Systems Operation Testing and Adjusting: 2806C-E18TA and 2806D-E18TA Industrial Engines

M0067836-01 (en-us)
November 2016
Systems Operation
Testing and Adjusting
2806C-E18TA and 2806D-E18TA
Industrial Engines
JG (Engine)
This document has been printed from SPI2. NOT FOR RESALE
Important Safety Information
Most accidents that involve product operation, maintenance and repair are caused by failure to
observe basic safety rules or precautions. An accident can often be avoided by recognizing potentially
hazardous situations before an accident occurs. A person must be alert to potential hazards. This
person should also have the necessary training, skills and tools to perform these functions properly.
Improper operation, lubrication, maintenance or repair of this product can be dangerous and
could result in injury or death.
Do not operate or perform any lubrication, maintenance or repair on this product, until you have
read and understood the operation, lubrication, maintenance and repair information.
Safety precautions and warnings are provided in this manual and on the product. If these hazard
warnings are not heeded, bodily injury or death could occur to you or to other persons.
The hazards are identified by the “Safety Alert Symbol” and followed by a “Signal Word” such as
“DANGER”, “WARNING” or “CAUTION”. The Safety Alert “WARNING” label is shown below.
The meaning of this safety alert symbol is as follows:

Attention! Become Alert! Your Safety is Involved.
The message that appears under the warning explains the hazard and can be either written or
pictorially presented.
Operations that may cause product damage are identified by “NOTICE” labels on the product and in
this publication.
Perkins cannot anticipate every possible circumstance that might involve a potential hazard. The
warnings in this publication and on the product are, therefore, not all inclusive. If a tool, procedure,
work method or operating technique that is not specifically recommended by Perkins is used,
you must satisfy yourself that it is safe for you and for others. You should also ensure that the
product will not be damaged or be made unsafe by the operation, lubrication, maintenance or
repair procedures that you choose.
The information, specifications, and illustrations in this publication are on the basis of information that
was available at the time that the publication was written. The specifications, torques, pressures,
measurements, adjustments, illustrations, and other items can change at any time. These changes can
affect the service that is given to the product. Obtain the complete and most current information before
you start any job. Perkins dealers or Perkins distributors have the most current information available.
When replacement parts are required for this

product Perkins recommends using Perkins
replacement parts.
Failure to heed this warning can lead to prema-
ture failures, product damage, personal injury or
death.
M0067836-01 3
Table of Contents
Table of Contents Charging System - Test .......................................62

Electric Starting System - Test..............................62
Systems Operation Section Index Section

General Information ..............................................4 Index..................................................................63
Electronic Control System Components ..................8
Cleanliness of Fuel System Components ..............12
Fuel System .......................................................13
Air Inlet and Exhaust System ...............................16
Lubrication System .............................................19
Basic Engine.......................................................22
Air Starting System .............................................22
Electrical System ................................................24
Testing and Adjusting Section
Fuel System
Fuel System - Inspect ..........................................27
Air in Fuel - Test ..................................................27
Electronic Unit Injector - Adjust.............................28
Electronic Unit Injector - Test................................29
Finding Top Center Position for No. 1 Piston .........29
Fuel Quality - Test ...............................................30
Fuel System - Prime ............................................31
Fuel System Pressure - Test ................................32
Gear Group (Front) - Time ...................................33
Air Inlet and Exhaust System

Air Inlet and Exhaust System - Inspect ..................36
Turbocharger - Inspect ........................................37
Exhaust Temperature - Test .................................38
Aftercooler - Test .................................................39
Compression - Test .............................................41
Engine Valve Lash - Inspect/Adjust.......................41
Lubrication System
Engine Oil Pressure - Test ...................................43
Engine Oil Pump - Inspect....................................45
Excessive Bearing Wear - Inspect ........................45
Excessive Engine Oil Consumption - Inspect.........46
Increased Engine Oil Temperature - Inspect ..........46
Cooling System
Cooling System - Check (Overheating) .................47
Cooling System - Inspect .....................................49
Cooling System - Test..........................................50
Water Temperature Regulator - Test .....................52
Water Pump - Test...............................................52
Basic Engine
Piston Ring Groove - Inspect................................54
Connecting Rod Bearings - Inspect.......................54
Main Bearings - Inspect .......................................54
Cylinder Block - Inspect .......................................54
Cylinder Liner Projection - Inspect ........................54
Flywheel - Inspect ...............................................57
Flywheel Housing - Inspect ..................................58
Vibration Damper - Check....................................60
Electrical System
Battery - Test ......................................................62
4 M0067836-01
Systems Operation Section

i06732066
General Information
The Electronic Unit Injector (EUI) provides increased

control of the timing and increased control of the fuel
air mixture. Engine rpm is controlled by adjusting the
injection duration. Engine timing is controlled by the
precise control of fuel injection timing.
The Electronic Control Module (ECM) monitors the
components of the engine during operation. In the
event of a component failure, an event code will be
logged in the ECM. The electronic service tool can be
connected to the engine to read any logged faults.
Intermittent faults are logged and stored in memory.
2806C-E18TA Engine
The following model views show typical features of
the engine. Due to individual applications, your
engine may appear different from the illustrations.
Illustration 1 g06095280
Typical example
(1) Front lifting eye (5) Electronic Control Module (ECM) (9) Fuel priming pump
(2) Crankcase breather outlet hose (6) Starting motor (10) Air intake from air charger cooler
(3) Rear lifting eye (7) Fuel filters
(4) Air cleaner (8) Fuel transfer pump
M0067836-01 5
Typical example
(11) Fan belt tensioner (16) Coolant outlet (21) Engine block heater
(12) Alternator (17) Oil drain plug (22) Oil filler
(13) Alternator belt (18) Oil gauge (Dipstick) (23) Turbochargers
(14) Fan belts (19) Oil filter
(15) Vibration damper (20) Oil cooler
2806D-E18TA Engine
The following model views show typical features of
the engine. Due to individual applications, your
engine may appear different from the illustrations.
6 M0067836-01
Typical example
(1) Radiator (6) Engine rear lifting eye (11) Secondary fