (D1) against a suitable protrusion on the
cylinder head to prevent movement of the degree dial in a clockwise direction. Rotate the pointer to align with
the relevant angle on the degree dial for the length of setscrew. Tighten the setscrew until the pointer on the
tool is aligned with the zero position on the degree dial.
If no tool is available, make a suitable mark on the cylinder head in line with a corner of each setscrew (E).
Make another mark, at the correct angle (counter-clockwise), on the edge of the flange of each fastener
according to the length of the setscrew. Tighten each setscrew in the correct sequence until the marks on the
flange are next to, and in line with, the marks on the cylinder head.
Continued
1
B
A0345
C
A0053
L
S
S S S S S S
S
M
M M M M
M
19
18 8
1
2
3
13
20
21
22
10
11 12
7
6 5
4 15
16
17
14
M
M
M
M
M
L M 9
1
D
A0058
E
A0059
S M L
150 180 210
3
Phaser 135 Ti
8 Put the push rods in position. Ensure that the end of each push rod fits correctly in the tappet socket.
9 Fit the rocker assembly, see Operation 3-3.
10 Set the valve tip clearances, see Operation 3-6.
11 Fit the atomisers, see Operation 11-4.
12 Fit the high-pressure fuel pipes; tighten the connection nuts to 22 Nm (16 lbf ft) 2,2 kgf m.
Caution: Where access to the fuel injection pump outlet unions is possible, ensure that a separate spanner is
used to prevent movement of the fuel injection pump outlets when the connections of the high pressure pipes
are tightened.
13 Fit the fuel filter and the bracket. Fit the low- pressure fuel pipes between the fuel injection pump and the
fuel filter.
14 Fit the coolant by-pass connection; tighten the setscrews and hose clip.
15 If a compressor is fitted: Fit the coolant pipe between the cylinder head and the compressor. Then fit the
pipe between the coolant by-pass and compressor.
16 Fit the oil cooler, see Operation 12-6.
17 Fit the induction and exhaust manifolds.
Note: The manifold joints are fitted without jointing compound.
Ensure that the two inlet and exhaust manifold joints (F1) and (F2) are fitted correctly, the rear joint (F1) must
be fitted with the two location tabs (F3) towards the sump. Fit the joints without jointing compound. The latest
joints are supplied in one piece.
18 Fit the induction manifold and the exhaust manifolds. Tighten the manifold fasteners evenly and gradually
to 33 Nm (24 lbf ft) 3,3 kgf m. Tighten the exhaust manifold fasteners in the sequence shown in (G). The latest
exhaust manifold is fastened by setscrews. The front of the engine is shown by the arrow (G1).
19 Repeat step 18 to ensure that all the setscrews are tightened to the correct torque.
20 Fit the turbocharger, see Operation 9-2.
21 Fit the fuel pipe between the fuel filter and the fuel lift pump.
22 Fit the fuel pipe between the fuel filter and the fuelled starting aid in the induction manifold. Connect the
electrical connection to the cold start device.
23 Fit the boost control pipe between the induction manifold and the top of the fuel injection pump.
24 Fit the electrical connection to the coolant temperature sender unit.
Continued
3
1 2
F
A0370A
G
A0380A
12
11
2 5 8
9
7 6
4
1
10
3
1
3
Phaser 135 Ti
25 Connect the coolant outlet and the hoses for the cab heater. Tighten the clips.
26 Fill the cooling system.
27 Connect the air filter/cleaner.
28 Connect the battery.
29 Eliminate air from the fuel system, see Operation 11-12.
30 Start the engine and run it at low speed. Check that oil flows from the holes in the rocker levers.
31 If the oil flow is correct, fit the rocker cover, Operation 3-2.
Note: It is not necessary to tighten the cylinder head setscrews again with the engine hot or after a limited
period in service.
3
Phaser 135 Ti
Valves and valve springs
1 Remove the cylinder head, see Operation 3-8.
2 Clean the bottom face of the cylinder head and check the depth of the heads of the valves below the face
of the cylinder head, see Operation 3-12.
3 Make a suitable mark on the heads of the valves to ensure that the valves can be fitted in their original
positions, if they are to be used again.
Caution: Ensure that the valve springs are compressed squarely or the valve stem can be damaged.
4 Use the valve spring compressor and the relevant adaptor to compress the valve spring (A3) and remove
the collets (A2).
5 Release the valve spring compressor and remove the valve spring cap (A1), valve spring and valve stem
seal (A4).
6 Repeat steps 4 and 5 for the other valves.
Special tools
Setscrew adaptor PD.6118-8
Stud adaptor PD.6118-7
A
1
2
3
4
5
3
Phaser 135 Ti
Note: The components of the valve assembly are shown in A.
1 Lubricate the valve stem (A5) with clean engine oil and fit the valves in their respective guides.
Caution: The outer diameter of the exhaust valve guide is 1 mm larger than the inlet valve guide. To prevent
leakage past the inlet valve stem it is important that the larger exhaust valve seal is not fitted onto the inlet
guide. The seals have a colour code for identification.
2 Fit new valve stem seals on the valve guides. ensure that the red seal is fitted to the exhaust valve and green
seal is fitted to the inlet valves.
3 Put the valve springs in position, they can be fitted with either end to the cylinder head. Fit the valve spring
cap.
Caution: Ensure that the valve spring is compressed squarely or damage can occur to the valve stem.
4 Use the valve spring compressor and the relevant adaptor to compress the valve spring and fit the collets.
Special tools
Setscrew adaptor PD.6118-8
Stud adaptor PD.6118-7
A
1
2
3
4
5
3
Phaser 135 Ti
1 Check the depth of the valves below the face of the cylinder head before the valve springs are removed.
2 Ensure that the heads of the valves and the bottom face of the cylinder head are clean.
3 Put the valve depth gauge on the face of the cylinder head and zero the dial gauge.
4 Carefully put the valve depth gauge in position over the head of each valve (A) and make a note of the
measurement. The maximum depth, in service, is given in the relevant Data and dimensions for the "Inlet and
exhaust valves" on page 13.
5 If a valve is below the depth limit, check the valve depth with a new valve in position. If the valve depth is
still below the limit the insert must be renewed.
6 Check the valves for cracks. Check the stems of the valves for wear and for correct fit in their valve guides.
7 Check that the seat faces of the valves are not badly burnt or damaged. Seat faces of valves which are
damaged can be ground on a special machine. Valves which have only a little damage can be lapped to their
valve seats. When new valves are fitted, the valve depths must be checked after the valve springs are fitted.
8 Check that the load on the valve springs is correct at their fitted length. Refer to the Data and dimensions
for the "Valve guides and springs" on page 16. Fit new valve springs at every complete engine overhaul.
Special tools
Gauge, valve depth PD.41D Dial gauge for use with PD.41D PD.208
A
A0063
3
Phaser 135 Ti
Valve guides
To inspect Operation 3-13
To check the valve guides for wear: The maximum clearance (A5), between the valve stem and the bore of the
guide is 0,089 mm (0.0035 in) for inlet valves and 0,104 mm (0.004 in) for exhaust valves. If the clearance,
with a new valve fitted, is more than the limit, then a new valve guide (A4) must be fitted.
It is recommended that the procedure given below is used to check the valve guide clearance:
1 Put a new valve in the valve guide.
2 Put a dial test indicator with a magnetic base (A1) onto the face of the cylinder head
3 With the valve lifted 15,0 mm (0.6 in) and the gauge (A2) in contact with the edge of the valve head (A3),
move the valve radially away from the gauge. With the valve held in this position, set the gauge to zero.
4 Move the valve radially across the axis of the cylinder head towards the gauge. Make a note of the reading
on the gauge. If the reading is equal to or greater than the data given below, a new valve guide (A4) must be
fitted.
Maximum permissible clearance with a valve lift of 15,0 mm (0.6 in):
Inlet guide - 0,089 mm (0.0035 in)
Exhaust guide - 0,104 mm (0.004 in).
3
1
2
4
5
A
A0298
3
Phaser 135 Ti
1 Fit the adaptor (A4) into the remover/replacer tool (A3).
2 With the adaptor fitted to the tool, put the spacer (A5) in position on the tool. Pass the adaptor through the
valve guide (A6) and put the spacer and tool in position on the valve seat.
3 Fit the attachment (A7) to secure the adaptor to the valve guide.
4 Hold the top handle (A1) and turn the bottom handle (A2) clockwise to pull the valve guide out of the cylinder
head.
Special tools
Remover/replacer for valve guides PD.1D Adaptor PD.1D-13 used with PD.1D
PD.1C-6 and
PD.248
A
3
4
5
7
6
1
2
3
Phaser 135 Ti
1 Clean the parent bore in the cylinder head for the valve guide.
2 Lubricate the outer surface of the new valve guide (A6) with clean engine lubricating oil.
3 Fit the adaptor (A5) into the remover/replacer tool (A3).
4 With the adaptor fitted to the tool, put the spacer (A4) in position on the tool. Pass the adaptor through the
cylinder head and put the spacer and tool assembly in position on the valve seat.
5 Put the valve guide in position on the adaptor and fit the distance piece (A7), PD.1C-6 for inlet valve guides
and PD. 248 for exhaust valve guides. Fit the attachment (A8) to secure the valve guide to the adaptor.
Note: The internal recess in the valve guide must be towards the tool.
6 Hold the top handle (A1) and turn the bottom handle (A2) clockwise to pull the valve guide until the distance
piece contacts the cylinder head.
7 When the valve guide is fitted correctly, the top of the valve guide will have a protrusion of 14,85/15,15 mm
(0.585/0.596 in) above the valve spring seat.
Special tools
Remover/replacer for valve guides PD.1D
Distance piece, inlet guide, used with
PD.1D and PD.1D-1A
PD.1C-6
Adaptor PD.1D-13 used with PD.1D
PD.1C-6 and
PD.248
Distance piece, exhaust guide, used with
PD.1D and PD.1D-1A
PD.248
A
3
4
5
6
7
8
2
1
3
Phaser 135 Ti
Cylinder head
1 Remove the cylinder head assembly, see Operation 3-8.
2 Remove the thermostat housing.
3 Inspect the cylinder head for signs of gas or coolant leakage.
4 Remove the valve springs and the valves, see Operation 3-10.
5 Clean the face of the cylinder head and the passages for coolant and for lubricating oil. The water jacket can
be cleaned with a special solvent which must be used in accordance with the manufacturer's instructions.
Refer to your nearest Perkins Distributor.
6 Test the cylinder head for leaks at the pressure given in the Data and dimensions for the "Cylinder head" on
page 12.
7 When the cylinder head is thoroughly clean, check it for cracks. Inspect carefully the areas around the valve
seats and around the holes for the atomiser nozzles.
8 The bottom face of the cylinder head can be machined if there is distortion, see step 9, or there are deep
scratches.
9 Use a straight edge and feeler gauges to check the cylinder head for distortion across and along its bottom
face. Refer to "Maximum permissible distortion of cylinder head" on page 12.
If the distortion is more than the given limit the bottom face can be machined, refer to the relevant Data and
dimensions for the "Cylinder head" on page 12 for the surface grade finish of the cylinder head face.
Cautions:
Remove only the minimum material and ensure that the thickness of the cylinder head will not be less than
102,48 mm (4.035 in) after the cylinder head has been machined.
After the cylinder head has been machined the valve seats must be corrected to give the correct valve head
depth. Work to the minimum limit to allow for later wear.
10 Check the valve seats for wear and for damage.
11 Before any work is done on the valve seats, new valve guides must be fitted, see Operation 3-14 and
Operation 3-15.
12 More badly damaged valve seats can be corrected by use of the cutter/reamer tool, see Operation 3-17,
or new inserts can be fitted, see Operation 3-18.
3
Phaser 135 Ti
To correct a valve seat with a valve seat cutter Operation 3-17
Caution: Valves must not be lapped.
New valve seats and valve guides are supplied partially finished and must be cut and reamed in one operation
with a special valve guide reamer and valve seat cutter tool. The finished seat and guide are matched in this
way to ensure the seat always provides a gas tight seal.
Note: New valve guides must be fitted each time a new seat insert is fitted.
1 Before any work is done on the valve seats, new partially finished valve guides must be fitted, see Operation
3-14 and Operation 3-15.
2 Select the relevant valve seat cutter and valve guide reamer. Set the blades of the cutters to the diameter
of the valve seat to be cut. Fit the cutter on the pilot and fit the handle (A). Ensure that the cutter is not allowed
to fall on to the seat as this can damage the blades.
3 Carefully turn the cutter in a clockwise direction. Remove only the minimum material to ensure a good seat.
Keep the seat as narrow as possible.
4 When the seat is cut, remove the cutter and the pilot. Remove any debris from the area of the valve seat
and the port.
5 Fit the valve.
6 Check that the valve depth is within limits, refer to the Data and dimensions for the "Inlet and exhaust valves"
on page 13.
Note: If a valve seat has become too damaged or too worn to correct, a new valve seat insert can be fitted,
see Operation 3-18.
Special tools
Cutter for inlet valve seat and valve guide
reamer
PD.242
Cutter for exhaust valve seat and valve
guide reamer
PD.242
A
A0066
3
Phaser 135 Ti
To fit valve seat inserts Operation 3-18
1 Remove and discard the valve guide and clean the bore into which the guide is to be fitted.
2 Fit new partially finished valve guides, see Operation 3-14 and Operation 3-15.
3 With the bore of the new partially finished valve guide used as a pilot, machine out the worn insert in the
cylinder head to the dimensions shown in "Dimensions of recesses for valve seat inserts" on page 14. Remove
all debris and clean the insert recess.
4 If the bottom face of the cylinder head has been machined, the insert will have to be surface ground on the
back face to ensure that there is no protrusion of the insert above the bottom face of the cylinder head.
5 After the back of the insert has been ground, ensure that the outer edge of the back face has a 0,9/1,3 mm
(0.035/0.051 in) chamfer at 30 to the vertical.
6 With the bore of the new partially finished valve guide used as a pilot, and with the rear face of the insert
towards the cylinder head, press in the insert with the valve seat insert tool, see "Valve seat insert tool" on
page 15. Do not use a hammer on the insert and do not use lubrication. Use a hydraulic press or a hand press
in one continuous movement. Ensure that the bottom of the insert is in contact with the bottom of the recess.
7 Cut the valve seat to an included angle of 88, see Operation 3-17. Ensure that the depth of the valve head
below the face of the cylinder head is within the production limits given in the relevant the Data and dimensions
for the "Inlet and exhaust valves" on page 13.
Note: Work as near as possible to the minimum figure to allow for future wear on the valve seat.
4
Phaser 135 Ti
Piston and connecting rod assemblies 4
General description
The pistons used in the Phaser 135Ti (Euro 2) engine have a "Fastram" combustion chamber in the top of the
piston (A). These combustion chambers are designed to give an efficient mix of fuel and air.
The pistons and connecting rods are matched to the relevant cylinder.
The pistons have two compression rings and an oil control ring. The groove for the top ring has a hard metal
insert to reduce wear of the groove. The piston skirt has a layer of graphite to improve the wear characteristics.
Axial location of the fully floating gudgeon pin is by circlips. The gudgeon pin is off-centre to reduce the noise
level.
All engines have cooling jets fitted in the cylinder block to spray lubricating oil onto the inner surface of the
pistons.
The connecting rods are machined from "H" section forgings of molybdenum steel. They have wedge shaped
small ends.
Location of the bearing cap to the connecting rod is made by dowels (B1) fitted in the bearing cap. The faces
of the connecting rods and caps are flat and the caps are retained by two setscrews. Location rings are used
to retain the two setscrews in production, these should be discarded if the big end bearing is removed.
The correct piston height is important to ensure that the piston does not contact the cylinder head and to
ensure the efficient combustion of fuel necessary for the latest emissions legislation.
The piston height is controlled by the length of the connecting rod. In the factory there are six length grades of
connecting rods available to obtain the correct piston height.
To obtain the different grades, the small end bush is machined off-centre to make an eccentric bush. The
amount that the bush is off-centre gives the different length grades.
In service, pistons are supplied in two height grades together with a concentric small end bush. A single grade
connecting rod with a small end bush fitted is also available.
Note: Always use the engine identification number to order new parts.
1
B
A0072
A
A0071
4
Phaser 135 Ti
Big end bearing
1 Drain the engine lubricating oil.
2 Remove the lubricating oil sump, see Operation 10-3.
3 Remove the lubricating oil strainer and suction pipe, see Operation 10-4.
4 Rotate the crankshaft until the relevant connecting rod is at its lowest position.
5 Release the setscrews (A5) and remove the bearing cap (A4) from the connecting rod (A2). The location of
the bearing cap is by two dowels (A3). To remove the bearing caps, release the setscrews by approximately
four threads. Lightly hit the heads of the setscrews with a soft face hammer to separate the connecting rod
from the bearing cap. Remove the setscrews and the bearing cap.
Note: If the location rings fitted in production are fitted these should be discarded.
6 Remove the lower half of the shell bearing (A1) from the cap, but keep it with its relevant cap.
7 Carefully push the connecting rod up the cylinder bore just enough to allow access to the upper half of the
shell bearing. Remove the bearing from the connecting rod. Keep the bearings, the connecting rod and the cap
together.
Caution: Do not allow the connecting rod to hit the piston cooling jet.
A
A0072
3
1 2
5
4
4
Phaser 135 Ti
1 Clean the bearing faces of the connecting rod and the crank pin.
2 Ensure that the protrusion for the location dowels is 3,0/4,5 mm (0.12/0.18 in) above the cap faces. Clean
the complete bearing and lubricate the bearing surface and the crank pin with clean engine lubricating oil.
Fit the upper half of the shell bearing to the connecting rod; ensure that the location tag is fitted correctly in its
recess (A1). Fit the connecting rod to the crank pin; ensure that the assembly number on the connecting rod
is on the same side as the other connecting rods.
3 Clean, lubricate and fit the lower half of the shell bearings into the cap; ensure that the location tag is fitted
correctly in its recess (A1). Fit the connecting rod setscrews. Fit the cap to the connecting rod. Ensure that the
assembly number on the cap is the same as that on the connecting rod and that both of the assembly numbers
are on the same side (B1).
4 Tighten the setscrews gradually and evenly to the recommended torque of 155 Nm (114 lbf ft) 15,8 kgf m.
5 Ensure that the crankshaft rotates freely.
6 Fit the lubricating oil strainer and suction pipe, see Operation 10-4.
7 Fit the lubricating oil sump, see Operation 10-3, and fill the sump to the correct level with lubricating oil of
an approved grade, see Chapter 5 in the Users Handbook.
1 Check the bearings and the crank pin for wear or other damage.
1
1
A
A0074A
B
A0072B
1
1
1
4
Phaser 135 Ti
Piston and connecting rod
Note: If the piston is renewed, ensure that the new piston is of the correct height grade "H" or "L". The correct
piston height grade can be found by reference to the original connecting rod height grade used in production,
see Operation 4-6 and Operation 4-10.
1 Drain the lubricating oil and the cooling system.
3 Remove all carbon from the top of the bores of the cylinder liners.
Caution: The pistons and connecting rods are matched to the relevant cylinder. Note the position of each
connecting rod and piston for correct assembly.
6 Remove the big end caps and the big end bearings from the connecting rods, see Operation 4-1.
Caution: Do not allow the connecting rods to hit the piston cooling jets. If a cooling jet is hit, check its
alignment, see Operation 4-15, and renew it, if necessary.
7 Rotate the connecting rods 90 to prevent contact with the piston cooling jets. Push the pistons and the
connecting rods out through the top of the cylinder liners. Keep the bearings and caps together to ensure that
they can be fitted in their original positions.
8 Inspect the crank pins for damage.
4
Phaser 135 Ti
1 Ensure that the piston, the cylinder bore, the crank pin and the big end of the connecting rod are clean.
Lubricate the piston and the cylinder liner with clean engine lubricating oil.
2 Rotate the crankshaft until the relevant crank pin is at its lowest position. Lubricate the crank pin with clean
engine lubricating oil.
3 Fit the upper half of the shell bearings to the connecting rod. Ensure that the location tag is fitted correctly
in its recess. Lubricate the bearing with clean engine lubricating oil.
4 Put the piston replacer tool in position at the top of the relevant cylinder. The tool has a tapered bore to
compress the piston rings when the piston and connecting rod assembly is fitted. Ensure that the smaller end
of the tapered bore is towards the face of the cylinder block.
5 Put the piston ring gaps 120 apart. Pass the connecting rod through the piston replacer tool and allow the
piston to enter the tool. The arrow mark on the top of the piston (B) must be towards the front of the engine.
Caution: Ensure that the connecting rod will not hit the piston cooling jet as the connecting rod assembly is
fitted.
6 Push the piston and connecting rod assembly through the piston replacer tool (A) and onto the crank pin.
The piston and connecting rod assembly must be rotated to ensure that the connecting rod will not hit the
piston cooling jet as the assembly is fitted. When the connecting rod has passed the piston cooling jet, rotate
the connecting rod until the arrow mark on top of the piston is towards the front of the engine.
Continued
Special tools
Piston replacer tool PD.206
A
A0350
B
A0351
4
Phaser 135 Ti
7 Clean the connecting rod cap and the lower half of the shell bearings. Fit the bearing to the cap; ensure that
the location tag is fitted correctly in its recess. Lubricate the bearing with clean engine lubricating oil. Fit the
cap and ensure that the assembly number is the same as that on the connecting rod and that the numbers are
on the same side. Tighten the setscrews gradually and evenly to the recommended torque of 155 Nm
(114 lbf ft) 15,8 kgf m.
8 Check that the crankshaft will rotate freely.
9 Check the piston height above the top face of the cylinder block, see Operation 4-6.
10 Fit the lubricating oil strainer and suction pipe, see Operation 10-4.
11 Fit the lubricating oil sump, see Operation 10-3.
12 Fit the cylinder head assembly, see Operation 3-9.
13 Fill the sump to the correct level with lubricating oil of an approved grade, see Chapter 5 in the Users
Handbook.
4
Phaser 135 Ti
To check the piston height above the cylinder block Operation 4-6
Put the piston height tool (A) on the face of the cylinder block and rotate the gauge dial to the zero position.
Rotate the crankshaft until the piston is approximately at top dead centre (TDC). Carefully put the tool over the
top of the piston with the plunger of the gauge in contact with the piston above the axis of the gudgeon pin.
Rotate the crankshaft to ensure that the piston is at the highest position and make a note of the gauge
indication.
The piston height above the top face of the cylinder block should be 0,26/0,52 mm (0.010/0.020 in).
Notes:
The top of the piston should not be machined.
If the original piston is used, ensure that it is assembled to the correct connecting rod and is used in the
original cylinder.
Pistons are supplied in two grades in service and a single grade in production. Identification of the height grade
for the service piston is by a letter which is marked on the top of each piston (B). The letter H indicates the
highest grade and letter L the lowest grade. The production piston is not marked. If any of the components
listed below are renewed, it will be necessary to fit a new piston and new small end bush:
The piston, see Operation 4-9.
The connecting rod, see Operation 4-9.
The small end bush, see Operation 4-13.
If the crankshaft or cylinder block is renewed, it will be necessary to check the piston height. If the correct piston
height cannot be obtained with the original pistons and connecting rods, it will be necessary to fit a new piston
and new small end bush.
Special tools
Piston height tool PD.41D Dial gauge for use with PD.41D PD.208
A
A0352
B
A0079
L
H
L
4
Phaser 135 Ti
Piston rings
The pistons used in the Phaser 135Ti (Euro 2) engines have two compression rings and an oil control ring. All
the piston rings are above the gudgeon pin. To ensure that the correct type is obtained always use the engine
identification number to order new parts.
Caution: Only expand the ring gaps enough to ensure that the ends of the rings do not damage the piston
when the ring is removed or put into position.
To remove
Remove the piston rings with a suitable ring expander. Keep the rings with their relevant piston.
To fit
Use a suitable piston ring expander to fit the piston rings.
1 Fit the spring of the oil control ring in the bottom groove with the latch pin (A1) inside both ends of the spring
(A). Fit the oil control ring over the spring (B3). Ensure that the ring gap is at 180 to the latch pin.
2 Fit the cast iron ring with the taper face into the second groove, with the word "TOP" towards the top of the
piston.
New second rings have a green identification mark which must be on the left of the ring gap when the ring is
fitted and the piston is upright.
The second ring has a step (B2) at the bottom of the tapered face.
3 Fit the tapered, top ring (B1) with the word 'TOP' towards the top of the piston.
New top rings have a red identification mark which must be on the left of the ring gap when the ring is fitted
and the piston is upright.
4 Ensure that the ring gaps are 120 apart.
A
A0353
1
B
1
2
3
4
Phaser 135 Ti
Piston and connecting rod assembly
Caution: The pistons and connecting rods are matched to the relevant cylinder. Note the position of each
connecting rod and piston for correct assembly.
To dismantle
1 Remove the piston rings, see Operation 4-7.
2 Remove the circlips which retain the gudgeon pin.
Caution: Make a temporary mark on the piston. Do not scratch, etch or stamp the piston surface.
3 Put a temporary mark on the piston to indicate the cylinder number as shown on the connecting rod. Put the
temporary mark on the piston on the same side as the mark on the big end to ensure that they are assembled
correctly (A).
4 Push the gudgeon pin out by hand. If the gudgeon pin is tight, heat the piston to 40/50 C (100/120 F) for
easy removal of the gudgeon pin.
5 Inspect the piston and connecting rod assembly, see Operation 4-11 and Operation 4-12.
To assemble
1 Clean the bore of the small end bush and lubricate it with clean engine lubricating oil.
2 Fit a new circlip in the circlip groove of one of the gudgeon pin bosses. Ensure that it fits correctly in the
groove.
3 With the piston upside down, put the connecting rod in position with the recess for the location of the big end
bearing (B1) on the same side as the recess in the gudgeon pin boss (B2). If the original piston is used, ensure
that it is assembled to the correct connecting rod and is used in the original cylinder.
4 Lubricate the gudgeon pin bosses with clean engine lubricating oil and push in the gudgeon pin towards the
circlip. If the gudgeon pin is a tight fit in the piston, heat the piston to 40/50 C (100/120 F) before the gudgeon
pin is fitted.
5 Fit a new circlip in the groove in the other gudgeon pin boss. Ensure that it fits correctly in the groove.
6 Fit the piston rings, see Operation 4-7.
4
4
A
A0354
1
2
B
A0086A
4
Phaser 135 Ti
To renew Operation 4-9
Pistons are supplied in two height grades in service and a single grade in production. Identification of the
service height grade is by the letter which is marked on the top of the piston. The letter H is the highest grade
and letter L is the lowest grade. The original production piston does not have an identification mark.
If any of the components listed below are renewed, it will be necessary to fit a new piston and new small end
bush to ensure that the correct piston height above to top face of the block is maintained:
The piston, see below.
The connecting rod, see below.
The small end bush, see Operation 4-13.
If the crankshaft or cylinder block is renewed, it will be necessary to check the piston height, see Operation
4-6. If the correct piston height cannot be obtained with the original pistons and connecting rods it will be
necessary to fit a new piston and new small end bush.
To renew a piston or connecting rod assembly
1 Check the length grade (A1) of the original connecting rod and select the correct piston, see Operation 4-10.
Caution: A new small end bush must always be fitted when a piston is renewed.
2 Fit a small end bush into the new connecting rod, see Operation 4-13.
3 Assemble the piston and connecting rod, see Operation 4-8.
4 Check the piston height above the cylinder block, see Operation 4-6.
Caution: Do not use a letter stamp to mark the connecting rod.
5 Remove the original grade mark for the connecting rod and etch an "S" in its place to show that a new small
end bush has been fitted to the connecting rod.
1
A
PG009
4
Phaser 135 Ti
To check the length of a connecting rod Operation 4-10
Cautions:
To ensure that the engine conforms to the emissions legislation, it is important that the correct piston height
is maintained.
Ensure that the connecting rods are fitted in the correct cylinder. Note the position of the connecting rod
and its relevant cylinder when it is removed from the engine.
To ensure that the piston height above the cylinder block is correct the engine may have up to six length grades
(F to L) of connecting rods fitted. The (S) grade will only occur when a new piston and small end bush has
already been fitted in service.
Identification of the length grade is by a letter or colour which is marked on the side of each rod (A1). The letter
F is the longest grade of rod and letter L is the shortest grade. The difference between grades is 0,046 mm
(0.0018 in).
If the grade letter or colour on the side of the connecting rod cannot be seen the length can be checked by the
measurement of the dimension shown in (A), with the big end bearing removed and the original small end bush
fitted, see Operation 4-13. The dimensions for each grade are listed in the table below:
Continued
Grade letter Colour code Length (mm)
F Red 165,728/165,761
G Orange 165,682/165,715
H White 165,637/165,670
J Green 165,591/165,624
K Purple 165,545/165,578
L Blue 165,499/165,532
S - 165,571/165,635
A
PG009A
1
4
Phaser 135 Ti
To select the correct piston
Control of the piston height when a new piston, connecting rod or small end bush is fitted is by the length grade
of the original connecting rod. Use the table below to select either a "H" or "L" grade piston.
Identification of the length grade is by a letter or colour which is marked on the side of each rod (A1).
Caution: A new small end bush must always be fitted when the piston is renewed.
If a piston is to be renewed ensure that the correct height grade "H" or "L" is fitted.
Connecting rod length grade Piston grade letter
F, G, H H
J, K, L L
4
Phaser 135 Ti
Piston and piston rings
1 Check the piston for wear and other damage.
2 Check that the piston rings are free to move in their grooves and that the rings are not broken.
3 Remove the piston rings, see Operation 4-7, and clean the piston ring grooves and the piston rings.
4 Fit new piston rings in the grooves and check for wear of the grooves with feeler gauges (A). Compare the
piston ring clearance in the groove to that given for new components in the Data and dimensions for the
"Pistons and connecting rods" on page 17 and renew the piston, if necessary.
Note: The pistons have a tapered top groove and the piston ring is wedge shaped (Operation 4-7/B); the top
piston ring clearance cannot be checked by this method.
5 Clean all carbon from the top of the cylinder liners. Fit each piston ring in the top part of the cylinder liner
and measure the ring gap with feeler gauges (B). The coil spring must be fitted to the oil control ring when the
gap of this piston ring is measured. The piston ring gaps for new components are given in the Data and
dimensions for the "Pistons and connecting rods" on page 17.
Note: If an original piston or piston rings are to be renewed, refer to Operation 4-9.
A
A0356 B
A0088
4
Phaser 135 Ti
Connecting rod
Caution: If it is necessary to renew the connecting rod, a new small end bush and piston must be fitted; this
will ensure that the piston height above the top face of the block is correct, refer to Operation 4-9.
1 Check the connecting rod for distortion (A).
Note: The large and small end bores must be square and parallel with each other within the limits of
+/- 0,25 mm (0.010 in) measured 127 mm (5.0 in) each side of the connecting rod axis on a test mandrel. With
the small end bush fitted, the limits are reduced to +/- 0,06 mm (0.0025 in).
2 Check the small end bush for wear or for other damage and renew it, if necessary.
3 Check the fit of the gudgeon pin in the small end bush and check the gudgeon pin for wear. Refer to the
relevant Data and dimensions for the "Pistons and connecting rods" on page 17.
Note: If a connecting rod is to be renewed, refer to Operation 4-9.
L 0,25mm
(0.010in)
127mm
(5in)
127mm
(5in)
L 0,25mm
(0.010in)
A
PG009B
4
Phaser 135 Ti
Small end bush
Caution: If it is necessary to renew the small end bush a new piston must be fitted; this will ensure that the
piston height above the top face of the block is correct, refer to Operation 4-9.
1 Press out the old bush with a suitable adaptor.
2 Clean the connecting rod bore and remove any sharp edges.
3 Press in the new service bush. Ensure that the lubrication hole in the bush is on the same side as, and is
aligned with, the hole in the top of the connecting rod.
4 Ream the bush to get the correct clearance between the gudgeon pin and the bush, see the Data and
dimensions for the "Pistons and connecting rods" on page 17.
Note: The small end is wedge shaped. After the small end bush has been fitted, machine the bush to the shape
of the small end and remove any sharp edges.
Caution: Do not use a letter stamp to mark the connecting rod.
5 Remove the original grade mark for the connecting rod and etch an "S" in its place to show that a service
small end bush has been fitted to the connecting rod.
4
Phaser 135 Ti
Piston cooling jets
To remove
1 Release the valve assembly and remove the piston cooling jet assembly (A).
Note: The crankshaft is removed in (A) to show clearly the piston cooling jet.
To fit
1 Check that the ball moves freely against spring pressure in the valve assembly and that the jet tube is not
damaged. Renew the valve assembly and/or the body as necessary.
2 Fit the piston cooling jet; ensure that the assembly is fitted correctly on the dowel in the cylinder block.
Tighten the valve assembly to 20 Nm (15 lbf ft) 2,0 kgf m.
1
A
A0089
4
Phaser 135 Ti
To check the jet alignment Operation 4-15
Insert a 1,70 mm (0.067 in) diameter rod, of suitable length, into the jet. If a suitable rod is not available, reduce
the end of a thicker rod to 1,70 mm (0.067 in) diameter for a length of 16,00 mm (0.630 in).
When the rod is inserted into the jet it must extend out of the top of the cylinder within the area shown in (A).
33mm
(1.3in)
21mm
(0.8in)
14mm
(0.5in)
A
A0090
5
Phaser 135 Ti
Crankshaft assembly 5
General description
The crankshaft is a chrome-molybdenum forging which has five main journals.
End-float is controlled by thrust washers on both sides of the centre main bearing.
The main bearings have steel backs with a aluminium/tin bearing material. The main bearing caps are made
of cast iron or spheroidal graphite (SG) iron.
The front and the rear oil seals are Viton lip seals with a dust lip to the outside of the main lip and with oil return
grooves on the face of the main lip.
Warning! Read the safety precautions for "Viton seals" on page 7.
The crankshaft pulley of the four cylinder engine is held in position by a plain thrust block (A1) and three
setscrews (A2). The nose of the crankshaft is serrated for location.
An integral damper, with a rubber insert (A3) is built into the pulley.
1 2
3
A
A0357
5
Phaser 135 Ti
Crankshaft pulley and damper
On certain engines a water immersion seal (A) is fitted to the timing case cover, see Operation 6-3 and
Operation 6-4. The water immersion seal has a flexible front lip that protrudes onto the boss of the crankshaft
pulley. The plastic mandrel (A1) supplied with the seal must be fitted to the seal immediately the crankshaft
pulley is removed. This will ensure that the front lip of the seal will retain its correct shape. If the mandrel is not
available, use the seal adaptor PD.170-8 which is part of the seal replacer tool PD.170.
Note: Pulleys with metric threads are identified by the letter M stamped on the front face.
To remove
1 Remove the drive belt(s), see Operation 14-3.
2 Release the three setscrews (B2) which hold the pulley and remove the setscrews, the thrust block (B1) and
the pulley (B3).
3 Clean the components and check for damage. Renew damaged components.
To fit
1 Put the pulley in position on the crankshaft. Lubricate lightly the threads of the setscrews with engine
lubricating oil. Lubricate the main lip of the seal with clean engine oil. Fit the thrust block and the setscrews
and tighten the setscrews gradually and evenly to 115 Nm (85 lbf ft) 11,8 kgf m.
2 Check each setscrew again to ensure that they are still to the correct torque.
3 Fit the drive belt(s), see Operation 14-3.
A0357
1 2
3
B
A0128
1
A
5
Phaser 135 Ti
To Inspect Operation 5-2
1 If an integral pulley and damper (A) is fitted, the assembly should be renewed if:
The rubber insert (A1) between the hub and the outer ring is split
The rubber insert is damaged by oil or solvents
There is movement of the pulley or outer ring on the hub
Check the area around the holes for the damper fasteners for cracks or wear.
Caution: Do not use excessive force to lever the damper away from the engine.
2 Remove any paint or dirt in four positions 90 apart on the face (A2) of the damper, above the rubber insert.
Use a lever to move the damper forward and eliminate the crankshaft end-float. Fit a dial test indicator on the
front cover of the timing case. Measure the alignment of the damper face at four locations, 90 apart. The
maximum permissible difference between the maximum and minimum figures obtained is 0,18 mm (0.007 in).
3 Remove any paint or dirt from the circumference of the damper. Fit a dial test indicator on the front cover of
the timing case.
4 Rotate the crankshaft slowly one complete revolution and measure for run-out on the circumference of the
damper with the dial test indicator. The maximum permissible difference between the maximum and minimum
figures obtained is 0,12 mm (0.005 in).
5 If the alignment or the run-out is in excess of the permissible limit, renew the pulley.
A
0357A
1
2
5
Phaser 135 Ti
Rear oil seal assembly
1 Remove the drive components from the rear end of the engine.
2 Remove the flywheel, see Operation 13-1, and the flywheel housing, see Operation 13-3.
3 Remove the setscrews and the Torx screws from the housing and remove the housing and seal assembly.
4 Inspect the seal for wear or for damage to the main lip and renew the seal, if necessary. If there is only a
small scratch across the lip, renew the seal.
5 Clean the faces of the cylinder block, the oil seal housing and the crankshaft flange.
6 Check that the seal and the outer circumference of the crankshaft flange are not damaged. Where a new
seal has been fitted, check that it is in the correct position in the housing.
7 Ensure that the two dowels (A4) are fitted in the cylinder block. Put a new joint (A3) in position on the dowels,
no jointing compound is necessary.
8 Put the seal replacer tool on the crankshaft flange. Lubricate the crankshaft flange, the main lip of the seal
and the seal replacer tool with clean engine lubricating oil. The lubrication of the seal is necessary to prevent
damage to the seal when the engine is first started.
9 Put the seal and housing (A2) on the replacer tool (A1) and carefully push the assembly into position on the
crankshaft flange and onto the dowels. Remove the tool, fit the setscrews and the two Torx screws (B1).
Tighten the setscrews and the Torx screws to 22 Nm (16 lbf ft) 2,2 kgf m.
Special tools Consumable products
Replacer tool for rear oil seal PD.145D
POWERPART Threadlock 21820222
POWERPART Silicone rubber sealant 1861108
4
3
1
2
A
A0098
1
B
A0099
5
Phaser 135 Ti
To renew the rear oil seal Operation 5-4
There are three positions in which the seal can be fitted in the housing (A).
Position "1" (A1) is used when a new seal is first fitted in service.
Position "2" (A2) is used when a new seal is fitted in service and the crankshaft flange is worn in
position "1".
Position "3" (A3) can be used with a new seal in service, if a wet clutch is not used and the crankshaft is
new or the crankshaft palm area has been corrected. Ensure that the seal is fitted square in the housing.
Note: If all positions have been used it is permissible to grind the crankshaft flange, see the Data and
dimensions for the "Crankshaft" on page 18.
1 Remove the seal and housing assembly, see Operation 5-3.
2 Put the engine side of the housing on a suitable support and press out the seal with a suitable adaptor.
3 Lubricate the outer circumference of the seal and the bore of the seal housing with clean engine lubricating
oil.
4 Put the engine side of the housing on a suitable support. Put the seal into position on the flywheel end of
the bore with the spring of the seal towards the housing.
5 Use a press and the replacer tool, PD.145D, to fit the seal at the correct depth. The special tool has two
sides and is used in accordance with either position "1" or "2". Press the seal into the housing to the correct
position with the relevant side of the tool.
Special tools
Replacer tool for rear oil seal PD.145D
A
PC057
3
1
2
4,6mm (0.18in)
6,9mm (0.27in)
5
Phaser 135 Ti
Thrust washers
To check crankshaft end-float Operation 5-5
The axial movement of the crankshaft is controlled by thrust washers fitted both sides of the centre main
bearing (A).
The end-float can be checked with a feeler gauge between a thrust washer and the crankshaft (B), or with a
dial test indicator on one end of the crankshaft to check the movement (C).
If the end-float is more than the tolerance given in relevant Data and dimensions for the "Crankshaft" on page
18, thrust washers which are 0,019 mm (0.0075 in) oversize can be fitted.
The oversize thrust washers can be fitted to one or to both sides of the main bearing. They are fitted instead
of the standard size washer, to reduce the end-float to the factory tolerances.
A
A0103
C
A0105
B
A0104
5
Phaser 135 Ti
To remove
1 Drain the lubricating oil and remove the lubricating oil sump, see Operation 10-3.
3 Release the setscrews of the centre main bearing and remove the main bearing cap complete with the lower
halves of the thrust washers.
4 Use a suitable tool (A1) made of a soft material to push the upper halves of the thrust washers from their
recesses. Where necessary, move the crankshaft to the front or to the rear to loosen a tight washer.
To fit
1 Lubricate the thrust washers with clean engine lubricating oil.
2 Slide the upper halves of the thrust washers into their recesses in the cylinder block. Ensure that the sides
of the thrust washers that have the grooves are against the crankshaft.
3 Fit the lower half thrust washers to the main bearing cap with the location tags in their recesses.
4 Ensure that the location thimbles are fitted correctly in the main bearing cap or in the cylinder block.
5 Ensure that the bearing is fitted correctly in the cap and that the bearing and the crankshaft journal are clean.
Lubricate the bearing with clean engine lubricating oil.
6 Fit the cap with the location tags of both halves of the shell bearings to the same side (B1). Tighten the main
bearing setscrews gradually and evenly to 250 Nm (185 lbf ft) 26,0 kgf m.
7 Check the crankshaft end-float, see Operation 5-5.
8 Fit the lubricating oil strainer and the suction pipe, see Operation 10-4.
9 Fit the lubricating oil sump, see Operation 10-3, and fill it to the correct level with an approved lubricating oil.
1
B
A0107
1
A
A0106
5
Phaser 135 Ti
Main bearings
To remove (with the crankshaft in position) Operation 5-7
Notes:
If the rear main bearing is to be removed with the crankshaft in position, the flywheel, the flywheel housing,
the rear oil seal housing and the bridge piece will have to be removed.
The front main bearing can only be removed if a suitable spanner is available that will enable the torque to
be applied correctly to the setscrews of the main bearing cap. If a suitable spanner is available, the front
main bearing cap can be removed together with the oil pump. The suction pipe and strainer, the delivery
pipe and the relief valve will have to be removed.
1 Drain the lubricating oil and remove the sump, see Operation 10-3.
2 Remove all necessary components to get access to the specific bearing cap.
3 Release the setscrews of the bearing cap and remove the bearing cap. Remove the lower half of the shell
bearing from the cap.
4 With a suitable tool, push the upper half of the shell bearing from the side opposite to the location tag to
remove the bearing tag from its recess in the bearing housing. Carefully rotate the crankshaft to release the
bearing from its housing. Keep the bearing halves in their relevant positions.
5
Phaser 135 Ti
To fit (with the crankshaft in position) Operation 5-8
1 Clean the upper half of the shell bearing and lubricate the bearing surface with clean engine lubricating oil.
Caution: Only the upper half of the bearing has lubrication holes and must be fitted to the cylinder block.
2 Fit the plain end of the upper half of the bearing between the crankshaft journal and the side of the bearing
housing which has the recess for the location tag. Slide the bearing into its housing until the tag on the bearing
is fitted correctly in its recess in the housing.
3 Clean the lower half of the bearing and the cap, lubricate the bearing surface with clean engine lubricating oil.
4 Fit the bearing into the cap with the tag of the bearing fitted correctly in the recess in the cap.
5 Ensure that the location thimbles are fitted correctly to the cap or to the cylinder block. Fit the bearing cap
with the location tags of both bearings on the same side (A1).
6 Inspect the setscrews for damage and for distortion and renew them if necessary. Lightly lubricate the
setscrew threads with clean engine lubricating oil. Fit the setscrews and tighten the setscrews gradually and
evenly to 250 Nm (185 lb ft) 26,0 kgf m.
7 Ensure that the crankshaft turns freely. If the thrust washers have been removed and fitted, check the
crankshaft end-float, see Operation 5-5.
8 Fit all the components which were removed for access to the main bearing cap.
1 Inspect the bearings for wear and for other damage.
2 If a bearing is worn or damaged, renew both half of the shell bearings and check the condition of the other
bearings
1
A
A0107
5
Phaser 135 Ti
Crankshaft
Note: If the crankshaft is to be renewed, it may be necessary to fit new pistons and new small end bushes,
see Operation 4-9. This will occur if the correct piston height above the block face cannot be maintained with
the original piston and connecting rod assemblies, see Operation 4-6.
If the correct piston height above the block face cannot be obtained with the original piston and connecting rod
assembly: Fit new pistons and new small end bushes, see Operation 4-9.
Note: If all or most of the original pistons and connecting rod assemblies cannot be used to obtain the correct
piston height; it may be cost effective to fit a short engine.
Warning! Use lift equipment or obtain assistance to lift heavy engine components such as the flywheel,
flywheel housing and the crankshaft.
1 Before the engine is removed from the vehicle, drain the lubricating oil and the coolant.
3 Remove, the drive belts, see Operation 14-3, and the coolant pump, see Operation 12-3.
4 Remove the fuel injection pump, see Operation 11-9.
5 Remove the crankshaft pulley, Operation 5-1.
6 Remove the alternator and its mounting bracket, see Operation 14-4.
7 Remove the compressor and its drive assembly, see Operation 15-1.
8 Remove the timing case cover, see Operation 6-1.
9 Remove the timing gears and the timing case, see Chapter 6, Timing case and drive assembly.
11 Remove the rear oil seal housing, see Operation 5-3.
12 Remove the lubricating oil suction pipe and strainer, see Operation 10-4, the lubricating oil pump, see
Operation 10-6, the delivery pipe and the relief valve, see Operation 10-10.
13 Remove the bridge piece.
Warning! The engine should be upside down before the fasteners for the crankshaft are removed. If the
engine cannot be turned upside down support the crankshaft before the fasteners are removed.
14 Remove the caps of the connecting rods, see Operation 4-1. Keep the bearings and caps together.
Remove the bolts of the connecting rods and carefully push the pistons into their bores.
15 Ensure that the tops of the main bearing caps are stamped with their relevant position number. Remove
the main bearing caps, the lower half of the shell bearings and the upper and lower thrust washers. Keep the
bearings with their relevant caps.
16 Lift out the crankshaft. Remove the upper half of the bearings and keep each bearing with its relevant lower
half and cap.
5
Phaser 135 Ti
1 Ensure that all lubricating oil passages are clean and free from restriction.
2 Clean the main bearing housings and the upper half of the bearings. Fit the shell bearings with the location
tags fitted correctly in their recesses. Lubricate the bearings with clean engine lubricating oil.
3 Ensure that the main journals of the crankshaft are clean. Put the crankshaft in position on the upper
bearings.
4 Clean and lubricate the upper halves of the thrust washers and slide them into their recesses on both sides
of the bearing housing. Ensure that the slotted sides of the thrust washers are towards the crankshaft.
5 Clean the bearing caps and the lower half of the bearings. Fit the bearings to the caps with the location tags
fitted correctly in their recesses. Lubricate the bearings with clean engine lubricating oil.
6 Clean the lower halves of the thrust washers and lubricate them with clean engine lubricating oil. Fit the
thrust washers on both sides of the bearing cap for the centre main bearing.
7 Check that the location thimbles for the main bearing caps are fitted correctly in the caps or in the cylinder
block. Fit the bearing caps in their correct positions (as shown by the position number stamped on the top of
the cap) with the location tags of the bearings on the same side. In this position the serial numbers stamped
on the bearing caps will be in line. The serial number stamped on the bearing caps must be the same as the
number stamped on the bottom face of the cylinder block.
8 Fit the setscrews to the main bearing caps and tighten the setscrews gradually and evenly to 250 Nm
(185 lb ft) 26,0 kgf m.
9 Clean the bridge piece and the location areas for the bridge piece in the cylinder block. Use a straight edge
(A2) to ensure that the bridge piece is in line with the rear face of the cylinder block. Tighten the bridge piece
cap screws (A1) to 16 Nm (12 lbf ft) 1,6 kgf m.
10 When the bridge piece is in position, inject POWERPART Liquid gasket into the groove (B2) at each end
of the bridge piece. Continue to inject sealant until the groove is completely full and the sealant leaves the
lower groove (B1) at the front and rear of the bridge piece.
It may be necessary to stop the sealant at one side of the lower groove in order to ensure it will flow from the
opposite side of the groove.
Continued
Consumable products
POWERPART Silicone rubber sealant 1861108 POWERPART Liquid gasket 21820518
1
2
A
A0109
1
2
B
A0110
5
Phaser 135 Ti
Caution: When the sump joint is removed, damage can occur to the seal in the grooves of the bridge piece.
If the seal is damaged, apply enough sealant to completely fill the grooves.
Note: The threads of the setscrews used to fasten the sump to the bridge piece have a sealant applied by the
manufacturer. When the setscrews are to be used again, ensure that the threads of the setscrews and of the
bridge piece are clean and a sealant is applied to the threads of the setscrews. These instructions also apply
to studs.
11 Fit the connecting rod caps, see Operation 4-2. Rotate the crankshaft two turns to ensure free movement.
12 Fit the lubricating oil pump, see Operation 10-7, the lubricating oil suction pipe and strainer, see Operation
10-4, the delivery pipe and the relief valve, see Operation 10-10.
13 Fit the rear oil seal housing, see Operation 5-3.
14 Fit the flywheel housing, see Operation 13-3, and the flywheel, see Operation 13-1.
15 Fit the timing case and the timing gears, see Chapter 6, Timing case and drive assembly.
16 Fit the timing case cover, see Operation 6-2.
17 Fit the compressor and its drive assembly, see Operation 15-2, or fit the exhauster, see Operation 15-4.
18 Fit the alternator and its mounting bracket, see Operation 14-4.
19 Fit the crankshaft pulley, see Operation 5-1.
20 Fit the fuel injection pump, see Operation 11-10.
21 Fit the coolant pump, see Operation 12-3, and the drive belts, Operation 14-3.
23 After the engine has been installed, fill the lubricating oil sump to the correct level with an approved oil, see
Chapter 5 in the Users Handbook.
5
Phaser 135 Ti
Check the crankshaft for wear and other damage. The maximum permissible wear and ovality on the
crankshaft journals and crank pins is 0,04 mm (0.0016 in).
The main journals and the crank pins of standard size crankshafts can be machined to 0,25mm (0.010 in),
0,50mm (0.020 in) or 0,75 mm (0.030 in) undersize on diameter, see the Data and dimensions for the
"Crankshaft" on page 18. Special undersize bearings are available.
If the seal has been used in all of the service positions, the crankshaft palm can be machined to remove the
wear marks. Further information can be found in the Data and dimensions for the "Crankshaft" on page 18.
6
Phaser 135 Ti
Timing case and drive assembly 6
General description
The timing case (A) is fitted with a gear driven coolant pump. The timing case is made of aluminium.
The drive from the crankshaft gear passes through an idler gear to the camshaft gear and to the gear of the
fuel injection pump. The drive from the crankshaft gear also passes through a lower idler gear to the gear of
the lubricating oil pump. The gear driven coolant pump is driven by the gear of the fuel injection pump. The
camshaft and the fuel injection pump run at half the speed of the crankshaft. The gear wheels are helical and
made of steel.
The aluminium cover of the timing case contains the front oil seal; this is made of Viton and has a dust lip in
front of the main lip. On most engines the cover has a noise shield fitted to its front face.
Warning! Read the safety precautions for "Viton seals" on page 7.
The camshaft is made of cast iron. The cam lobes and the eccentric for the fuel lift pump are chill hardened.
A
A0129
6
Phaser 135 Ti
Timing case cover
1 Remove the fan and the fan drive pulley.
2 Remove the drive belts, see Operation 14-3.
3 Remove the alternator, see Operation 14-4.
4 Remove the crankshaft pulley, see Operation 5-1.
5 Drain the coolant and remove the coolant pump, see Operation 12-3.
6 Release the setscrews and nuts of the cover (A5) and remove the cover from the timing case assembly (A2).
7 Discard the joint (A4).
2
5
4
A
A0375
3
1
6
Phaser 135 Ti
1 Clean the joint faces of the timing case cover and top cover.
2 Ensure that the two studs (A3) are tightened correctly. Loosely fit two setscrews (A1) which are in opposite
locations to hold the cover in position. Put the cover and a new joint in position on the timing case. Fit the
centralising tool in the oil seal housing (B) and use the special washer and the crankshaft pulley setscrews to
put the cover in its correct position. Do not overtighten the setscrews. Fit the remainder of the setscrews and
nuts and tighten all of the cover fasteners gradually and evenly to 22 Nm (16 lbf ft) 2,2 kgf m. Remove the
centralising tool.
Caution: It is important that the cover of the timing case is centred correctly. If the cover is not centred, the
backlash between the fuel pump gear and coolant pump gear could be affected. This could cause the seizure
of the fuel injection pump.
3 Fit the coolant pump, see Operation 12-3.
4 Fit the fan drive pulley.
6 Fit the alternator, see Operation 14-4.
7 Fit the drive belts, see Operation 14-3, and adjust the belt tension, see Operation 14-2.
8 Fit the fit the fan.
Special tools
Centralising tool PD.162B
2
5
4
A
A0375
3
1
B
A0126
6
Phaser 135 Ti
Front oil seal
A special front oil seal is used in engines where immersion of the seal in water is possible. The water immersion
seal has a flexible front lip that protrudes onto the boss of the front pulley. This front lip prevents the leakage
of water past the oil seal. As the front lip on this type of oil seal is very flexible, the oil seal must be kept on the
plastic mandrel (A1) supplied with it until the seal is to be fitted. The plastic mandrel must be fitted to the seal
immediately the crankshaft pulley is removed. This will ensure that the front lip of the seal will keep its correct
shape.
1 Remove the oil seal with a suitable lever behind the main lip of the oil seal.
Caution: Do not damage the edge of the oil seal housing.
1
A
A0128
6
Phaser 135 Ti
Note: The seal is fitted to a depth of 6,75/7,25 mm (0.266/0.285 in) from the front face of the oil seal housing
to the flat front face of the oil seal. If, in service, there is wear in the seal location area of the crankshaft pulley,
the oil seal can be fitted to a depth of 9,3 mm (0.366 in).
1 Clean the oil seal housing. Inspect the new seal for damage. If a scratch can be seen across the lip of the
seal, do not fit the seal.
2 Lubricate the outer circumference of the oil seal with clean engine lubricating oil and enter the seal into the
housing. Ensure that the spring loaded lip of the oil seal is towards the inside of the timing case cover and that
the oil seal is square to the bore of the seal housing.
3 Assemble the oil seal replacer tool (A). Fit the fastener plate, PD.170-3, (A3) to the front of the crankshaft.
For the standard seal, put the adaptor, PD.170-4, (A5) on the nose of the crankshaft and against the seal.
Ensure that the adaptor has the side stamped 9,3 mm towards the seal.
Assemble the pressure plate, PD.170-1, (A2) together with the sleeve, PD.170-2, (A4) onto the threaded bar,
PD.170, (A1). Put the tool assembly in position on the adaptor, PD.170-4 and tighten the threaded bar onto
the stud of PD.170-3 (A3).
Fit a rod through the hole in the end of the threaded bar to prevent movement of the bar when the nut is
tightened. Tighten the nut to push the seal into the housing to the correct depth. If the standard seal is to be
pushed in to the service position, turn the nut until the face of PD.170-4 is against the face of the seal housing.
4 Remove the replacer tool and lightly lubricate the seal location area of the crankshaft pulley with clean
engine lubricating oil. Fit the crankshaft pulley, see Operation 5-1.
6 Where necessary, fit the fan.
Special tools
Replacer tool for front oil seal PD170 Fastener plate for use with PD.170 PD170-3
Pressure plate for use with PD.170 PD170-1
Adaptor for seal for use with PD.170 PD170-4
Sleeve for use with PD.170 PD170-2
A
A0127
5 4 3 2 1
6
Phaser 135 Ti
Idler gear and hub
2 Rotate the crankshaft until the marked teeth of the crankshaft gear and the camshaft gear and the fuel pump
gear are all aligned with the marked teeth of the idler gear (A).
Note: The marked teeth of the idler gear (B4) will not necessarily be in mesh with the marked teeth of the other
gears because of the different speed of rotation of the idler gear.
3 Release the three setscrews (B8), remove the plate (B1) of the idler gear and remove the gear (B3) from
the idler gear hub (B5). The drive gear of the fuel injection pump may rotate counter- clockwise when the idler
gear is removed.
Caution: The valve timing and fuel injection pump timing will be lost if the crankshaft is rotated when the idler
gear is removed.
4 Remove the idler gear hub, note the position of the oil hole (B6).
5 Inspect the gear and the bushes (B2) and (B7) for wear and other damage and renew as necessary. The
gear and bushes are available as an assembly or separate bushes are available.
6 If the bushes are to be changed, remove them with a suitable puller. If a puller is not available, machine off
the face of one of the bushes and press them out. Press in new bushes, machine the bores to get the correct
clearance on the hub and machine the faces to get the correct end clearance, see the Data and dimensions
for the "Timing case and drive assembly" on page 21.
A
A0129
8
1
2
5
3
4
6
7
L0030
B
6
Phaser 135 Ti
1 Use the three idler gear setscrews to ensure the correct position of the idler gear hub with the lubrication
hole (A1) at the top. Push the hub into position and remove the setscrews.
2 Lubricate the idler gear bushes with clean engine lubricating oil. Align the timing marks on the idler gear with
the marks on the crankshaft and camshaft gears. If necessary, rotate the gear of the fuel injection pump
clockwise to align the relevant timing mark with the marks on the idler gear and slide the idler gear into position.
3 Check that all the timing marks are in correct mesh (B). Fit the plate and the setscrews to the idler gear hub
and tighten the setscrews to 44 Nm (33 lbf ft) 4,5 kgf m.
4 Check the idler gear end-float (C) and the timing gear backlash (D).
8 Where necessary, fit the fan drive pulley.
B
A0129
1
A
A0135A
C
A0130
D
A0131
6
Phaser 135 Ti
The compressor is made by Bendix and is driven directly from the engine timing case and does not have an
auxiliary drive assembly. The engine idler gear (A12) drives the compressor gear (A4) through a separate idler
gear (A11/B4) fitted onto a hub (A9). The hub is fastened to the back of the timing case (A5) by a bracket (A3).
The idler gear is fitted on a needle roller bearing (A7) which is fitted onto the hub. The hub has an "O" ring (A1)
to prevent oil leakage from the rear of the timing case. The roller bearing and the idler gear are retained on the
hub by a plate (A10) which is fastened to the idler hub.
1 Set the piston of number 1 cylinder to TDC, see Operation 8-1.
2 Remove the timing case cover (A6), see Operation 6-1.
Caution: Do not rotate the engine crankshaft or the compressor crankshaft if the idler gear is removed. If either
of the crankshafts are moved, the compressor must be timed to the engine.
3 Release the three setscrews (A8). Remove the plate (A10) which retains the idler gear (A11). Remove the
gear and the needle roller bearing (A7) from the idler hub (A9).
4 Remove the three cap screws (B3) which fasten the idler hub to the bracket (B2) at the rear of the timing
case (B1). Remove the idler gear hub.
5 Remove and discard the "O" ring (A1).
6 Inspect the idler gear, needle roller bearing and idler gear hub for wear and other damage and, if necessary,
renew them.
6 12 11 10 9 8 7
5 4 1 3 2
A
A0291
1
4
2
3
B
A0295
6
Phaser 135 Ti
1 Renew the "O" ring (A1). Lightly lubricate the components with clean lubricating oil before they are
assembled onto the hub.
Check that the four cap screws (B4) which secure the idler hub bracket (B2) to the timing case are tightened
to the correct torque 35 Nm (26 lbf ft) 3,5 kgf m.
Fit the hub (A9) with the "O" ring towards timing case. Fit the three M10 cap screws (B3) and tighten them to
60 Nm (44 lbf ft) 6 kgf m). Put the needle roller bearing (A7) into position on the hub.
Caution: Do not rotate the engine crankshaft or the compressor crankshaft if the idler gear (B5) is removed.
If either of the crankshafts are moved, the compressor must be timed to the engine.
2 Lightly lubricate the bore of the gear (A11) with clean lubricating oil and put the gear in position on the
bearing. Put the plate (A10) in position. Fit the setscrews (A8) and tighten them to 22 Nm (16 lbf ft) 2,2 kgf m.
3 Use the method shown in Operation 6-6 (C) to check the compressor idler gear end-float, and the method
shown in Operation 6-6 (D) to check the timing gear backlash.
Refer to the relevant Data and dimensions for the "Timing case and drive assembly" on page 21 for the
compressor idler gear end-float and backlash dimensions.
6 12 11 10 9 8 7
5 4 1 3 2
A
A0291
1
5
2
3
4
B
A0295
6
Phaser 135 Ti
Fuel pump gear
The latest fuel pump gear has a timing plate (A2) fitted to the front face of the gear with two M5 torx screws
(A1). The plate is fitted in the factory after the fuel injection timing has been accurately set to TDC, number 1
cylinder on the compression stroke.
Note: Early engines do not have a timing plate fitted.
Caution: Do not loosen the two M5 torx screws which secure the timing plate to the gear of the fuel injection
pump. Timing of the fuel injection pump will be necessary if the timing plate is moved.
The plate is used to ensure that the fuel injection pump can be accurately timed to the engine each time it is
removed and fitted in service. When a new fuel pump gear is supplied the plate must be removed from the
original gear and fitted to the new gear.
Note: The position of the hole for the timing pin of the Bosch pump is shown at (B7). The hole for the timing
pin of the Lucas pump is shown at (B5).
Caution: Do not lock the shaft of the fuel injection pump, refer to "Bosch EPVE fuel injection pump" on page
160.
2 Set the number one piston to TDC on the compression stroke, refer to Operation 8-1 and Operation 8-2 or
use Operation 8-3 if the methods given in Operation 8-1 or Operation 8-2 cannot be used.
The fuel pump gear is marked. Fit the timing pin (B3) until the small end of the pin (B2) is pushed fully into the
hole in the fuel pump body (B4).
Caution: Do not remove the nut (B6) which retains the hub (B1) to the shaft of the fuel injection pump. The
hub is fitted permanently to the shaft. If the hub is removed, it will be necessary for a fuel injection pump
specialist to correctly position the hub on the shaft with special test equipment.
3 Remove the four setscrews (A3) from the fuel pump gear and remove the gear from the hub of the fuel pump.
4 Inspect the gear for wear and other damage and renew it, if necessary.
Special tools
Bosch fuel injection pump timing pin PD.245 Lucas fuel injection pump timing pin PD.245
2
4
1
3
1
7
5 6
B
A0372/1
1
2
3
A0129/1
A
6
Phaser 135 Ti
The fuel pump gear will only fit in one position. The gear is fitted with the letters C and M at the front.
Caution: Check that the shaft of the fuel injection pump is released, see Operation 11-9.
1 Ensure that the engine is set to TDC with the number one piston on the compression stroke, see Operation
8-1, Operation 8-2 or, if necessary, use the procedure given in Operation 8-3.
2 If the pin (A3) has been removed before the gear is fitted, rotate the hub (A1) of the pump until the hole (A4)
can be seen in the slot. Fit the small end of the pin (B2) fully into the hole in the pump body. Leave the pin (A5)
in position.
3 Fit the fuel pump gear (B1) over the pin (B2) and into mesh with the idler gear (B3).
Note: If the gear is renewed fit the original timing plate (C2) onto the front face of the new gear. Loosely fit the
two M5 torx screws (C1) and put the gear into position on the hub. If the gear and timing plate are fitted
correctly the four threaded holes in the hub can be seen through the slots (A7) in the gear.
4 Loosely fit the four setscrews in the centre of the slots (B1) in the gear.
If the gear is renewed, carefully rotate the gear (A6) counter-clockwise until the backlash between the idler
gear and the fuel pump gear has been removed. Do not rotate the crankshaft or it will be necessary to set TDC
again.
5 Tighten the four setscrews (C3) to retain the gear to 28 Nm (20 Ib ft) 2,8 kgf m. If the timing plate was fitted
to a new gear, tighten the two M5 torx screws. Remove the timing pin from the fuel pump.
6 If a new gear has been fitted, use a feeler gauge to check the backlash.
2
4
1
3
1
6
7
5
A
A0372/3
B
A0384
1
2
3
1
2
3
A0129/1
C
6
Phaser 135 Ti
Camshaft gear
To remove
2 Rotate the crankshaft until the marked teeth of the crankshaft gear and the camshaft gear are in mesh with
the idler gear. The marked teeth of the idler gear will not necessarily be in mesh with the marked teeth of the
other gears because of the different speed of rotation of the idler gear.
3 Remove the setscrew and washer of the camshaft gear. Put a suitable adaptor onto the end of the camshaft
and remove the gear with the puller and adaptor (A). Ensure that the key in the camshaft is not lost.
4 Inspect the gear for wear and any other damage and renew it, if necessary.
To fit
1 Ensure that the key in the camshaft is fitted correctly.
2 Remove the idler gear, see Operation 6-5.
3 Fit the camshaft gear to the camshaft with the marked teeth towards the front and the keyway correctly
aligned with the key. If necessary, lightly hit the gear with a soft face hammer to engage the key into the
keyway.
4 Fit the idler gear with the marked teeth in correct mesh, see Operation 6-6. If the camshaft has to be turned
and a valve hits a piston, disengage the rocker assembly.
5 Fit the washer and the setscrew for the camshaft gear and tighten the setscrew to press the camshaft gear
into position. Tighten the setscrew to 78 Nm (58 lbf ft) 8,0 kgf m. If a new camshaft gear has been fitted, check
the backlash.
Special tools
Gear puller PD.155C Adaptors for use with PD.155C PD.155B-5
A
A0134
6
Phaser 135 Ti
Crankshaft gear
To remove
3 Remove the idler gear, see Operation 6-5.
4 The crankshaft gear is a transition fit on the crankshaft. It may slide off easily or, if it is a tight fit and the gear
is to be renewed, it may be necessary to remove the crankshaft, see Operation 5-10, to remove the gear safely.
To fit
1 The gear can fit easily, or it may be necessary to heat the gear before it will fit onto the crankshaft. If the
gear is to be heated, heat it in an oven to not more than 180 C (226 F). If an oven is not available, heat it in
coolant which is at its boiling point. Do not use a flame as this can cause local damage. Fit the gear with the
timing marks to the front.
2 Fit the idler gear, see Operation 6-6, and ensure that all the timing marks are correctly aligned.
6
Phaser 135 Ti
Timing case
1 Where necessary, remove the fan.
2 Remove the drive belts, see Operation 14-3.
3 Remove the crankshaft pulley, see Operation 5-1.
4 Where necessary, remove the fan drive assembly.
5 Drain the coolant and remove the coolant pump, see Operation 12-3.
6 Remove the alternator together with its mounting bracket and front support plate, see Operation 14-4.
7 Remove the compressor and its drive assembly, see Operation 15-1, and the exhauster, if fitted, see
Operation 15-4.
10 Remove the fuel injection pump, see Operation 11-9.
11 Remove the idler gear, see Operation 6-5, and the camshaft gear, see Operation 6-11.
12 Remove the setscrews which hold the timing case to the cylinder block and the setscrews which hold the
sump to the bottom of the timing case.
13 Remove the timing case and the joint, do not allow the idler gear hub to fall. Ensure that the camshaft thrust
washer is not lost.
6
Phaser 135 Ti
1 Ensure that the sump joint is not damaged. If the joint is damaged, remove the sump and fit it with a new
joint after the timing case has been fitted. The front section of the joint can be cut away and the front section
of a new joint fitted, without the removal of the sump, but extreme care must be used to prevent possible leaks.
2 If the sump has been removed, fit the idler gear hub (A2) to the front of the cylinder block; use the three
setscrews of the idler gear to hold the hub in position. Ensure that the oil hole is at the top.
3 Ensure that the thrust washer for the camshaft is in position.
4 Fit a new joint for the timing case to the cylinder block. Cut the bottom ends of the joint to fit correctly. Apply
POWERPART Jointing compound to the bottom ends of the joint.
5 Put the timing case in position. If the sump has not been removed, fit the idler gear hub, see step 2. Fit the
four setscrews (A1) around the idler gear hub. Ensure that the bottom of the timing case is correctly aligned
with the bottom of the cylinder block before the setscrews are tightened. Put the fan drive assembly and/or the
alternator and its front support plate in position and fit and tighten the remainder of the setscrews of the timing
case. If the front support plate has been separated from the alternator bracket, ensure that the right side of the
plate is level with the machined face on the cylinder block where the alternator bracket is fitted. If a new timing
case is fitted, remove the two studs from the timing case and clean the threads which fit into the timing case.
Seal the threads with POWERPART Nutlock and fit the studs into the new timing case. Remove the setscrews
from the idler gear hub.
Continued
Consumable products
POWERPART Jointing compound
1861155 or
1861117
POWERPART Nutlock 21820242
2
1
1
A0135
A
6
Phaser 135 Ti
6 If necessary, fit the lubricating oil sump, see Operation 10-3, and fill it to the correct level with an approved
oil.
7 Fit the camshaft gear, see Operation 6-11, and the idler gear, see Operation 6-6. Ensure that all the timing
marks are correctly aligned.
8 Fit the fuel injection pump, see Operation 11-10, and the drive gear.
10 Fit the compressor and its drive assembly, see Operation 15-2.
14 Fit the alternator, see Operation 14-4, and the alternator front bracket.
6
Phaser 135 Ti
Camshaft and tappets
1 Before the engine is removed from the vehicle or the machine, drain the lubricating oil and the coolant.
2 Remove the timing case, see Operation 6-13.
3 Remove the rocker cover, the rocker assembly and the push rods, see Chapter 3, Cylinder head assembly.
4 Remove the fuel lift pump, see Operation 11-5.
5 Turn the engine upside down and remove the lubricating oil sump, see Operation 10-3.
6 Remove the camshaft thrust washer (B1) and carefully remove the camshaft (A).
7 Remove the tappets.
8 Inspect the camshaft and the tappets for wear and other damage, also inspect the camshaft bush. Renew
the components as necessary.
A
A0136
1 2
B
A0137
6
Phaser 135 Ti
1 Ensure that all components are clean and are lubricated with clean engine lubricating oil.
2 Fit the tappets in position.
3 Carefully fit the camshaft (B).
4 Fit the camshaft thrust washer. Ensure that it is fitted correctly on the hollow dowel (A2).
5 Fit the timing case together with a new joint, see Operation 6-14.
6 Check that the camshaft end-float is within the limits shown in the Data and dimensions for the "Timing case
and drive assembly" on page 21.
7 Rotate the camshaft until the cam for the fuel lift pump is at the minimum lift position and fit the fuel lift pump,
see Operation 11-5.
8 Turn the engine to an upright position. Rotate the crankshaft until the keyway in the crankshaft is at the top.
Fit the timing gears, see Operation 6-6, Operation 6-10 and Operation 6-11, and ensure that all the timing
marks are correctly aligned.
9 Fit the fuel injection pump, see Operation 11-10.
10 Fit the push rods and the rocker assembly, see Chapter 3, Cylinder head assembly.
11 Set the valve tip clearances, see Operation 3-6.
12 Fit the timing case cover, see Operation 6-2, and the lubricating oil sump, see Operation 10-3.
13 After the engine has been installed, fill the cooling system.
14 Fill the lubricating oil sump to the correct level with an approved lubricating oil, see Chapter 5 of the Users
Handbook.
1 2
A
A0137
B
A0136
7
Phaser 135 Ti
Cylinder block assembly 7
General description
The cylinder block is made of cast iron and provides a full length support for the dry liners which are also made
of cast iron. Production liners are a press fit in the block, a partially finished liner is available in service. Both
liners are honed with silicon carbide tools to a controlled finish to ensure long life and low oil consumption. The
cylinder liners have a flame ring above the flange. A bush is fitted in the cylinder block for the front camshaft
journal and the other camshaft journals run directly in the block.
7
Phaser 135 Ti
Cylinder block
To dismantle Operation 7-1
Note: If the cylinder block is to be renewed, it may be necessary to fit new pistons and small end bushes, see
Operation 4-9. This will occur if the correct piston height above the block face cannot be maintained with the
original piston and connecting rod assemblies, see Operation 4-6. If all or most of the original pistons and
connecting rod assemblies cannot be used it may be cost effective to fit a short engine.
1 Drain the cooling system and the lubricating oil.
2 Remove the engine from the vehicle or machine.
3 Remove the alternator drive belts, see Operation 14-3, and the alternator and its mounting brackets, see
Operation 14-4.
4 Remove the coolant pump, see Operation 12-3.
5 Remove the compressor, see Operation 15-1.
6 Remove the fuel filter, see Operation 11-1, the atomisers, see Operation 11-3, and the fuel injection pump,
see Operation 11-9.
7 Remove the lubricating oil cooler, see Operation 12-6.
8 Remove the lubricating oil filter assembly and the lubricating oil sump, see Operation 10-3.
9 Remove the turbocharger, see Operation 9-1.
10 Remove the fuel lift pump, see Operation 11-5.
11 Remove the starter motor, see Operation 14-5.
13 Remove the timing case and the timing gears, see Chapter 6, Timing case and drive assembly.
14 Remove the lubricating oil pump, see Operation 10-6, and the pressure relief valve, see Operation 10-10.
15 Remove the piston and connecting rod assemblies, see Operation 4-4.
16 Remove the camshaft and the tappets, see Operation 6-15.
18 Remove the rear oil seal assembly, Operation 5-3, and the crankshaft, see Operation 5-10.
19 Remove the piston cooling jets, see Operation 4-14.
20 Inspect the cylinder block, see Operation 7-3.
7
Phaser 135 Ti
To assemble Operation 7-2
1 Clean thoroughly the new cylinder block. Ensure that all the oil passages are clean and free from debris.
2 Remove the threaded plugs from the old cylinder block and clean the threads. Seal the threads with
POWERPART Nutlock, or a similar sealant, and fit the threaded plugs into the new cylinder block.
3 Fit the piston cooling jets, see Operation 4-14.
4 Fit the crankshaft, see Operation 5-11, and the rear oil seal assembly, see Operation 5-3.
5 Fit the piston and connecting rod assembly, see Operation 4-5.
6 Fit the flywheel housing, see Operation 13-3, and the flywheel, see Operation 13-1.
7 Fit the tappets and the camshaft, see Operation 6-16.
8 Fit the lubricating oil pump, see Operation 10-7, and the pressure relief valve, see Operation 10-10.
9 Fit the timing case and the timing gears, see Chapter 6, Timing case and drive assembly.
11 Fit the starter motor, see Operation 14-5.
12 Fit the fuel lift pump, see Operation 11-5.
13 Fit the turbocharger, see Operation 9-2.
14 Fit the lubricating oil filter assembly and the lubricating oil sump, see Operation 10-3.
15 Fit the lubricating oil cooler, see Operation 12-6.
16 Fit the fuel filter, see Operation 11-1, the atomisers, see Operation 11-4, and the fuel injection pump, see
Operation 11-10.
17 Fit the compressor, see Operation 15-2.
19 Fit the alternator and its mounting brackets, see Operation 14-4, and the alternator drive belts, see
Operation 14-3.
20 Install the engine into the vehicle or machine.
22 Fill the lubricating oil sump to the correct level with an approved lubricating oil, see Chapter 5 in the Users
Handbook.
Consumable products
7
Phaser 135 Ti
1 Clean the passages for the coolant and for the oil.
2 Check the cylinder block for cracks and for other damage.
3 The top face of the cylinder block must not be machined as this will affect the liner flange depth and the
piston height above the top face of the cylinder block.
4 Check the camshaft bush for wear. If the bush is to be renewed, use a suitable adaptor to press it out of the
bore. Ensure that the lubricating oil hole in the new bush will be towards the front of the engine, when fitted.
Press in the bush with the oil hole on the same side and aligned with the oil hole in the block until the front end
of the bush is aligned with the face of the recess.
7
Phaser 135 Ti
Cylinder liner
To ensure the best performance during the life of the engine it is important that worn or damaged cylinder liners
are renewed. If a change of liner becomes necessary in service, a partially finished liner is available.
The condition of a cylinder liner is decided by:
The amount and location of any polished areas.
Wear.
Damage to the liner wall.
Note: It will not be necessary to renew the liners if:
The honed finish can still be clearly seen
The engine performance and oil consumption is acceptable.
To check the condition of a cylinder liner
1 Inspect the liner surface for cracks and deep scratches.
2 Check the liner wall for areas where the honed finish has been polished away. Check especially the area
around the top of the liner bore just below the carbon ring. In this area, thrust from the top piston ring is at its
maximum.
Cautions:
Damaged or worn liners must be discarded.
New piston rings must be fitted when the cylinder liner is renewed.
An engine can have high oil consumption with very little wear of the liner bores, if the surfaces of the liners
are glazed.
Specialist training and equipment is needed to machine the finish of a partially finished liner.
Partially finished cylinder liners must be bored and then diamond honed, silicon carbide base honed and silicon
carbide plateau honed to the finished size to conform to the dimensions given in the Data and dimensions for
the "Cylinder liners" on page 22.
Specialist training and equipment is needed to machine a partially finished liner. For further information contact
your nearest Perkins Distributor.
7
Phaser 135 Ti
Note: Where several liners are to be removed or a very tight production liner is fitted, a press should be used.
Where a single liner is to be removed or the crankshaft is to remain in position, a tool for hand operation is
available.
3 Remove the piston and connecting rod assembly, see Operation 4-4.
4 Carefully remove the piston cooling jet, see Operation 4-14.
5 Rotate the crankshaft to give access to the cylinder liner. Protect the crank pin.
Continued
Special tools
Remover/replacer for cylinder liner PD.150B Adaptors for use with PD.150B PD.150B-17A
7
Phaser 135 Ti
6 Put the tool (A4) on the top face of the cylinder block and over the centre of the liner (A5). Ensure that the
base of the tool is not on top of the liner flange of the next cylinder.
7 Put the bearing (A3) in the recess in the top of the tool with the flat face of the bearing to the bottom of the
recess.
8 Fit the threaded rod (A2) through the bearing and the top of the tool until the handle (A1) is in the recess in
the top of the bearing. In this position adjust the threaded rod until the end is below the bottom of the cylinder
liner. Fit the adaptor PD.150B-17A (A6) onto the threaded rod and against the bottom of the cylinder liner.
Ensure that the two lugs on the top of the adaptor engage with the flats on the threaded rod. Fit the washer
and nut and tighten the nut onto the adaptor.
9 Lubricate the ratchet of the handle and the threaded rod with Shell Spirax oil or an equivalent oil. Operate
the handle and pull the cylinder liner out of the top of the cylinder block.
1
5
6
4
3
2
A
A0212
7
Phaser 135 Ti
To fit a partially finished liner Operation 7-6
The liner is an interference fit in the parent bore. A special tool will be necessary to fit the liners, tool PD.150B
can be used. If a liner is a very tight fit it may be necessary to use a hydraulic press.
Caution: Do not hit a liner with a hammer.
1 Clean thoroughly the parent bore of the cylinder block with an approved degreasing fluid.
2 Inspect the parent bore for damage and corrosion. Damaged cylinder blocks should be discarded.
3 Clean thoroughly the outer surface of the liner with an approved degreasing fluid.
4 Apply a small amount of engine oil around the top of the parent bore to assist the entry of the liner.
Continued
Special tools Consumable products
Remover/replacer for cylinder liner PD.150B
POWERPART Retainer
(oil tolerant)
21820603
Adaptors for use with PD.150B PD.150B-17
Depth gauge, liner flange PD.41D
Loctite Safety Solvent or a similar product
Dial gauge for use with PD.41D PD.208
7
Phaser 135 Ti
5 Engage the cylinder liner (A5) into the parent bore; ensure that the liner is vertical. Put the adaptor PD.150B-
17A (A4) onto the top of the liner with the flame ring in the groove of the adaptor. Put the bearing (A3) into
position in the recess in the top of the adaptor with the flat face of the bearing to the bottom of the recess.
6 Fit the threaded rod (A2) through the bearing, the adaptor and the liner until the handle (A1) is against the
recess in the bearing. In this position adjust the threaded rod until the end is below the bottom face of the
cylinder block.
7 Fit the adaptor PD.150B-17/6 (A6) onto the threaded rod; ensure that the flat face of the adaptor is against
the bottom face of the cylinder block as shown (A). Fit the washer and the nut; ensure that the threaded rod is
in the centre of the liner and tighten the nut onto the adaptor.
8 Lubricate the ratchet of the handle and the threaded rod with Shell Spirax oil or an equivalent oil. Operate
the handle and press the liner into the fully fitted position.
9 Remove the tool PD.150B and thoroughly clean the top of the cylinder block.
10 Use tool PD.41D to check that the flange of the cylinder liner is between 0,10 mm (0.004 in) above to
0,10 mm (0.004 in) below the top face of the cylinder block (B).
This measurement must be from the flange (B2) of the cylinder liner, not the top of the flame ring (B1).
Caution: Specialist training and equipment is needed to machine the finish of a partially finished liner.
Notes:
Partially finished cylinder liners must be bored and then diamond honed, silicon carbide base honed and
silicon carbide plateau honed to the finished size to conform to the dimensions in the Data and dimensions
for the "Cylinder liners" on page 22.
Specialist training and equipment is needed to machine the partially finished liner. For further information
contact your nearest Perkins Distributor.
Continued
1
2
B
A0214
5
6
1
3
4
2
A
A0213
7
Phaser 135 Ti
11 Fit new piston rings, see Operation 4-7.
12 Fit the piston and connecting rod assembly, see Operation 4-5.
13 If necessary, fit the piston cooling jet, see Operation 4-14.
Caution: After a new cylinder liner has been fitted, these recommendations are advised for the first 240 km
(150 miles) or 5 hours of operation:
Do not operate the engine at full load
Do not operate the engine at high speed
Do not allow the engine to run at low idle speed for long periods.
8
Phaser 135 Ti
Engine timing 8
General description
The timing gears are stamped with timing marks to ensure that they are assembled correctly (A). The marked
teeth of the crankshaft, the camshaft and the fuel pump gears will be in mesh with the idler gear when number
1 piston is at top dead centre (TDC) on the compression stroke. The marked teeth of the idler gear may not
necessarily be in mesh in this position, because of the different speeds at which the gears rotate.
TDC on number 1 cylinder can be found by the alignment of holes in the backplate of the flywheel housing and
the flywheel. Some engines are not fitted with alignment holes and TDC on number 1 cylinder must be found
by the reverse pin timing method or the alternative method.
The fuel injection pump is timed at TDC on the compression stroke of number 1 cylinder. There is no timing
mark on the rear face of the timing case.
Caution: The fuel injection pump has a lock screw (B1) which locks the shaft. It is important that the lock
screw is released and the pump shaft is free to turn. The drive shaft of the pump must not be rotated without
the spacer (B2) in position under the locking screw. If the drive shaft is rotated with the locking screw tightened
on to the shaft, the drive shaft will be damaged.
The fuel pump gear is fastened to the hub of the fuel pump by four setscrews. The setscrews pass through
slots in the gear which allow removal of the backlash.
To reach the accurate fuel injection needed for engines that conform to emissions legislation, the latest fuel
injection pumps operate at a static timing very close to TDC.
Continued
2
1
B
A0256/1
A
A0129
8
Phaser 135 Ti
One of three methods can be used to set the engine accurately to TDC on the number 1 cylinder:
Flywheel and pin method
When TDC on number 1 cylinder compression stroke is found by use of a pin fitted into a hole in the bottom of
the flywheel housing and flywheel, this has been fitted to a limited number of applications.
Reverse pin timing
Where a timing plate is fitted to the front face of the fuel pump gear and a timing pin is used to align the timing
timing plate, fuel injection pump hub and pump body to set TDC on the number 1 cylinder compression stroke
before the pump is removed.
Alternative method
When a temporary pointer is fitted to the timing case and marks are made on the pulley to find TDC on the
number 1 cylinder compression stroke.
8
Phaser 135 Ti
Engine timing
Flywheel and pin method to set the engine to top dead centre (TDC)
on the compression stroke Operation 8-1
TDC on number 1 cylinder compression stroke can be found by the alignment of a hole in the flywheel with a
hole in the backplate of the flywheel housing. Access to the hole is by removal of a rubber plug under the
engine.
2 Loosen the clamp nuts which retain the atomisers.
3 Rotate the crankshaft clockwise, when seen from the front, until the inlet valve for number 1 cylinder (the
first valve) has just closed.
4 Insert the locking pin (A1) into the hole (A2) in the bottom of the flywheel housing. Continue to rotate the
crankshaft clockwise slowly until the pin enters a hole in the flywheel. The engine is now set at TDC number
1 cylinder, compression stroke.
5 Remove the pin from the flywheel and the backplate.
Special tools
Locking pin for the crankshaft PD.241
1
2
A
PC077
8
Phaser 135 Ti
Reverse pin timing to set the engine to top dead centre (TDC) on the
compression stroke Operation 8-2
The factory timing position is used to set the engine at TDC on the number 1 cylinder compression stroke
before the fuel injection pump is removed. It is necessary to use this method when the flywheel housing and
flywheel do not have a hole for a timing pin.
Cautions:
Do not remove the nut (A6) from the shaft of the fuel injection pump.
The fuel pump hub is fitted to the shaft in the factory to ensure that the fuel pump is in the correct position
for timing. If the hub is removed, the hub will need to be accurately fitted to the pump by use of special
equipment available to Perkins distributors.
Do not release the torx screws (B1). If the torx screws are released and the timing plate is moved the factory
timing position will be lost. If this occurs it will be necessary to set the engine to TDC, Operation 8-3, before
the torx screws are tightened. Refer to "Special torque tensions" on page 30 for the correct torque.
2 Remove the cover for the fuel injection pump gear.
3 Rotate the crankshaft clockwise until the inlet valve on the number 1 cylinder closes. Continue to rotate the
crankshaft slowly until the slot (A3) in the fuel pump gear and the slot of the hub (A2) are aligned with the hole
in the body of the fuel pump (A1).
4 Insert the timing pin (A5) through the hole in the fuel pump gear and the slot of the hub. Push the pin fully
into the hole in the body of the fuel pump. When the pin is fully inserted the engine is at TDC on the number 1
cylinder compression stroke. There should be no resistance when the pin is inserted.
5 Remove the timing pin. If necessary, the fuel injection pump can be removed, see Operation 11-9.
Caution: Do not rotate the crankshaft when the fuel injection pump is removed from the engine, damage to
the timing case may occur. If it is necessary to rotate the crankshaft, the fuel pump must be fitted and the
fasteners for the gear tightened.
6 Fit the cover for the fuel injection pump gear.
Special tools
Timing pin (Bosch fuel injection pumps) PD. 245
5
6
1 2
3
4
A
A0374/1
1
B
A0374/2
8
Phaser 135 Ti
Alternative method to set number 1 piston to TDC on the
compression stroke Operation 8-3
Caution: The alternative method should only be used when the flywheel and pin method and the reverse pin
timing method cannot be used.
1 Fasten a temporary pointer to the timing case cover (or other suitable position) with its tip near to the outer
edge of the crankshaft damper or pulley.
2 Remove the atomisers, see Operation 11-3.
4 Rotate the crankshaft clockwise, from the front, until the push rod for the inlet valve of the rear cylinder just
tightens.
5 Rotate the crankshaft a further
1
/
8
of a turn clockwise. Insert a suitable lever between the rocker lever and
the valve spring cap of number 1 inlet valve. Open the inlet valve and put a spacer approximately 5,0 mm
(0.2 in) thick between the valve tip and the rocker lever.
6 Slowly rotate the crankshaft counter-clockwise until the piston makes contact with the open valve. Make a
temporary mark on the damper or pulley to align accurately with the tip of the pointer.
7 Rotate the crankshaft clockwise one or two degrees and remove the spacer between the valve and the
rocker lever. Rotate the crankshaft
1
/
4
of a turn counter-clockwise. Put the spacer between the valve tip and
the rocker lever.
8 Slowly rotate the crankshaft clockwise until the piston makes contact with the open valve. Make another
temporary mark on the damper or pulley to align accurately with the tip of the pointer.
9 Make a temporary mark at the centre point between the two marks on the damper or pulley and remove the
other two marks. Rotate the crankshaft counter-clockwise
1
/
8
of a rotation and remove the spacer between the
valve and the rocker lever.
10 Slowly rotate the crankshaft clockwise until the mark on the damper or pulley aligns accurately with the tip
of the pointer. Number 1 piston is now at TDC on the compression stroke.
11 Remove the temporary pointer from the timing case cover.
12 Fit the atomisers, see Operation 11-4.
8
Phaser 135 Ti
To check the valve timing Operation 8-4
2 Set the piston of number 1 cylinder to TDC on the compression stroke, see Operation 8-1 or Operation 8-2.
3 Fasten a temporary pointer to the timing case cover with its tip near to the outer edge of the crankshaft pulley
or damper. Make a suitable mark on the crankshaft pulley or damper to align with the temporary pointer.
4 Remove the timing pin (A1) from the pump.
5 Rotate the crankshaft, clockwise from the front, until the inlet valve of the rear cylinder is fully open.
6 Set the valve tip clearance of number 1 cylinder inlet valve to 1,5 mm (0.059 in).
7 Rotate the crankshaft, clockwise from the front, until the push rod of number 1 cylinder inlet valve just
tightens. In this position, check if the mark on the crankshaft pulley or damper is within +/- 2
1
/
2
of the
temporary pointer. Use the formula below to find the measurement which is equal to 2
1
/
2
on the pulley or
damper.
C = Circumference of pulley or damper
P = 2
1
/
2
8 If the timing is more than 2

1
/
2
out of position, the timing gears are probably not in correct mesh.
Note: One tooth on the camshaft gear is equivalent to 23 mm (0.9 in) at the circumference of a pulley of
203 mm (8 in) diameter. If a large damper is fitted, one tooth on the camshaft gear is equivalent to 35 mm
(1.4 in) at the circumference of a damper of 310 mm (12.2 in) diameter, or 37 mm (1.5 in) at the circumference
of a damper of 327 mm (12.8 in) diameter.
9 Rotate the crankshaft, clockwise from the front, until the inlet valve of the rear cylinder is fully open. Set the
valve tip clearance of the inlet valve of number 1 cylinder to 0,20 mm (0.008 in).
11 Remove the temporary pointer from the timing case and the timing mark from the pulley or damper.
C x P
360
1
PA374 A
A0374/3
8
Phaser 135 Ti
To check the timing of the fuel injection pump Operation 8-5
Caution: Do not remove the nut (A5) from the shaft of the fuel injection pump. The fuel pump hub is fitted to
the shaft in the factory to ensure that the fuel pump is in the correct position for timing. If the hub is removed,
the hub will need to be accurately fitted to the pump by use of special equipment available to Perkins
distributors.
Note: This procedure can only be used when the engine is set to TDC on number one cylinder by the flywheel
and pin method, Operation 8-1. The alternative method, Operation 8-3, should be used only if the flywheel and
pin method can not be used.
1 Set the piston of number 1 cylinder to TDC on the compression stroke, see Operation 8-1 or Operation 8-3.
3 Insert the timing pin (A4) through the hole (A3) in the fuel pump gear and the slot of the hub (A2). Push the
pin fully into the hole (A1) in the body of the fuel pump. If the pin can be fully inserted, then the pump timing is
correct. There should be no resistance when the pin is inserted.
4 Remove the timing pin.
5 If the timing pin cannot be pushed into the pump body, check that the engine is correctly set at TDC on the
number 1 cylinder compression stroke, see Operation 8-1 or Operation 8-3.
If the engine is set correctly, but the pin does not fit into the hole, the fuel pump must be removed and set by
a specialist.
Special tools
Timing pin, Bosch fuel injection pumps PD.245
4
5
1 2
3
A
A0374/4
9
Phaser 135 Ti
Aspiration system 9
General description
Warning! Turbochargers operate at high speed and at high temperatures. Keep fingers, tools and debris away
from the inlet and outlet ports of the turbocharger and prevent contact with hot surfaces.
A turbocharger (A), is fitted between the exhaust and induction manifolds. The turbocharger is driven by
exhaust gases and passes air to the engine at more than atmospheric pressure. It is lubricated by oil from the
main gallery. The oil passes through the bearing housing of the turbocharger and returns to the lubricating oil
sump; arrows are included on the illustration to indicate the typical oil flow.
Continued
1
A
A0181
2
9
Phaser 135 Ti
The 135Ti turbocharger is fitted with a waste-gate unit (B). This unit, which is controlled by boost pressure,
allows some of the exhaust gases to by- pass the turbine rotor at higher engine speeds. With this arrangement,
the turbocharger can be designed to be more effective at lower engine speeds.
A waste-gate guard (A1) is fitted to protect the actuator rod (A2) of some engines.
Always use the manufacturers instructions and specialist assistance to fit the service kit for the turbocharger.
B
A0180
9
Phaser 135 Ti
Turbocharger
1 Thoroughly clean the turbocharger.
2 Remove the air cleaner hose at the compressor inlet.
3 Remove or disconnect the support bracket for the turbocharger. If necessary, remove the heat shield for the
fuel lift pump. Disconnect the exhaust pipe for the application and remove the exhaust elbow from the
turbocharger. Where the elbow has a gasket, release the nuts and remove the elbow and the gasket. Where
the elbow has a sleeve, pull the elbow together with the sleeve away from the turbocharger.
4 Release the hose clips and push the hose of the compressor outlet up the elbow of the induction manifold.
5 Release the setscrews from the flange of the oil supply pipe at the top of the bearing housing and the union
nut/connection at the other end of the pipe. If the lower section of the oil supply pipe is flexible, use a spanner
to hold the flats on the pipe while the union connection is removed from the oil filter head/adaptor plate. This
will prevent damage to the flexible section of the pipe. If an adaptor is used in the oil filter head/adaptor plate,
use a spanner to hold the adaptor when the union nut is released. Remove the pipe and the flange joint.
6 Release the setscrews from the flange of the oil drain pipe at the bottom of the bearing housing. If necessary,
release the hose clip(s) from the oil drain pipe and push the hose down. Remove the oil drain pipe and the joint
from the flange.
Caution: If the turbocharger has a waste-gate, ensure that the actuator rod of the waste-gate is not used to
lift or move the turbocharger. This could damage the waste-gate and affect the calibration.
7 Release the nuts at the turbocharger to exhaust manifold flange and remove the turbocharger and the
gasket. Cover the open ports in the manifolds, the turbocharger and the pipes to ensure that dirt, etc. will not
enter.
8 Check the air hoses and the oil drain hose for cracks or other damage and renew them, if necessary.
9
Phaser 135 Ti
1 Remove the covers from the pipes, manifolds and the turbocharger.
2 Check that the turbocharger inlets and outlets are clean and free from restriction and that the turbocharger
shaft rotates freely. Also check that the open ports in the manifolds and the exhaust pipe are clean and free
from restriction.
3 Fit a new gasket to the exhaust manifold to turbocharger flange (A1). If the original nuts are to be used,
ensure that the threads of the studs are clean and apply a suitable compound to the studs to prevent seizure.
The threads of new nuts are phosphated to prevent seizure. Fit the turbocharger. Fit the nuts and tighten them
to 44 Nm (33 lbf ft) 4,5 kgf m.
4 Lubricate the bearing housing of the turbocharger with clean engine lubricating oil. Fit the oil supply pipe
together with a new joint and tighten the flange setscrews. If the lower section of the pipe is flexible, clean the
thread of the union connection and apply POWERPART Threadlock (pipe). Ensure that dirt does not enter the
oil filter head/adaptor plate. Use a spanner to hold the flats on the pipe while the union connection is fitted to
the oil filter head/adaptor plate. If an adaptor is used in the oil filter head/adaptor plate, use a spanner to hold
the adaptor when the union nut is tightened.
5 Fit the oil drain pipe together with a new joint and tighten the flange setscrews, but do not connect the hose.
6 Where the exhaust elbow has a flange, clean the threads of the studs in the flange of the turbocharger. Apply
a suitable compound to the studs to prevent seizure of the nuts. Put a new gasket in position on the flange and
fit the elbow. Tighten the nuts to 22 Nm (16 lbf ft) 2,2 kgf m (plated) or 25 Nm (18 lbf ft) 2,5 kgf m (non-plated).
Fit or connect the support bracket between the elbow and the cylinder block. Ensure that there is no stress on
the exhaust elbow. If necessary fit the heat shield for the fuel lift pump.
Continued
Consumable products
POWERPART Threadlock (pipe) 21820575
A
A0221
1
9
Phaser 135 Ti
7 Where the exhaust elbow (B2) has a sleeve (B1), check that the sleeve protrusion from the end of the elbow
is 23 mm (0.90in) (B9).
8 Fit the elbow in the correct position to the support bracket (B5) and tighten the setscrews (B4) finger tight.
Some engines have an aluminium heat shield (B3) between the elbow and the bracket.
9 Fit the sleeve together with the elbow and bracket into the turbocharger outlet. Fit the setscrews (B6 and
B7) which hold the bracket to the cylinder block, finger tight. Ensure that the setscrew (B6) has a thick washer
fitted between the setscrew and the bracket.
10 Fit the gasket and connect the exhaust pipe for the application to the exhaust elbow. Tighten the studs
(B10) to the recommended torque.
11 Fully tighten the setscrews that hold the bracket to the elbow. Check that there is a gap of 6,5 mm (0.25 in)
(B8) between the turbocharger outlet and the end of the elbow. This gap should be equal all around the elbow.
Fully tighten the setscrews that hold the bracket to the cylinder block.
12 Slide the hose on the induction manifold elbow onto the compressor outlet and tighten the hose clips.
13 Check that there is no restriction in the air filter to turbocharger hose. Fit the hose and tighten the clip.
14 Operate the stop control or, where fitted, disconnect the electrical stop control. Operate the starter motor
until there is a flow of lubricating oil from the oil drain pipe of the turbocharger. Connect the oil drain pipe.
Where fitted, connect the electrical stop control.
4
5
6
3
8
9
B
A0222
7
1 2
10
9
Phaser 135 Ti
To clean the impeller and the compressor casing Operation 9-3
Generally, it is not necessary to remove the turbocharger to remove the compressor casing, except on some
engines where the compressor casing is held by a circlip and access to the circlip is not always possible. This
type of turbocharger is usually fitted to engines used in vehicle applications.
1 Release the clip and remove the hose from the compressor inlet. Release the clips and push the hose on
the compressor outlet up the elbow of the induction manifold.
2 Make a reference mark on the compressor casing (A1) and on the bearing housing to ensure correct
assembly later.
3 Release the setscrews and remove the lock plates. If the compressor casing is retained by a circlip, remove
the circlip. It may be necessary to remove the turbocharger if access to the circlip is not possible. If the
turbocharger has a waste-gate unit, remove the actuator and bracket assembly, see Operation 9-4.
Caution: Be careful not to damage the impeller blades. If the impeller is damaged, the turbocharger must be
renewed.
4 Remove carefully the compressor casing from the turbocharger (A). If the casing is tight, lightly hit it with a
soft faced hammer.
5 Put the compressor casing in a suitable container that contains a non-caustic solution. Allow the dirt to
become soft and then clean the casing with a hard brush and/or a soft scraper. Dry the casing with clean,
compressed air at low pressure.
6 Clean the impeller with a soft brush.
7 Push carefully the compressor impeller towards the bearing housing and turn the impeller by hand. Check
that there is no restriction of movement and that there is no noise which can indicate a fault. If there is a fault,
remove the turbocharger for inspection by a specialist.
8 Fit the casing to the turbocharger and align the mark on the casing with the mark on the bearing housing.
Fit the lock plates and the setscrews and tighten the setscrews.If the compressor casing of the turbocharger
is retained by a circlip, fit the circlip loosely to the bearing housing. Ensure that the flat face of the circlip is
toward the compressor casing. Fit the casing to the turbocharger and align the marks on the casing and on the
bearing housing. Fit the circlip in its groove. If the turbocharger has a waste-gate unit, fit the actuator and
bracket assembly, see Operation 9-4.
9 Fit the hoses to the compressor inlet and outlet and tighten the clips.
10 If necessary, fit the turbocharger to the engine, see Operation 9-2.
1
A
A0183
9
Phaser 135 Ti
To remove and to fit the actuator assembly of the waste-gate unit Operation 9-4
It is important that the waste-gate actuator setting is not altered. Do not remove the actuator or mounting
bracket unless it is necessary to renew the actuator assembly.
If a waste-gate actuator or mounting bracket assembly is removed from a turbine or compressor housing it is
important that the bracket is fitted into the correct position on the housing.
To remove
1 Disconnect the boost sensor pipe (A1) at the actuator (A2).
2 Remove the clip (A4) which retains the actuator rod (A3) and lift the end of the actuator rod off the pin (A5)
of the waste-gate valve.
3 Release the setscrews which retain the actuator bracket to the turbocharger and remove the actuator and
bracket assembly.
To fit
1 Put the actuator and bracket assembly in position on the turbocharger and tighten the setscrews.
2 Connect to the actuator (A2) an air supply which can be adjusted accurately and is fitted with an accurate
gauge.
3 Operate the arm (A6) of the waste-gate valve by hand to check that the valve is free to move.
4 Push the arm of the waste-gate valve as far as possible toward the actuator and hold the arm in this position.
Slowly apply air pressure to the actuator until the end of the actuator rod (A3) will fit easily onto the pin (A5) of
the waste-gate valve. Fit the clip (A4). Release the air pressure.
Caution: Do not apply an air pressure of more than 205 kPa (30 lbf/in
2
) 2,1 kgf/cm
2
to the actuator. Higher
pressures may damage the actuator.
5 Check the operation of the waste-gate unit, see Operation 9-5.
A
A0184
2
1
3
6
4 5
9
Phaser 135 Ti
To check and adjust the operation of the waste-gate Operation 9-5
If the waste-gate valve does not operate at the correct pressure, it can affect the engine performance.
If the valve opens at a low pressure, this can cause black exhaust smoke and loss of power at lower engine
speeds.
Caution: A high pressure setting can cause high cylinder pressures. This can cause failure of the cylinder
head gasket and damage to the bearings and pistons.
1 Disconnect the boost sensor pipe (A6) at the actuator. Connect to the actuator an air supply which can be
adjusted accurately and is fitted with an accurate gauge.
2 Fasten a dial test indicator (A1) to the turbocharger with its plunger in contact with the end of the actuator
rod (A4) to measure the axial movement of the rod.
3 Slowly apply air pressure. Check that the pressure necessary to move the rod 1,00 mm (0.039 in), is within
the limits shown in the Data and dimensions for the "Turbocharger" on page 23. Ensure that the pointer returns
to zero when the pressure is released. Repeat the test several times to ensure that an accurate reading is
obtained. It may be necessary to lightly hit the turbine housing with a soft hammer during the test operation.
4 If the operation of the waste-gate is not correct, the actuator rod can be adjusted.
5 Remove the dial gauge from the end of the actuator rod.
6 With the air pressure still applied, release the lock nut (A5) on the actuator arm. Remove the clip (A2) and
remove the actuator rod from the pin (A3) on the arm of the waste-gate valve.
7 If the air pressure is too low, rotate the end of the actuator rod to reduce the length of the actuator rod. If the
air pressure is too high, rotate the end of the actuator rod to increase the length of the actuator rod. Rotate the
end of the actuator rod in half-turn increments.
Caution: Use only the end of the threaded rod to make adjustments. To pull or push the actuator rod could
change the calibration of the actuator. The result could be damage to the engine because of too much boost.
8 Put the actuator rod in position on the pin of the waste-gate arm. Fit the clip. Tighten the lock nut. Release
the air pressure.
9 Put the dial gauge in position on the end of the actuator rod. Apply air pressure to move the actuator rod
1,00 mm (0.039 in) and check if the air pressure is correct. If the air pressure is not correct, repeat from step
6 of the operation until the correct pressure is obtained.
10 If the air pressure is correct, release the air pressure, remove the test equipment and connect the boost
sensor pipe.
6
3
5
4 2
1
A
A0185
9
Phaser 135 Ti
Turbocharger faults
The chart below is given to assist in the correct diagnosis of turbocharger faults.
If the inside of the induction manifold is wet, check that there is not a fuel leak from the fuelled starting aid, if
there is one fitted.
Problems Possible causes code numbers
Not enough power 1, 4, 5, 6, 7, 8, 9, 10, 11, 18, 20, 21, 22, 25, 26, 27, 28, 34, 35, 36
Black smoke 1, 4, 5, 6, 7, 8, 9, 10, 11, 18, 20, 21, 22, 25, 26, 27, 28, 34, 35, 36
Blue smoke 1, 2, 4, 6, 8, 9, 17, 19, 20, 21, 22, 30, 31, 32, 34
High lubricating oil consumption 2, 8, 15, 17, 19, 20, 28, 29, 31, 32, 34
Too much lubricating oil at turbine end 2, 7, 8, 17, 19, 20, 22, 28, 30, 31, 32
Too much lubricating oil at compressor end 1, 2, 4, 5, 6, 8, 19, 20, 21, 28, 31, 32
Not enough lubrication 8, 12, 14, 15, 16, 23, 24, 29, 32, 33, 37, 38
Lubricating oil in the exhaust manifold 2, 7, 17, 18, 19, 20, 22, 28, 31, 32
Inside of the induction manifold wet 1, 2, 3, 4, 5, 6, 8, 10, 11, 17, 18, 19, 20, 21, 28, 32, 34, 39, 40
Damaged compressor impeller 3, 4, 6, 8, 12, 15, 16, 20, 21, 23, 24, 29, 32, 33, 37, 38
Damaged turbine rotor 7, 8, 12, 13, 14, 15, 16, 18, 20, 22, 23, 24, 25, 27, 29, 32, 33, 37, 38
Rotating assembly does not turn freely
3, 6, 7, 8, 12, 13, 14, 15, 16, 18, 20, 21, 22, 23, 24, 29, 32, 33, 37,
38
Worn bearings, bearing bores, journals 6, 7, 8, 12, 13, 14, 15, 16, 23, 24, 29, 33, 37, 38
Noise from turbocharger
1, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 18, 20, 21, 22, 23,
24, 29, 32, 33, 34, 37, 38
Sludge or carbon deposit in bearing housing 2, 11, 13, 14, 15, 17, 18, 24, 29, 33, 37, 38
9
Phaser 135 Ti
List of possible causes
1 Element of the air filter dirty.
2 Restricted crankcase breather.
3 Element of the air filter not fitted, or not sealing correctly. Loose connection to turbocharger.
4 Internal distortion or restriction in pipe from air filter to turbocharger.
5 Damaged/restricted crossover pipe, turbocharger to induction manifold.
6 Restriction between air filter and turbocharger.
7 Restriction in exhaust system.
8 Turbocharger loose or clamps/setscrews loose.
9 Induction manifold has cracks, is loose, or has flange distortion.
10 Exhaust manifold has cracks, is loose, or has flange distortion.
11 Restricted exhaust system.
12 Delay of lubricating oil to turbocharger at engine start.
13 Insufficient lubrication.
14 Dirty lubricating oil.
15 Incorrect lubricating oil.
16 Restricted lubricating oil supply pipe.
17 Restricted lubricating oil drain pipe.
18 Turbine housing damaged or restricted.
19 Leakage from turbocharger seals.
20 Worn turbocharger bearings.
21 Excessive dirt in compressor housing.
22 Excessive carbon behind turbine rotor.
23 Engine speed raised too rapidly at initial start.
24 Insufficient engine idle period.
25 Faulty fuel injection pump.
26 Worn or damaged atomisers.
27 Valves burned.
28 Worn piston rings.
29 Lubricating oil leakage from supply pipe.
30 Excessive preservation fluid (on initial engine start).
31 Excessive engine idle period.
32 Restriction in turbocharger bearing housing.
33 Restriction in lubricating oil filter.
34 Wet type air cleaner: Restricted, dirty element, viscosity of oil to low/high.
35 Waste-gate actuator faulty or damaged.
36 Waste-gate valve not free.
37 Engine stopped too soon from high load.
38 Insufficient lubricating oil.
39 Fuel leakage from fuelled starting aid.
40 Crack in backplate of compressor.
9
Phaser 135 Ti
Open engine breather
To clean and to renew Operation 9-6
To clean
Note: It is not necessary to remove the body of the breather from the rocker cover to obtain access to the
gauze.
1 Release the hose clip and remove the hose from the breather cover (A1). Release the breather cover from
the body of the breather (A4). The cover is a press fit onto the body.
2 Remove and discard the plastic gauze (A2).
3 Clean the body of the breather with clean kerosene. Ensure that all of the kerosene is removed from the
breather after cleaning.
4 If necessary, renew the "O" ring seal (A3).
5 Check that the inside of the breather pipe is clean. If the pipe is not clean, release the setscrews and remove
the pipe. Wash the pipe with kerosene and dry it with low-pressure air.
6 Renew the plastic gauze.
7 Fit the cover to the breather body, ensure that it is securely fitted.
8 Fit the breather pipe and tighten the hose clips.
To renew
To renew the complete breather assembly the body of the breather must be removed from the rocker cover:
Note: The breather is fastened to the rocker cover by a screw thread on the bottom of the breather body.
1 Release the hose clip and remove the hose from the breather cover.
2 Fit a "C" spanner to the lugs at the bottom of the breather body and turn the spanner counter- clockwise to
release and discard the breather.
3 Clean the threads in the rocker cover and on the new breather assembly.
4 Fit the new breather by hand and tighten it into the rocker cover with the "C" Spanner.
5 Fit the breather pipe and tighten the hose clip.
4
1
2
3
A
A0035A
10
Phaser 135 Ti
Lubrication system 10
General description
Refer to the "Engine lubrication system flow diagram" on page 138 for illustration references.
Pressure lubrication is supplied by a rotor type pump which is driven through an idler gear from the crankshaft
gear. The pump has an inner rotor and an outer rotor which are off-centre to each other. There is a key between
the inner rotor and the drive shaft. The inner rotor has six lobes which mesh with the seven lobes of the outer
rotor. When the pump rotates, the space between the lobes of the outer rotor which are in mesh increases to
cause a suction or decreases to cause a pressure increase.
Lubricating oil (A1) from the sump passes through a strainer and pipe to the suction side of the pump.
The lubricating oil (A2) passes from the outlet side of the pump through a pipe to a relief valve, which is fitted
to the bottom of the left side of the cylinder block. The relief valves opens if the oil pressure is too high and
allows some of the lubricating oil to return to the sump.
From the relief valve, lubricating oil passes to a plate type oil cooler. The oil cooler is either fitted to the left side
of the cylinder block and has seven plates, or it is fitted between the oil filter head and the filter canister and
has ten plates. Some oil coolers are fitted with a by-pass valve. If cold oil increases the restriction in the cooler,
the by-pass valve opens and the oil passes directly from the inlet side to the outlet side of the cooler.
Lubricating oil from the oil cooler, passes to an oil filter. The oil filter can be fitted to the left or right side of the
engine. If the filter is fitted to the right side of the engine, the oil passes through a pipe connected between the
relief valve and the right side of the cylinder block. The oil passes from the pipe through a passage in the right
side of the cylinder block to an oil cooler and then to the oil filter. When the oil filter is on the right side of the
engine, and an oil cooler is fitted, the oil cooler will be between the oil filter head and the oil filter canister.
The lubricating oil passes from the filter to the pressure rail which is drilled the complete length of the left side
of the cylinder block. If the oil filter is on the right side of the engine, the oil passes through a passage drilled
across the cylinder block to the pressure rail.
From the pressure rail, lubricating oil passes to the main bearings of the crankshaft and through passages in
the crankshaft to the big end bearings. The pistons and the cylinder bores are lubricated by splash and oil mist.
Lubricating oil (A3) passes from the main bearings through passages in the cylinder block to the journals of
the camshaft. Lubricating oil passes from the centre journal of the camshaft through a passage in the cylinder
block and cylinder head to a restriction in the pedestal of the rocker shaft, at a reduced pressure (A4), to the
rocker bushes. The oil passes through a passage in the rocker shaft to the bearings of the rocker levers. The
valve stems, valve springs and the tappets are lubricated by splash and oil mist.
The hub of the idler gear is lubricated by oil from the pressure rail and the timing gears are splash lubricated.
The turbocharger is lubricated by oil after the filter. Oil is supplied from a connection on the right side of the
cylinder block through an external pipe to the turbocharger. The oil passes through the turbocharger and
returns through a pipe to the sump.
Piston cooling jets are fitted. These jets are connected to the oil pressure rail and spray lubricating oil inside
the pistons to keep them cool.
10
Phaser 135 Ti
Engine lubrication system flow diagram
A
1
2
3
4
10
Phaser 135 Ti
Filter canister
Warning! Discard the used canister (B4) and lubricating oil in a safe place and in accordance with local
regulations.
Caution: The canister contains a valve and special tube to ensure that lubricating oil does not drain from the
filter. Therefore, ensure that the correct Perkins POWERPART canister is used.
The filter has one canister fitted. On some engines an oil cooler (B2) is fitted to the filter head. This
arrangement is fitted on the left side or the right side of the engine.
The adaptor (A1) or (B1) is sealed into the filter head. A new filter head is supplied without the adaptor fitted;
if either the adaptor or the filter head is to be renewed, both parts will be necessary.
1 Put a tray under the filter to retain spilt lubricating oil.
2 Remove the filter canister with a strap wrench or similar tool. Ensure that the adaptor is secure in the filter
head. Discard the canister.
Note: If the adaptor is to be renewed, insert the end of the adaptor, which has the thread sealant applied during
manufacture, into the filter head.
3 Clean the body of the filter head and the seal face of the filter head.
4 Add clean engine lubricating oil to the new canister. Allow the oil enough time to pass through the filter
element.
5 Lubricate the top of the canister seal (A2) or (B3) with clean engine lubricating oil.
6 Fit the new canister and tighten it by hand only. Do not use a strap wrench.
Ensure that there is lubricating oil in the sump. Ensure that the engine will not start and operate the starter
motor until oil pressure is obtained. To ensure that the engine will not start, either put the manual stop control
in the "stop" position or disconnect the electrical stop control of the fuel injection pump. Oil pressure is indicated
when the warning light is extinguished or by a reading on the gauge.
7 After the lubricating oil has been added to the sump, operate the engine and check for leakage from the
filter. When the engine has cooled, check the oil level on the dipstick and put more oil into the sump, if
necessary.
1
3
2
B
L0016
4
A
1
2
A0223
10
Phaser 135 Ti
Filter head
1 Put a tray under the filter head to contain spilt lubricating oil.
2 Remove the filter canister(s), see Operation 10-1.
3 Remove the canister type oil cooler from the filter head, if one is fitted.
4 If the oil cooler is integral with the cylinder block, release the set screws that fasten the oil cooler pipes to
the filter head.
5 Release the setscrews and remove the filter head (A) from the cylinder block. Discard the joint (A3).
6 Clean the joint face of the filter head (A4) and the cylinder block.
7 Fit the new joint to the filter head, the joint is fitted dry.
Note: Some engines have an adaptor (A1) between the cylinder block and the filter head. If an adaptor is used,
two joints are fitted (A2) and (A3).
8 Apply POWERPART Nutlock to the first three threads of the setscrews and tighten the setscrews.
9 Fit the oil cooler to the filter head.
10 If the oil cooler is integral with the cylinder block, fit a new joint to the flange of the oil cooler pipes. Fit the
flange to the filter head and tighten the setscrews.
11 Fit a new filter canister, see Operation 10-1.
5
1 2
4
3
A
L0028
10
Phaser 135 Ti
Sump
Warning! Discard the used lubricating oil in a safe place and in accordance with local regulations.
1 Operate the engine until it is warm.
2 Stop the engine, remove the sump drain plug (A1) and its "O" ring and drain the oil. Where necessary,
remove the dipstick and the dipstick tube.
3 Provide a support for the sump and remove the setscrews and the two nuts which fasten the sump to the
cylinder block and to the timing case. Lower the sump and remove the joint.
4 Wash the sump with an approved cleaning fluid, ensure all the cleaning fluid is removed. Clean the flange
face of the sump and of the cylinder block. If necessary, renew the felt dust seal which is fitted to the rear of
the sump flange on some engines.
5 Fit the sump together with a new joint and ensure the correct location with a setscrew on each side. Fit the
remainder of the setscrews and the nuts and tighten all the fasteners to 22 Nm (16 lbf ft) 2,2 kgf m. Fit the drain
plug together with a new "O" ring and tighten the plug to 34 Nm (25 lbf ft) 3,5 kgf m. Where necessary, fit the
dipstick tube and the dipstick.
6 Fill the sump to the mark (A2) on the dipstick with new and clean lubricating oil of an approved grade, see
Chapter 5 in the Users Handbook.
2
1
A
L0006
10
Phaser 135 Ti
Oil strainer and suction pipe
The oil strainer is an integral part of the suction pipe. No regular service is necessary but wash the strainer
when it is removed.
Some engines have an oil strainer and suction pipe which are made of a composite material. This arrangement
has an "O" ring seal on the flange face of the oil pump instead of a joint.
1 Remove the sump, see Operation 10-3.
2 Release the setscrew which holds the bracket to the main bearing cap (A2).
3 Release the setscrews from the flange of the suction pipe (A1). Remove the suction pipe and strainer.
Remove and the old joint or the "O" ring. Clean the flange face of the oil pump and of the suction pipe.
4 Loosely assemble the bracket of the suction pipe to the correct main bearing cap. Fit the suction pipe to the
oil pump together with a new joint or an "O" ring. Tighten the setscrews. Tighten the setscrew of the suction
pipe bracket. If the clamp type bracket, used on some engines, has been removed, ensure that the clamp, the
bracket and the pipe are correctly aligned before the setscrews are tightened. Ensure that there is no stress
on the suction pipe.
5 Fit the sump, see Operation 10-3.
1 Wash the assembly in an approved cleaning fluid and dry it thoroughly.
2 Check the pipe, the strainer and the welded joints for cracks and other damage. Check that the mounting
bracket is secure.
3 If the damaged component cannot be welded correctly, renew the assembly.
4 Composite material parts must be renewed if they are damaged.
2
1
A
A0227
10
Phaser 135 Ti
The lubricating oil pump has a channel (B1) in the body of the pump. Lubricating oil from the front main bearing
passes down the channel in the body of the pump to an oil hole in the idler shaft. The lubricating oil then passes
through the hole in the idler shaft to the bush in the idler gear.
2 Remove the suction pipe and strainer, see Operation 10-4.
3 Remove the oil pressure relief valve, see Operation 10-10, and the delivery pipe.
4 The oil pump is fitted to number 1 main bearing cap. The oil pump can be removed with the main bearing
cap, if a suitable spanner is available that will enable the torque to be applied correctly to the setscrews of the
main bearing cap when it is fitted. If a suitable spanner is not available, the timing case must be removed, see
Operation 6-13.
5 Release the circlip which retains the idler gear of the oil pump and remove the washer (A1) and the idler
gear (A2).
6 Release the setscrews and remove the oil pump (B).
3
2
1
A
A0228
1
B
A0229
10
Phaser 135 Ti
1 Fill the oil pump with clean engine lubricating oil. Fit the oil pump to the main bearing cap and tighten the
setscrews to 22 Nm (16 lbf ft) 2,2 kgf m.
2 Check the idler gear and the bush for wear and other damage. If the gear and/or bush are damaged, they
can be renewed as an assembly or the bush can be renewed as a single item. Check the shaft of the idler gear
for wear or other damage. If the shaft is worn or damaged, renew the shaft, see Operation 10-8. Lubricate the
bush (A3) with clean engine lubricating oil and fit the idler gear (A2), the washer (A1) and the circlip.
3 Check that there is a minimum of 0,076 mm (0.003 in) backlash between the oil pump gear and the idler
gear (B).
4 If number 1 main bearing cap was removed, lubricate the bearing with clean engine lubricating oil and fit the
bearing cap. Tighten the setscrews to 265 Nm (196 lbf ft) 27,0 kgf m. If the timing case was removed, fit the
timing case, see Operation 6-14.
5 Check that there is a minimum of 0,076 mm (0.003 in) backlash between the oil pump idler gear and the
crankshaft gear. The end-float for the idler gear is 0,012/0,643 mm (0.0005/0.0253 in)
6 Fit the suction pipe and strainer, see Operation 10-4.
7 Fit the delivery pipe and oil pressure relief valve, see Operation 10-10.
3
2
1
A
A0228
B
A0230
10
Phaser 135 Ti
To renew the shaft for the idler gear Operation 10-8
The idler shaft for the lubricating oil pump is fitted in the front main bearing cap. If it is necessary to renew the
idler shaft, follow the procedure given below.
The idler shaft (A3) has an oil hole (A2) to provide lubrication to the bush for the idler gear. The lubricating oil
pump has a channel (A4) in the body of the pump. Lubricating oil from the front main bearing passes down the
channel in the body of the pump to the oil hole in the idler shaft. The lubricating oil then passes through the
hole in the idler shaft to the bush in the idler gear.
1 Support the front of the bearing cap. Put a suitable adaptor on the small diameter of the idler shaft and press
the idler shaft out of the bearing cap.
2 Ensure that the idler shaft and the hole in the bearing cap are clean. Support the rear of the bearing cap and
ensure that the cap will not move when the idler shaft is pressed in. Apply POWERPART Retainer to the small
diameter of the idler shaft. The idler shaft for four cylinder engines is not retained by a pin.
If the idler shaft (A3) has an oil hole ensure that the hole (A2) in the idler shaft is at the top and that the flat
(A1) is at the bottom before the shaft is pressed into the bearing cap.
Enter the chamfer of the idler shaft into the hole. Ensure that the idler shaft is square to the bearing cap and
press in the shaft onto its shoulder. Remove the surplus POWERPART Retainer.
Consumable products
POWERPART Retainer (oil tolerant) 21820603
A
A0229
2
3
1
4
10
Phaser 135 Ti
Note: If any part is worn enough to have an effect on the performance of the oil pump, the complete oil pump
must be renewed.
1 Release the setscrews and remove the cover of the oil pump.
2 Remove the outer rotor and clean thoroughly all the parts. Check for cracks and any other damage.
3 Fit the outer rotor and check the outer rotor to body clearance (A).
4 Check the inner rotor to outer rotor clearance (B).
5 Check the rotor end-float with a straight edge and a feeler gauge (C).
Note: For all the above clearances, refer to the relevant Data and dimensions for the "Lubrication system" on
page 24.
6 Clean the top face of the oil pump and the bottom face of the cover and fit the cover. Tighten the setscrews
to 28 Nm (21 lbf ft) 2,9 kgf m.
A
A0234
B
A0235
C
A0236
10
Phaser 135 Ti
Relief valve
1 Remove the sump, see Operation 10-3.
2 Release the setscrew and rotate the relief valve to withdraw the thimble from the cylinder block (A1). Pull
the relief valve from the delivery pipe and pull the delivery pipe from the oil pump. Renew the "O" rings (A2).
Lightly lubricate the "O" rings with clean engine lubricating oil and push the delivery pipe into the oil pump.
3 Push the relief valve onto the delivery pipe and fit the relief valve to the cylinder block; ensure that the thimble
is correctly fitted and tighten the setscrew.
4 Fit the sump, see Operation 10-3.
2
1
A
A0237
10
Phaser 135 Ti
If necessary, the relief valve can be dismantled and assembled while it is fitted to the engine.
1 Apply pressure to the end plate (A4) of the spring assembly; release the circlip (A5). Carefully release the
pressure to remove the end plate and the spring (A3) from the valve body. Remove the plunger (A2) from the
bore of the body (A1).
2 Ensure that all the components are cleaned and then lubricated lightly with clean engine lubricating oil.
3 Fit the plunger into the bore with its hollow end to the inside. Fit the spring and the end cap into the bore
with the ends of the spring fitted around the bosses of the plunger and the end plate. Apply pressure to the end
plate and fit the circlip into its groove.
Caution: Do not try to change the operation pressure of the relief valve by a method other than the installation
of new components.
1 Check the spring for wear and other damage and, if possible, check the load necessary to compress the
spring to its fitted length, see the Data and dimensions for the "Lubrication system" on page 24.
2 Check the plunger for wear and other damage and ensure that it slides easily in the bore of the relief valve.
3 Check the body and the end plate for wear and other damage.
4 Renew worn or damaged components.
2
1
3
4
5
A
A0239
11
Phaser 135 Ti
Fuel system 11
General description
Cautions:
The fuel injection equipment must only be checked and adjusted by personnel who have had the correct
training.
Do not clean an engine while it runs. If cold cleaning fluids are applied to a hot engine, certain components
on the engine may be damaged.
The Bosch EPVE fuel injection pump, used on the Phaser 135 Ti, has a boost control (A1). The boost control
adjusts the amount of fuel during cold starting and when the engine speed is increased, to prevent black
smoke.
The pump has a self-vent pipe to remove air from the fuel system back into the fuel tank. The fuel in the
injection pump also lubricates and cools the pump. A fuel heater or cooler may be fitted between the fuel filter
and the fuel injection pump. The pump has a mechanical governor to control the engine speed.
The pump also has an electrical stop and electrically operated cold starting device fitted.
Fuel from the tank leaves the pre-filter and then passes to the diaphragm type lift pump, which is driven by an
eccentric on the camshaft. Fuel leaves the lift pump under pressure and passes through a full flow filter to the
fuel injection pump.
The fuel injection pump increases the fuel pressure and injects high-pressure fuel at the correct time and
sequence through pipes to the "low spring" atomisers. A fuel leak-off rail is fitted to the top of each atomiser
and excess fuel, used to lubricate the internal parts of the atomiser, is returned to the fuel tank through a pipe.
The atomisers, which are of the VCO (Valve covered orifice) type, have nozzles with five holes. the atomisers
inject fuel in a very fine spray into the combustion chamber in the top of each piston. Each atomiser is fastened
the cylinder head by a gland nut.
The atomisers are set in the factory, but they must be checked in accordance with the preventive maintenance
schedules. The pressure at which atomisers operate can be adjusted by a change of shims fitted above the
spring.
Continued
1
A
11
Phaser 135 Ti
For details of the atomiser setting pressures for the engine, see "Atomiser service settings" on page 25.
A data plate is fitted to the bracket of the fuel injection pump. The data plate information is shown below:
Perkins part number
Fuel pump serial number
Manufacturers model number
The maximum no-load speed is shown on the emissions label fitted to the left side of the cylinder block.
11
Phaser 135 Ti
Fuel filter element
Warning! Discard the used canister and fuel oil in a safe place and in accordance with local regulations.
Cautions:
It is important that only the genuine Perkins parts are used. The use of a wrong canister or element can
damage the fuel injection pump.
Do not allow dirt to enter the fuel system. Before a connection is disconnected, clean thoroughly the area
around the connection. After a component has been disconnected, fit a suitable cover to all open
connections.
1 Thoroughly clean the outside surfaces of the fuel filter assembly (A). Loosen the drain device at the bottom
of the filter, if one is fitted and allow the water/fuel to drain into a suitable container.
2 Use a strap wrench or similar tool to loosen the filter canister (A1). Remove and discard the canister.
3 Ensure that the threaded adaptor (A2) is secure in the filter head and that the inside of the head is clean.
4 Ensure that the Inner seal (A3), which is supplied with the new canister, and outer seal (A4) is in position on
top of the canister.
5 Lightly lubricate the seals of the new canister with clean fuel. Fit the new canister to the filter head and tighten
by hand only.
6 Eliminate the air from the fuel filter, see Operation 11-12.
A0337
2
4
1
3
A
11
Phaser 135 Ti
Atomisers
Atomiser fault Operation 11-2
Regular maintenance of the atomisers is not necessary. The atomiser nozzles should be renewed and not
cleaned, and renewed only if an atomiser fault occurs. The major problems that may indicate that new nozzles
are needed are listed below:
Engine will not start or is difficult to start
Not enough power
Engine misfires or runs erratically
High fuel consumption
Black exhaust smoke
Engine knocks or vibration
Excessive engine temperature.
Warnings!
If your skin comes into contact with high- pressure fuel, obtain medical assistance immediately.
Keep away from moving parts during engine operation. Some moving parts cannot be seen clearly while
the engine runs.
In order to find which atomiser is defective, operate the engine at a fast idle speed. Loosen and tighten the
union nut of the high-pressure fuel pipe at each atomiser. Do not loosen the union nut more than half a turn.
When the union nut of the defective atomiser is loosened, there is little or no effect on the engine speed.
11
Phaser 135 Ti
Caution: Do not allow dirt to enter the fuel system. Before a connection is disconnected, clean thoroughly the
area around the connection. After a component has been disconnected, fit a suitable cover to all open
connections.
1 Remove the fuel leak-off pipe from the connection (A2).
2 Remove the union nuts of the high-pressure pipe from the atomiser and from the fuel injection pump. Do not
bend the pipe. If necessary, remove the pipe connections. Fit a plastic cap (A1) to cover the fuel inlet
connection and the nozzle.
3 Release the gland nut (A3) and remove the atomiser and its seat washer from the recess in the cylinder
head.
1
2
3
A
A0369
11
Phaser 135 Ti
1 Thoroughly clean the threads of the gland nut (A3) and the cylinder head.
Caution: Do not allow any thread sealant to get below the gland nut threads.
2 Ensure that the wire clip (A4) is in position. Put a 2 mm (0.08 in) bead of POWERPART Atomiser thread
sealant onto the first two threads of the gland nut. The bead should extend approximately 6 mm (0.24 in)
around each of the threads. Ensure that the sealant does not contact the body of the atomiser.
Caution: Remove and discard the original seat washer (A6). If the original seat washer remains in the recess
for the atomiser, the nozzle protrusion will be incorrect when a new seat washer is added.
Put the new seat washer (A6) into the seat recess in the cylinder head.
Put the atomiser in position, ensure that the location ball (A7) is fitted in the groove (A5) correctly. Carefully
engage the threads of the gland nut (A3) with the threads in the cylinder head.
Caution: Do not move the thread after it has been tightened, the seal that is made when torque has been
applied will be broken and leakage past the atomiser seat may occur.
Tighten the nut gradually and evenly to 30 Nm (23 lbf ft) 3,0 kgf m. As the nut is tightened the atomiser will
rotate clockwise as the ball moves in the slot, this is acceptable. Remove any excess thread sealant.
Continued
Consumable products
POWERPART Atomiser thread sealant 21825474
1
2
3
5
4
7
6
A
A0369
11
Phaser 135 Ti
Caution: Do not tighten the union nuts of the high- pressure pipes more than the recommended torque
tension. If there is a leakage from the union nut, ensure that the pipe is correctly aligned with the atomiser inlet.
Do not tighten the atomiser union nut more, as this can cause a restriction at the end of the pipe. This can
affect the fuel delivery.
3 Remove the plastic cap (B1) and fit the high-pressure fuel pipe and tighten the union nuts to 22 Nm (16 lbf ft)
2,2 kgf m. If necessary, fit the pipe connections.
4 Renew the sealing washers and fit the leak-off pipe to the leak off connection (B2). Tighten the banjo bolt to
9,5 Nm (7,0 lbf ft) 1,0 kgf m.
5 Operate the engine and check for leakage of fuel and air.
1
2
3
5
4
7
6
B
A0369
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Phaser 135 Ti
Fuel lift pump
1 If a heat shield is fitted, remove it. Disconnect the fuel pipes from the fuel lift pump.
2 Release the setscrews, remove the fuel lift pump (A). The lift pump may be difficult to remove from the
engine. If this occurs, the crankshaft must be rotated until the camshaft eccentric, which operates the lift pump,
is in a position that will free the rocker lever of the lift pump.
3 Ensure that the camshaft eccentric is in the minimum lift position before the lift pump is fitted. Clean the joint
face of the lift pump (A2) and the cylinder block and fit the lift pump together with a new joint (A1). Apply
POWERPART Nutlock to the first three threads of the setscrews and tighten them gradually and evenly to
22 Nm (16 lbf ft) 2,2 kgf m.
4 Connect the fuel pipes and, if necessary, fit the heat shield.
5 Release the vent screw on the fuel filter head and operate the priming lever of the fuel lift pump to eliminate
any air between the lift pump and the fuel filter. Operate the lift pump until fuel, free of air, comes from the vent
screw. Tighten the vent screw.
6 Operate the engine and check for any fuel or air leakage.
Consumable products
A
P0029
1
2
11
Phaser 135 Ti
1 Clean the outside surfaces of the fuel lift pump.
2 Make a mark across the flanges of the two halves of the pump to ensure correct relationship when the pump
is assembled.
3 Remove the cover (A1) and the gauze (A2). Release the setscrews and separate the two halves of the pump.
4 Turn the diaphragm assembly (A5) 90 to release the pull rod from the link arm (A8) and remove the
diaphragm assembly. Remove the stem seal (A6), the spring seat washer (A7) and the spring (A12) from the
pull rod. The diaphragm and pull rod assembly is renewed as an assembly and no service is possible on the
diaphragm.
5 The valves (A4) are peened in and can be removed with a suitable lever. Some of the peened metal will
have to be removed before the valves can be removed.
6 To remove the link arm: Hold the rocker lever (A11) in a vice and hit the body of the lift pump with a soft face
hammer to release the two retainers (A10). Be careful not to damage the joint face of the pump body. Remove
the rocker lever, the pin (A9), the link arm and the return spring.
7 Check the components for wear and other damage.
A
A0252
2
3
4
5
6
7
8 9
1
3
12
11
10
4
13
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Phaser 135 Ti
1 Thoroughly clean the valve housings. Fit new seat washers (A3) and push the new valves (A4) into position.
As the valves are the same, but one valve is fitted in reverse of the other, it is possible to fit the valves upside
down. To ensure that the valves are fitted correctly, fit them as shown in A. When the valves are correctly fitted,
peen the edge of the valve housings in six places, evenly divided, to keep the valves in position.
2 Fit the rocker lever (A11), pin (A9) and link arm assembly (A8) into the bottom half of the lift pump. Fit the
return spring; ensure that the ends of the spring are in their correct location.
3 With a light hammer and a suitable adaptor, fit two new retainers (A10) in their grooves in the casing until
they fasten the pin. Peen the open ends of the grooves to fasten the retainers in position.
4 Fit the diaphragm spring (A12) into its location under the diaphragm (A5) and put the spring seat washer
(A7) and a new stem seal (A6) into position on the pull rod. Ensure that the small diameter at the top of the
seal is on the round section of the pull rod.
5 Put the diaphragm assembly in position over the lower half of the body with the blade of the pull rod aligned
with the slot in the link arm. Press lightly down on the diaphragm until the notch in the pull rod is in the slot in
the link arm and turn the diaphragm 90 in either direction. This action will engage and retain the pull rod in the
slot of the link arm.
6 Push the rocker arm towards the pump body until the diaphragm is level with the body flange and fit the top
half of the body in position with the marks on the flanges aligned. Keep the pressure on the rocker arm; fit the
spring washers and the screws and tighten them evenly.
7 Fit the gauze filter (A2) and the cover (A1), ensure that the rubber seal (A13) is fitted correctly and tighten
the screw.
A
A0252
2
3
4
5
6
7
8 9
1
3
12
11
10
4
13
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Phaser 135 Ti
To test Operation 11-8
1 Disconnect the fuel outlet pipe from the fuel lift pump. Fit a 0-70 kPa (0-10 lbf/in
2
) 0-0,7 kgf/cm
2
pressure
gauge to the outlet of the lift pump. Release the connection at the gauge and operate the priming lever of the
lift pump to eliminate air from the pipe. When fuel, free of air, flows from the pipe tighten the connection. Ensure
that there are no leaks at the connections between the pump and the gauge.
2 Operate the starter motor for 10 seconds with the engine stop control in the stop position or with the stop
solenoid disconnected.
3 Note the maximum pressure indicated on the gauge. If the pressure indicated is less than the test pressure
shown in the Data and dimensions for the "Fuel lift pump" on page 25, repair or renew the pump. Also check
the rate at which the pressure reduces to half the maximum pressure obtained. If this is less than 30 seconds,
repair or renew the pump.
4 Remove the gauge and connect the outlet pipe to the lift pump. Release the vent screw on the fuel filter head
and operate the priming lever until fuel, free of air, flows from the vent screw. Tighten the vent screw.
5 Connect the engine stop solenoid.
11
Phaser 135 Ti
Bosch EPVE fuel injection pump
General information
Caution: Do not remove the hub (A4) from the shaft of the fuel injection pump. The fuel pump hub is fitted to
distributors.
The hub (A2) is permanently mounted onto the drive shaft by the pump manufacturer to allow the pump timing
to be set accurately when the engine is in service.
The pump mounting flange has holes instead of slots to prevent incorrect adjustments to the engine timing.
Accurate timing of the pump to the engine is by a pin (B1) used to align the fuel pump gear, timing plate
assembly and the hub (B2), with a hole in the body (B3) of the fuel pump. The gear and timing plate are passed
over the pin and fastened to the hub.
When the number one cylinder is set at TDC on the compression stroke and the pin is inserted to set the firing
position of the number one fuel pump element, the fuel pump is correctly timed to the engine. locking screw
(A2) and a spacer (A3) fitted. The purpose of the locking screw is to prevent rotation of the drive shaft.
Caution: A new fuel injection pump may be supplied with the pump shaft in the locked position. The drive shaft
of the pump must not be turned without the spacer in position under the locking screw.
A new pump may be received with the locking screw fitted and the spacer fastened to the speed control lever
by a piece of wire. Ensure that the spacer is always in position under the locking screw and that the drive shaft
is free to turn when the pump is fitted to the engine.
The fuel pump has an "O" ring (A1) fitted in a groove in front of the pump flange. This "O" ring is fitted instead
of a joint between the pump flange and the timing case.
1
2
3
4
A
A0256/1
B
A0381
1
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3
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Phaser 135 Ti
Caution: Disconnect the battery before the fuel injection pump is removed from the engine.
1 Set the engine to TDC number 1 cylinder on the compression stroke, see Operation 8-1, Operation 8-2 or
Operation 8-3.
Caution: Use a second spanner to prevent movement of the high-pressure outlet when the union nut for each
high-pressure pipe is released.
2 Remove the pipes. Remove the cables and the connections for the cold start device (KSB) and the electrical
stop solenoid from the fuel pump.
3 Remove the coolant pump and remove the access cover to the fuel pump gear, if Operation 8-1 or Operation
8-3 were used to set the engine to TDC.
Caution: Do not rotate the crankshaft when the pump is not on the engine; the loose fuel pump gear may
damage the timing case. If it is necessary to rotate the crankshaft, fit the fuel pump temporarily to ensure that
the gear is in the correct position. If the fuel pump is fitted temporarily in order to rotate the crankshaft, the
locking screw (B1) must be released and a spacer (B2) fitted.
The purpose of the locking screw is to prevent rotation of the drive shaft.
Caution: A new fuel injection pump may be supplied with the pump shaft in the locked position. The drive shaft
of the pump must not be turned without the spacer in position under the locking screw.
4 Remove the four setscrews (A1) and release the fuel pump gear from the hub of the fuel injection pump.
Caution: Do not remove the nut (A2) from the shaft of the fuel injection pump. The fuel pump hub is fitted to
distributors.
5 Remove the nuts from the flange of the fuel pump and remove the pump. If access to the nuts is restricted
by, for example, a compressor, use tool PD.239 to release the nuts.
Special tools
Spanner for flange nut of the fuel injection
pump
PD.239 Timing pin (Bosch fuel injection pumps) PD.245
2
1
B
A0256
2
1
A
A0374
11
Phaser 135 Ti
Cautions:
The engine must be set to TDC number 1 cylinder, compression stroke before the pump is fitted. If the
crankshaft needs to be rotated, the pump must be fitted temporarily, or the loose gear could damage the
timing case.
The drive shaft of the pump must not be rotated without the spacer (A2) in position under the locking screw
(A1). If the drive shaft is rotated, the drive shaft will be damaged.
1 Inspect the "O" ring in the pump flange and, if necessary, fit a new "O" ring.
2 Lightly lubricate the "O" ring with clean engine lubricating oil and put the pump into position on the timing
case. If a joint is fitted, renew the joint.
3 Put the fuel pump in to position on the three studs and fit the flange nuts.
4 Fit the setscrew and nut of the support bracket. Ensure that force is not applied to the fuel pump when the
support bracket is fitted.
5 Tighten the flange nuts of the fuel pump to 22 Nm (16 lbf ft) 2,2 kgf m.
Caution: Do not remove the nut (B6) from the shaft of the fuel injection pump. The fuel pump hub is fitted to
the shaft in the factory to ensure that the fuel pump is in the correct position for timing.
Note: The fuel pump gear will only fit in one position. The gear is fitted with the letters C and M at the front.
6 Put the fuel pump gear onto the hub of the fuel pump. Tighten the setscrews finger tight.
Note: If a new timing plate is to be fitted the setscrews (B4) for the fuel pump gear should be in the centre of
the slots to allow for the removal of the backlash.
7 Insert the timing pin (B5) through the hole (B3) of the fuel pump gear and the slot of the hub (B1) until it can
be pushed fully into the hole (B2) in the body of the fuel pump. If the timing pin cannot be pushed into the pump
body, check that the engine is correctly set at TDC on the number 1 cylinder, Operation 8-1 or Operation 8-3.
Continued
Special tools
Spanner for flange nut of the fuel injection
pump
PD.239 Timing pin - Bosch fuel injection pumps PD.245
2
1
A
A0256
5
6
1 2
3
4
B
A0374
11
Phaser 135 Ti
Caution: The fuel pump gear must be fitted to the engine before the crankshaft is rotated.
8 If a new timing template has been fitted carefully turn the gear counter-clockwise, by hand, to remove the
backlash between the idler gear and the fuel pump gear. Do not rotate the crankshaft or the fuel pump shaft.
Tighten the setscrews for the fuel pump gear to 28 Nm (20 lbf ft) 2,8 kgf m.
9 Remove the timing pin.
10 Fit the cover for the fuel pump gear and fit the coolant pump, see Operation 12-3.
Caution: Do not tighten the union nuts of the high- pressure pipes more than the recommended torque
tension. If there is a leakage from the union nut, ensure that the pipe is correctly aligned with the atomiser inlet.
Do not tighten the atomiser union nut more, as this can cause a restriction at the end of the pipe. This can
affect the fuel delivery.
11 Fit all the pipes, connect the stop control and the control rod of the fuel injection pump. Ensure that a
spanner is used to prevent movement of the pump outlets when the high-pressure pipes are fitted.
12 Fit the pipes, cables and connection for the cold start device (KSB) and electrical stop solenoid to the pump
14 Fit the cylinder head rocker cover.
15 Operate the engine and check for leakage. With the engine at the normal temperature of operation, check
that the idle speed and the maximum no load speed are correct, see Operation 11-11.
11
Phaser 135 Ti
Cold start advance device (KSB)
General information
Warning! Do not touch the body (A1) of the hot KSB during operation of the engine.
Bosch EPVE rotary fuel injection pump has a starting aid which holds the timing of the pump in an advanced
position when cold.
The device (A) is operated electrically and is connected by a shaft to the advance lever (A5) of the fuel injection
pump.
As the engine warms, a sender unit in the coolant passage at the rear of the timing case energises to apply
either 12V or 24V to the wax filled element (A1). As the wax expands it causes a rod connected to a lever to
retard the pump timing to the correct timing for normal operation.
Caution: It is important that the electrical connection (A2) and the connection to the KSB sender unit on the
rear of the timing case are correctly connected. Failure of the starting aid to operate correctly could result in
damage to the engine as the timing will be fully advanced.
The advance lever of the fuel injection pump is set in the factory to advance the injection timing when the
engine is cold.
Caution: Do not release the connection (A3) from the KSB pull rod; this will result in the loss of adjustment set
in the factory.
3
1 2
A
11
Phaser 135 Ti
To adjust - Bosch pump Operation 11-11
1 Operate the engine until it reaches its normal temperature of operation and check the idle speed. If
necessary, adjustment can be made by the inner adjustment screw (A1). Release the lock nut and rotate the
adjustment screw clockwise to increase the speed, or counter-clockwise to decrease the speed. When the
speed is correct, tighten the lock nut. The setting of the idle speed can change for different applications. The
correct speed will be given in the manufacturer's handbook for the application.
Caution: The setting for the maximum no load speed can change for different applications. For the correct
maximum no-load speed, check the emissions data plate fitted to the left side of the cylinder block before any
adjustment is made to the maximum no load speed.
2 With the engine at its normal temperature of operation, check the maximum no load speed. If necessary,
this speed can be adjusted by the outer adjustment screw (A2). Release the lock nut and rotate the adjustment
screw counter-clockwise to increase the speed or clockwise to decrease the speed. When the speed is correct,
tighten the lock nut and seal the screw. To conform to emissions legislation the person who fits the pump must
ensure that the adjustment screw is correctly sealed against interference after it has been set initially. Special
plastic seals are available to prevent adjustment by personnel without the correct training.
The adjustment screw on original fuel pumps is set and sealed by the manufacturer. The setting must not be
changed as this could affect the engine warranty and break emissions legislation.
2
1
A
11
Phaser 135 Ti
To eliminate air from the fuel system Operation 11-12
If air enters the fuel system, it must be removed before the engine can be started.
Air can enter the system if:
The fuel tank is drained during normal operation.
The low-pressure fuel pipes are disconnected.
A part of the low-pressure fuel system leaks during engine operation.
In order to eliminate air from the fuel system, proceed as follows:
Caution: If the fuel system is empty or if the canister of the fuel filter have been renewed, it will be necessary
to eliminate air from the fuel system, especially the fuel injection pump.
1 Loosen the banjo bolt (A1) on the top of the filter head. If a vent plug is fitted, loosen the vent plug instead.
2 Operate the priming lever of the fuel lift pump (B) until fuel, free from air, comes from the banjo bolt. Tighten
the banjo bolt. If the drive cam of the fuel lift pump is at the point of maximum lift, it will not be possible to
operate the priming lever. In this situation, the crankshaft must be rotated one revolution.
3 Loosen the union nut of the fuel inlet pipe (C1). Operate the priming lever of the fuel lift pump until fuel, free
from air, comes from the loose connection. Tighten the union nut.
4 Loosen the high-pressure connections at two of the atomisers (D1).
Continued
1
A
A0208A B
L0012
1
C
A0262
1
D
A0366
11
Phaser 135 Ti
Caution: Do not tighten the union nuts of the high-pressure pipes more than the recommended torque tension.
If there is a leakage from the union nut, ensure that the pipe is correctly aligned with the atomiser inlet. Do not
tighten the atomiser union nut more, as this can cause a restriction at the end of the pipe. This can affect the
fuel delivery.
5 Put the electrical system switch (refer to the Users Handbook) to the "ON" position. Ensure that the manual
stop control, if one is fitted, is in the "run" position. Operate the starter motor until fuel, free from air, comes
from the pipe connections. Tighten the high-pressure pipe connections to 22 Nm (16 lbf ft) 2,2 kgf m. Return
the switch to the "OFF" position.
6 The engine is now ready to start.
If the engine runs correctly for a short time and then stops or runs roughly, check for air in the fuel system. If
there is air in the fuel system, there is probably a leak in the low pressure system.
12
Phaser 135 Ti
Cooling system 12
General description
Coolant from the bottom of the radiator passes through the centrifugal coolant pump, which is fitted onto the
front of the timing case to assist the flow of the coolant through the system.
The pump is gear driven from the gear of the fuel injection pump.
From the pump, the coolant passes through a passage in the timing case to the water jacket in the left side of
the cylinder block. The coolant continues to the rear of the cylinder block where some of the coolant passes
into the lubricating oil cooler.
The oil cooler has an aluminium cover with a seven plate element and is fitted to the left side of the cylinder
block. Some of the coolant passes around the element of the cooler and then to the rear of the cylinder block.
The coolant then passes around the cylinders and up into the cylinder head. The coolant leaves the cylinder
head at the front and passes into the thermostat housing.
If the thermostat is closed, the coolant goes directly through a by-pass to the inlet side of the coolant pump. If
the thermostat is open, the thermostat closes the by-pass and the coolant passes to the top of the radiator.
12
Phaser 135 Ti
Thermostats
Identification of the thermostat is by the nominal temperature which is stamped on the by-pass valve of the
thermostat.
To remove
1 Drain the coolant in the cooling system to below the thermostat position and disconnect the top hose from
the coolant outlet connection.
2 Release the setscrews and remove the coolant outlet connection.
3 Remove the thermostat(s) (A).
To fit
1 Ensure that the joint faces of the housing and the outlet are clean and that the jiggle pin(s) (A1) in the
thermostat(s) is/are free to move. The latest thermostats do not have a jiggle pin fitted.
2 Put the new thermostat(s) in position in the housing.
3 Fit a new joint and the coolant outlet connection. Tighten the setscrews.
4 Connect the top hose and fill the cooling system.
To test Operation 12-2
1 Hang the thermostat in a suitable container filled with coolant.
2 Heat the coolant gradually. Use a thermometer to check the temperature at which the valve starts to open
and at which it is fully open. The correct temperatures are given in the relevant Data and dimensions for the
"Thermostat" on page 26.
Caution: If the thermostat does not operate correctly, it must be renewed. Do not try to adjust the settings.
1
A
A0267
12
Phaser 135 Ti
Coolant pump
Identification of the coolant pump is by the last four digits of the part number stamped on the front of the pump
body.
To remove
1 Drain the cooling system and disconnect the hose at the inlet connection of the coolant pump.
2 Release the setscrews from the flange of the coolant by-pass.
3 Release the three setscrews which retain the coolant pump to the cover of the timing case - two from the
front and one from the rear.
4 Release the setscrews from the rear face of the timing case, which fasten the pump to the timing case, and
remove the coolant pump (A). Ensure that the "O" ring (A1) on the cover of the timing case is not lost.
To fit
1 Check the "O" rings on the pump body (A2) and on the cover of the timing case (A1) for damage. If either
of the "O" rings are damaged, they must be renewed. Ensure that all joint faces are clean.
2 Check the drive gear of the coolant pump for wear or other damage. If the gear is damaged, it must be
renewed.
3 Lightly lubricate the "O" ring on the pump body with clean engine lubricating oil. Fit the pump to the timing
case cover with its gear in mesh with the gear of the fuel injection pump. The pump is a tight fit in the cover,
but can be pulled into position if the nuts for the pump studs are gradually and evenly tightened. Ensure that
the "O" ring in the cover remains in position while the pump is fitted.
Note: The setscrews have a sealant applied to the threads by the manufacturer. If the original setscrews are
to be used again, the threads of the setscrews and the threads in which they will be engaged must be cleaned.
A suitable sealant must then be applied to the threads of the setscrews.
4 Fit and tighten the three setscrews which retain the pump to the cover of the timing case - two from the front
and one from the rear.
5 Fit a new joint to the flange of the coolant by-pass. Fit the by-pass and tighten the setscrews.
6 Connect the hose to the inlet connection of the coolant pump and fill the cooling system. Operate the engine
and check for leakage.
A
1
2
A0268
12
Phaser 135 Ti
Note: The coolant pump will need an overhaul if coolant leaks from the hole (A4) in the body of the pump.
When this occurs coolant has passed through the coolant seal (A7) and has contaminated the bearings.
Failure of the seal is an early indication that the bearings are worn and the seal faces are no longer in contact.
The coolant pump has a bearing assembly which has an integral oil seal. Identification of the new coolant pump
is by the last four digits of the part numbers, (4131E011) stamped on the front of the coolant pump body and
by the bearing which extends approximately 5 mm (0.2 in) past the end of the pump body.
1 Remove the "O" ring (A2) from the pump body (A4).
2 Remove the front cover (A8) and the joint (A9).
3 Remove the gear (A1) with the puller MS.99.
4 With a support under the drive end of the pump, use a suitable adaptor to press out the shaft and bearing
assembly (A3) and discard it. Remove and discard the impeller (A6) from the body.
5 With a suitable support under the impeller end of the pump, press out the coolant seal and discard it.
Caution: It is important that all of the components in the coolant pump kit are used during the overhaul of the
pump. Coolant pump kits include the latest components which may be of a different design to the original
components fitted to the engine.
Special tools
Gear puller MS.99
10
9
8
7
6
5
12
1
3
4
A
A0270
2
11
12
Phaser 135 Ti
1 Clean thoroughly the inside of the pump body (A5). Ensure that the bore for the bearing and the chamfer at
the coolant seal end of the bore are clean and free from corrosion.
2 Make a suitable adaptor which will apply force to the outer edge of the bearing and not to the shaft. Apply a
thin layer of POWERPART Retainer (high strength) to the outer surface of the bearing (A3), but keep the
retainer away from the ends of the bearing.
3 Provide a suitable support under the impeller end of the pump body. Put the bearing and shaft assembly in
position with the bearing square to the pump body and the longest end of the shaft in the pump body. Use the
adaptor to press in the bearing and shaft assembly. Press in the bearing until the rear face of the bearing is
21,0/21,5 mm (0.83/0.85 in) (A11) above the rear face of the pump body.
4 If the original gear is used, POWERPART Retainer (high strength) must be applied to the bore of the gear.
Press the gear (A1) onto the shaft until the clearance between the front face of the gear and the rear face of
the bearing (A12) is 0,47/1,53 mm (0.018/0.060 in). Remove all excess retainer after the gear has been fitted.
Continued
Consumable products
POWERPART Retainer (high strength) 21820638 POWERPART Nutlock 21820242
10
9
8
7
6
5
12
1
3
4
A
A0270
2
11
12
Phaser 135 Ti
5 A tool (B) can be made to press the coolant seal into position. The tool should be made of a suitable material
to the dimensions listed below:
The dimensions of the tool to fit the coolant seal, will ensure that the seal is the correct length after it is installed.
It will also prevent axial distortion of the seal when it is pressed onto the shaft.
Turn the pump over and support the drive end of the body. Do not lubricate the coolant seal (C6). It is important
that the seal is not contaminated by oil or grease and if it is held in the hand, it should be held by the edge of
the flange. Do not damage the ring of green sealant applied to the body of the coolant seal just behind the
flange. Put the seal into position on the end of the shaft. Ensure that the ring of sealant is towards the bearing.
Use the tool to press the seal onto the shaft until the bottom of the seal flange is in complete contact with the
pump body.
6 Hold the pump with the drive end of the shaft on a suitable support. With the use of a suitable distance piece
and a flat bar, press the new impeller (C5) onto the shaft until the front face of the impeller is 6,7/7,0 mm (0.26/
0.28 in) below the front face of the pump body (C9). Remove the flat bar and distance piece and ensure that
the shaft is free to rotate.
7 Clean the threads in the front face of the pump body. Fit a new joint (C8) and the cover (C7). Fit the
setscrews and tighten them to 9 Nm (6 lbf ft) 0,9 kgf m. If the setscrews are new, a sealant will have been
applied to the threads by the manufacturer. If the original setscrews are to be used again, the threads should
be cleaned and a POWERPART Nutlock applied.
8 Fit a new "O" ring (C2) to the body of the pump.
A 44,0 mm (1.73 in) C 11,6 mm (0.46 in) E 16,1 mm (0.63 in) G 2,00 mm (0.08 in) at 45
B 40,0 mm (1.57 in) D 35,8 mm (1.41 in) F 1,00 mm (0.04 in) at 45
A
C
F D
E
G
B
B
A0188
C
PA270/1
11
1
2
3
4
5
6
7
8
9
10
12
Phaser 135 Ti
Lubricating oil cooler
To remove
1 Drain the cooling system.
2 Release the support bracket at the cooler (A3).
3 Release the setscrew and nut (A2) which fasten the low-pressure fuel pipes to the top of the cooler.
4 Release the hose clip at the top rear of the cooler (A1).
5 Release the six setscrews (A4) which are fitted below the cover and the setscrew (A4) to the left of the cover.
Remove the cooler.
To fit
1 Renew the "O" rings on the inlet connection for the coolant (B3) and the outlet flange for the coolant (B5).
Ensure that the joint faces are clean. Renew the joint (B4) for the oil pipe flange.
2 Lightly lubricate the bore of the vent connection (B2) and the "O" ring on the coolant inlet connection with
engine lubricating oil.
3 Loosely fit the hose clip to the vent connection.
4 Fit the cooler to the engine with the vent (B1) fitted correctly in its connection. Tighten the setscrews and the
hose clip of the vent connection.
5 Fit and tighten the setscrew of the support bracket.
6 Fit the setscrew and nut which fasten the low- pressure fuel pipes to the top of the oil cooler.
7 Fill the coolant system.
8 Operate the engine and check for leakage of coolant or oil.
4 4
2
1
3
A
A0272
B
1
5
4
3
2
A0273
12
Phaser 135 Ti
To dismantle
1 Remove the oil cooler from the cylinder block, see Operation 12-6.
2 Release the setscrews and remove the cover.
3 Release the self-locking nuts at the back of the oil cooler and remove the cooler element.
4 Clean the element and check for cracks. If a solution is used to clean the outside of the element, ensure that
this does not enter the element. Check that there is nothing to restrict the flow of lubricating oil through the
element of the oil cooler. If the inside of the element needs to be cleaned, use a solvent which is suitable for
copper. Dry the element with low pressure air and then flush it with clean engine lubricating oil.
To assemble
1 Renew the "O" rings (A1 and A2) on the flanges of the element and the self-locking nuts for the studs.
2 Fit the element to the backplate and tighten the self-locking nuts to 22 Nm (16 lbf ft) 2,2 kgf m.
3 Fit the cover and a new joint to the cooler backplate and tighten the setscrews to 11 Nm (8 lbf ft) 1,1 kgf m.
A
A0276
1
2
1
13
Phaser 135 Ti
Flywheel and housing 13
General description
The steel flywheel is fitted with a hardened starter ring. The starter ring has 126 teeth.
The flywheel housing is made of cast iron.
13
Phaser 135 Ti
Flywheel
Warning! The flywheel is heavy, use lift equipment or get help to assist with the lift operation before removal
of the flywheel fasteners.
To remove
1 Remove two opposite setscrews from the flywheel and fit temporarily two guide studs to ensure safety when
the flywheel is removed and fitted.
2 Remove the remainder of the setscrews and washers and remove the flywheel.
3 Check the flywheel and ring gear for damage and renew, if necessary.
To fit
1 Ensure that the location faces of the crankshaft and the flywheel are clean and free from damage.
2 Fit the flywheel over the guide studs. Fit four setscrews and their washers. Remove the guide studs and fit
the remainder of the setscrews and the washers. Tighten the setscrews to 105 Nm (77 lbf ft) 10,7 kgf m.
3 Check the flywheel run-out with a dial test indicator (A). This must be less than 0,30 mm (0.012 in) total
indicator reading.
4 Check the alignment of the flywheel face (B). The error in alignment must not be more than 0,03 mm
(0.001 in) total indicator reading for every 25 mm (1.0 in) of the flywheel radius from the crankshaft axis to the
indicator plunger. During this check, keep the crankshaft pressed toward the front to remove the effect of
crankshaft end-float.
A
A0279
B
A0280
13
Phaser 135 Ti
Ring gear
To remove
1 Before the ring gear is removed, check the position of the chamfer on the teeth.
2 To remove the ring gear use a hammer and a chisel to break the ring. Ensure that the flywheel is not
damaged during this operation.
To fit
1 The ring gear is heated onto the flywheel. When a new gear is to be fitted, ensure that it is not heated to
more than 250 C (480 F).
Note: Ensure that the chamfer on the teeth of the gear is in the correct direction.
13
Phaser 135 Ti
Flywheel housing
Warning! The flywheel housing is heavy, use lift equipment or get help to assist with the lift operation before
removal of the flywheel housing fasteners.
To remove
1 Remove the starter motor, see Operation 14-5, and the flywheel, see Operation 13-1.
2 Release the housing setscrews and with a soft face hammer, hit carefully the housing to remove it from the
dowels.
To fit
1 Ensure that the rear face of the cylinder block and the faces of the housing are clean and free from damage.
Ensure that the location dowels are fitted correctly. If a felt seal is fitted to the rear flange of the sump, renew
the seal.
2 Fit the housing onto the dowels and tighten lightly the setscrews.
3 Check the housing concentricity with a dial test indicator (A). The run-out limit is given in the Data and
dimensions for the "Flywheel and housing" on page 26. If any adjustment is necessary, it must be made on the
housing and the concentricity checked again.
4 Tighten the setscrews to the torque recommended, refer to "Special torque tensions" on page 30.
5 Check the housing alignment (B). The maximum tolerance is given in the Data and dimensions for the
"Flywheel and housing" on page 26. Any necessary adjustment must be made on the housing and not on the
cylinder block.
6 Fit the flywheel, see Operation 13-1, and the starter motor, see Operation 14-5.
A
A0177
B
A0178
14
Phaser 135 Ti
Electrical equipment 14
Alternators
General description
The alternator is driven from the crankshaft pulley by single or double belt(s).
The Lucas AC5RS, Magneti Marelli A127 and the Bosch KI 12 volt and NI 24 volt alternators have solid state
regulators fitted at the rear. The regulator of the Magneti Marelli A127 alternator includes the brush box as a
part of the unit. The regulators of both alternators are sealed and repair is not possible.
Precautions
To prevent damage to the diodes and to the resistors, the precautions given below must be followed:
Do not disconnect the battery while the engine is in operation. This will cause a voltage surge in the
alternator charge system which will immediately cause damage to the diodes or to the transistors.
Do not disconnect an electrical wire before the engine is stopped and all electrical switches are in the "off"
position.
Do not cause a short circuit by the connection of electrical wires to the wrong terminals. The correct
electrical wire must be connected to the correct terminal. A short circuit or wrong connection which gives
reverse polarity will immediately cause permanent damage to the diodes and to the transistors.
Do not connect a battery into the system until it has been checked for correct polarity and voltage.
Do not check for current flow with a spark contact as damage can be caused to the transistors.
14
Phaser 135 Ti
To check the drive belts Operation 14-1
1 Check the belt(s) for wear and damage and renew the belt(s), if necessary. If twin belts are fitted, they should
both be renewed.
2 Check the belt tension. If twin belts are fitted, check/adjust the tension on the tighter belt. To ensure
maximum belt life, it is recommended that a belt tension gauge is used.
3 Fit the gauge (A1) at the centre of the longest free length and check the tension. If a Burroughs gauge is
used, the correct tension is 355 N (80 lbf) 36 kgf. If the tension is equal to or less than 220 N (50 lbf) 22 kgf,
adjust it to 355 N (80 lbf) 36 kgf, see Operation 14-2. If no gauge is available, press down the belt with the
thumb at the centre of the longest free length and check the deflection (B). With moderate thumb pressure,
45 N (10 lbf) 4,5 kgf, the correct belt deflection is 10 mm (
3
/
8
in).
1
A
A0281
B
A0282A
1
2
14
Phaser 135 Ti
To adjust drive belt tension Operation 14-2
1 Loosen the pivot fasteners (A1) of the alternator and the fasteners of the adjustment link (A2).
2 Change the position of the alternator to give the correct tension. Tighten the adjustment link fasteners and
then the pivot link fasteners. If there are two pivot fasteners, tighten the front fastener and then the rear
fastener.
3 Check the belt tension again to ensure that it is still correct.
A
A0282A
1
2
14
Phaser 135 Ti
To remove and to fit the drive belts Operation 14-3
Where twin belts are fitted, they are supplied as a set and must be renewed as a set.
1 Loosen the pivot fasteners (A1) of the alternator and the adjustment link fasteners (A2).
2 Release all of the tension from the belt(s) and remove the belt(s).
3 Fit the new belt(s) and adjust the tension, see Operation 14-2.
Note: The belt tension must be checked again after the first 1000 km (600 miles) or 20 hours of operation.
A
A0282A
1
2
14
Phaser 135 Ti
To remove, to fit and to maintain the alternator Operation 14-4
To remove
1 Disconnect the electrical connection.
2 Loosen the pivot fasteners of the alternator and the fasteners of the adjustment link.
3 Release all the belt tension and remove the belt(s).
4 Remove the adjustment link from the alternator and remove the pivot bolt(s). Make a note of the position of
the washers and distance pieces to ensure that they are fitted correctly. Remove the alternator.
To fit
1 Put the alternator in position and assemble loosely the pivot fasteners and the adjustment link and its
fasteners. Ensure that the washers and the distance pieces are fitted in their correct positions and that the
alternator pulley is aligned to the crankshaft pulley within +/- 2,4 mm (
3
/
32
in).
2 Fit the drive belt(s) and adjust the drive belt tension, see Operation 14-2. Tighten the fasteners and check
the tension again.
3 Connect the electrical connection.
To maintain
1 Ensure that the drive belts are not worn and that the belt tension is correct.
2 Keep the alternator clean. To clean the alternator, use a material which is damp with kerosene or a special
fluid used for this purpose. Ensure that the fluid does not enter the cover of the alternator.
3 Ensure that air can pass easily over the casing to keep it cool.
14
Phaser 135 Ti
Alternator fault diagnosis
The alternator is designed in such a way that a flow of current (indicated by no light at the warning light or a
reading shown on an ammeter) shows that the system is in correct operation. If the system is in correct
operation, no open circuit, voltage or current output checks need to be done on the installation unless:
The warning light does not show when the alternator is stationary and the switch is in the "on" position or
it shows a light when the alternator is in operation.
No charge current is shown on the ammeter.
The battery is discharged.
The battery is hotter than normal which is an indication of loss of voltage control.
If one or more of the above symptoms occur, the procedure indicated below should be applied.
1 Ensure that the battery is fully charged.
2 Connect a moving-coil voltmeter of good quality, with a range of 0-50 volts, across the positive and negative
terminals of the alternator. If an ammeter is not fitted in the electrical circuit, fit a moving-coil ammeter of good
quality, with a range of 0-100 ampere, in the wire between the alternator and the positive terminal of the
battery.
3 Turn the warning light switch to the "on" position (main switch on instrument panel); the warning light should
be illuminated.
4 Switch on a 10-15 ampere load, for example, lights, fans, etc.
5 Start the engine and operate it at a fast idle speed; either the warning light should be extinguished or the
ammeter indicates a small change in the current in relationship to the engine speed.
6 Increase the engine speed for a moment to near maximum speed, when the charge current should be
approximately equal to the rating for the alternator, as shown in the Data and dimensions for the "Alternator"
on page 26.
7 Operate the alternator at approximately half speed (engine speed approximately 1500 rev/min) and remove
the electrical load. The voltage should go up to 14 volts for a 12 volt system or 28 volts for a 24 volt system
and then remain constant. At the same time the current reading should show a reduction.
Any change in the above data can indicate a fault and the procedure that follows should be used before any
components are disconnected. This procedure is not suitable for A127 alternators and, if a fault is found, the
alternator should be removed for test by a specialist.
The regulator is a sealed unit and a repair is not possible. If there is a regulator fault, the regulator must be
renewed.
If the warning light is not illuminated when the switch is in the "on" position:
Check the bulb.
If no fault:
Check all the connections at the regulator, at the alternator and at the battery.
If no fault:
Turn the switch to the "off" position. Disconnect the wire from the "F" terminal on the alternator and connect a
wire between the "F" terminal and the negative terminal on the alternator. Turn the switch to the "on" position.
If the warning light shows, the fault is in the regulator.
If the warning light does not show, the fault is in the alternator.
Continued
14
Phaser 135 Ti
If the warning light continues to show and the ammeter shows no output when the alternator is in
operation:
Check all the connections at the regulator, alternator and battery.
If no fault:
Turn the switch to the "off" position. Disconnect the wire from the "F" terminal on the alternator and connect a
wire between the "F" terminal and the negative terminal on the alternator. Turn the switch to the "on" position
and operate the engine at fast idle.
If there is no output, there is a fault in the alternator.
If there is an output, there is a fault in the regulator.
If the warning light continues to show when the alternator is in operation and the ammeter shows a
reduced output with maximum output only at maximum engine speed or if the warning light does not
show, but there is a reduced output from the alternator with maximum output only at maximum engine
speed:
There is a fault in the alternator.
If there is an intermittent light from the warning light and the ammeter needle is not stationary when
the battery is charged fully and no load is applied:
Check for a higher than normal resistance in the negative control wire of the regulator.
If the resistance is normal, there is a fault in the regulator.
If the battery charge is too high and the ammeter indicates high or maximum output at all times:
Check the positive control wire and its connection at the regulator.
If the wire and its connection are correct, there is a fault in the regulator.
14
Phaser 135 Ti
Starter motor
General description
The Magneti Marelli M127 starter motor is operated by a solenoid and has a six roller clutch. The solenoid
engages the starter drive in two operations to ensure that the motor gets its maximum torque only when the
starter motor is engaged fully with the flywheel. The clutch prevents rotation of the armature at high speed if
the starter is held in the engaged position.
The Lucas S115 starter motor has a smooth surface with no protrusions. This is because the solenoid and the
main switch assemblies are inside the drive end cover around (co-axially with) the armature shaft. The main
feature of the co-axial starter is that only the pinion assembly moves axially to engage the engine flywheel.
There is no axial movement of the whole armature as with the axial type motor. To ensure smooth engagement
of the pinion, full load is not applied until the pinion is completely engaged with the flywheel.
To remove
1 Disconnect the battery.
2 Disconnect the starter motor cables.
3 Release the fasteners and remove the starter motor and, if necessary, the distance piece.
To fit
1 If necessary, put the distance piece in position with its location lip to the flywheel housing. Fit the starter
motor and tighten the fasteners.
2 Connect the starter motor cables. If the engine has a flywheel housing which is oil filled, the starter motor
must be sealed before it is fitted. Clean the flange face of the starter motor and the face of the flywheel housing.
Apply a 2,0 mm (0.080 in) continuous bead of POWERPART Hylosil to the flange face of the starter motor near
to the spigot.
3 Connect the battery.
Consumable products
POWERPART Hylosil 1861108
14
Phaser 135 Ti
To maintain the brush gear and the commutator Operation 14-6
S115 starter motors
Inspect the brushes at intervals to ensure that they are free in their guides and that the wire connections are
free to move. To check this, lift the spring from the brush and pull carefully on the flexible connections. If the
brush does not move freely, remove it from its holder and clean the sides with a material which is damp with
gasolene.
Ensure that the brushes are fitted in their original positions to keep the original wear seat. The brushes must
have good seats which conform to the shape of the commutator. If the brush seat is not correct, put a piece of
very fine carborundum paper or similar material tight around the commutator with the rough face to the outside.
With the brush in position, turn the armature by hand, in the normal direction of rotation, until the brush has the
correct shape. If the brushes are worn and the springs do not give enough pressure, they must be renewed.
Check the spring pressure with the hook of a spring balance under the spring lip. The correct tension is 8,34/
11,00 N (30/40 ozf) 0,85/1,13 kgf.
The new brushes must be the exact same grade as the original brushes. To ensure that correct brushes are
fitted, use only parts from the approved manufacturer. To remove the brushes, remove the four setscrews that
hold the brushes, one for each brush. When the new brushes are assembled, connect carefully the field coil
and connector wires, held by two of the setscrews. Before the brushes are inserted in their holders, it is advised
that the holders are cleaned with compressed air or with a material which is damp with gasolene.
The commutator must be completely clean; dirt or oil must be removed by a piece of clean dry material (with
no loose fibres) pressed against it, while the armature is turned by hand. If the commutator is dirty and has a
colour other than its natural colour, lift the brushes and put a strip of fine carborundum paper or similar material
around the commutator, with the rough surface to the inside. Turn the armature by hand until the surface has
returned to its natural colour. Clean the commutator with a material which is damp with gasolene.
If a repair is necessary to the commutator or switch gear, etc. the starter must be removed for specialist repair.
M127 starter motor
Repair of this starter motor is more difficult. If necessary, remove the starter motor for specialist repair.
To test on the engine Operation 14-7
Ensure that the battery is fully charged.
Turn on the lights and operate the starter switch. If no lights are fitted to the machine, connect a voltmeter
across the battery terminals and operate the starter switch.
If the starter does not operate but the lights keep their power or there is no voltage drop across the battery,
check the switch and all the connections and wires. Slow action of the starter can be caused by faulty
connections.
Failure to engage smoothly between the starter and the flywheel can be caused, on some types of starter
motor, by dirt on the helical grooves of the starter motor drive, which can prevent free pinion movement. Clean
the shaft thoroughly with gasolene, or a fluid made especially for the purpose, and apply a small quantity of
Aero Shell 6B or its equal.
14
Phaser 135 Ti
Starting aid
The port heater has an electrically heated coil that heats the air as it enters the induction manifold. Port heaters
are used in a group of two or three.
To remove and to fit a port heater Operation 14-8
1 Disconnect the electrical connection.
2 Remove the port heater from the induction manifold or from the elbow.
3 Fit the port heater and tighten it to 60 Nm (44 lbf ft) 6,1 kgf m.
4 Connect the electrical connection.
15
Phaser 135 Ti
Auxiliary equipment 15
Compressors
General description
The engines can be fitted with either a Bendix 1W150R or 1W250R compressor. The compressor is fitted on
the left side of the engine directly onto the rear face of the timing case. The compressor is driven from the main
idler gear through an idler gear for the compressor.
The cylinder head of the single cylinder compressor is cooled by coolant from the engine. The compressor is
lubricated from the lubrication system of the engine. Oil passes through a pipe from the engine pressure rail
to the compressor crankcase. The oil passes to the main bearings and the big end bearings of the compressor
and also to the rear bush for the drive shaft. Oil which drains from the compressor crankcase into the drive
housing, lubricates the drive gears and the bearing. The oil returns to the engine sump through the timing case.
Operation
As the piston moves down the cylinder, air pressure above the piston is reduced. The reduction in air pressure
opens the inlet valve and allows air to enter the cylinder above the piston. As the piston moves up the cylinder,
air pressure under the valve and the action of the valve spring, closes the valve. The increase in air pressure
under the delivery valve, opens the valve and air is discharged to the reservoir. Air pressure in the reservoir is
controlled by an unloader valve which, at a certain pressure, holds the inlet valve of the compressor open until
air pressure in the reservoir is reduced.
15
Phaser 135 Ti
1 Drain the engine cooling system.
2 Release the air pressure in the air system. Disconnect the air pipes and the coolant pipes (A1) to and from
the cylinder head of the compressor.
3 Remove the lubricating oil pipe (A6) which is fitted between the compressor and the engine cylinder block.
4 If necessary, remove the steering pump from the rear of the compressor.
5 Loosen the two setscrews (A3) of the support bracket (A4) at the rear end of the compressor. Remove the
two fasteners (A5) which fasten the support bracket to the cylinder block or filter head and remove the bracket.
Note: Spacers (A2) are used between the bracket of the 1W150R compressor and the compressor body.
6 Remove the nut from the stud at the bottom of the compressor flange. Remove the nut (A7) from the stud
at the front of the timing case and remove the compressor from the engine.
7 If it is necessary to remove the idler gear of the compressor, see Operation 6-7.
2
5
1
3
7
6
4
A
A0294
15
Phaser 135 Ti
1 Set the piston of number 1 cylinder to TDC, see Operation 8-1 or Operation 8-2.
2 Fit a new "O" ring (A5) in its recess in the drive housing. Lubricate the "O" ring with clean engine lubricating
oil.
3 Rotate the crankshaft of the compressor until the mark (B1) or (C1) on the rear face of the crankshaft aligns
with the 4A line on the label on the rear face of the compressor.
4 Push the shortest thread of the stud (A4) through the hole at the top of the compressor flange and fit the nut
fully onto the thread. Engage the stud in the hole (A1) in the timing case. Slide the compressor onto the stud
(A3) for the bottom of the flange.
5 Slide the compressor forward until the teeth of the drive gear are against the teeth of the idler gear (A2).
Slowly rotate the crankshaft of the compressor clockwise (from the rear) until the drive gear and the idler gear
are in mesh.
6 Carefully push the compressor forward until the spigot on the compressor is fully fitted in the timing case. In
this position, the mark on the rear of the crankshaft should align with the dark area on the timing label marked 4.
7 If the alignment is not correct, pull the compressor out of engagement and move the crankshaft of the
compressor in the relevant direction to mesh with the next gear tooth. Carefully push the compressor assembly
into position. Check that the mark on the rear of the crankshaft is in the correct position. Fit the nuts to the stud
(A4) which passes through the timing case (A1) and to the stud at the bottom of the flange. Tighten the two
nuts to 75 Nm (55 lbf ft) 7,6 kgf m.
Caution: If the support bracket is mounted on the oil filter head, check that the nuts for the filter head are
tightened correctly before the compressor support bracket is fitted.
Continued
1
3
2
5
4
A
A0069
1
B
A0292
1
C
A0293
15
Phaser 135 Ti
8 Put the support bracket (D4) in position between the cylinder block or the filter head and the compressor.
Loosely fit the fasteners (D5) the spacer (D2), if fitted, and the setscrews (D3). Adjust the support bracket to
ensure that there will be no tension on the compressor. Tighten the two setscrews to 22 Nm (16 lbf ft) 2,2 kgf m
for the setscrews (D3) and 44 Nm (33 lbf ft) 4,5 kgf m for the fasteners (D5).
Note: Spacers (D2) are used between the bracket and the body of the 1W150R compressor.
9 Check that the "O" ring in the cover for the rear of the compressor is not damaged. Fit the cover and tighten
the setscrews.
10 Ensure that there is no restriction in the oil pipe (D6) between the engine and the compressor. Before the
oil pipe is connected to the compressor, ensure that the engine stop solenoid is disconnected or that the engine
stop control is in the 'stop' position. Operate the starter motor until a free flow of oil comes from the oil pipe.
Connect the oil pipe. Connect the engine stop solenoid.
11 Connect the compressor coolant pipes (D1) and the air pipes to the compressor.
12 Fill the engine cooling system. Operate the engine and check for leakage of oil, coolant and air from the
compressor.
D
2
5 4
3
7
1
6
A0294
15
Phaser 135 Ti
Power steering pump
To remove
1 Disconnect the pipe connections at the power steering pump and fit covers to the open ends of the pipes.
2 Release the setscrews and remove the pump. If the pump is fitted to the rear of the compressor, ensure that
the drive coupling is not lost.
To fit
1 Renew the "O" ring and lubricate it with clean engine lubricating oil.
2 Check the drive coupling or the gear for wear or for damage. Renew it, if necessary.
3 If necessary, fit the drive coupling to the end of the compressor shaft and rotate the pump shaft to align the
drive with the coupling. Fit the pump to the compressor and tighten the setscrews.
4 Remove the covers from the open ends of the pipes and connect the connections.
15
Phaser 135 Ti
Exhauster
To remove
1 Disconnect the lubricating oil and vacuum pipes from the exhauster and fit covers to the open ends of the
pipes.
2 Release the setscrews and remove the exhauster.
To fit
1 Ensure that the joint faces of the exhauster and the timing case are clean and renew the joint. Fit the
exhauster to the timing case and tighten the setscrews.
2 Remove the covers from the open ends of the pipes and connect the oil pipe and the vacuum pipe to the
exhauster.
16
Phaser 135 Ti
Special tools 16
List of special tools
These tools are available through your local Perkins Distributor.
If you cannot obtain the correct tool locally contact:
The Perkins Service Department, Peterborough, PE1 5NA, England, UK. Tel 01733 67474, Fax 01733
582240, Telex 32501 PERKEN G
Part number Description Illustration
PD.1D
Remover / replacer for valve guides (main tool)
Part number 21825478
PD.1D-13
Adaptor for use with PD.1D.
PD.1C-6
Inlet valve guide adaptor for use with PD.1D and
PD.1D-1A.
PD.248
Exhaust valve guide adaptor for use with PD.1D and
PD.1D-1A.
PD.245
Timing pin for Bosch fuel injection pumps.
16
Phaser 135 Ti
PD.242
Set of combined reamer/cutters for valve guides and seats.
MS.76B
Handle set for valve seat cutters
PD.145D
Replacer tool for crankshaft rear seal.
PD.150B
Remover / replacer for cylinder liner (main tool).
PD.150B-17A
Adaptors for use with PD.150B.
PD.155C
Basic puller for camshaft gear.
16
Phaser 135 Ti
PD.155B-5
Adaptors for use with PD.155C.
PD.162B
Centralising tool for timing case cover
(four cylinder engines).
PD.41D
Gauge for piston height, valve depth and cylinder
liner flange; for use with PD.208.
PD.165B
Crankshaft rotation adaptor for use with a
12,7 mm (0.5 in) square drive.
PD.170
Replacer tool for seal of timing case cover
(main tool).
PD.170-1
Pressure plate for use with PD.170.
PD.170-2
Sleeve for use with PD.170.
16
Phaser 135 Ti
PD.170-3
Fastener plate for use with PD.170.
PD.170-4
Adaptor for front seal for use with PD.170.
PD.198
Angle gauge to tighten cylinder head setscrews
PD.239
Spanner for flange nuts of the Bosch
fuel injection pump.
PD.206
Replacer tool for pistons.
PD.208
Dial gauge for use with PD.41D.
16
Phaser 135 Ti
PD.6118B
Valve spring compressor.
PD.6118-7
Stud adaptor for use with PD.6118B.
PD.6118-8
Setscrew adaptor for use with PD.6118B.

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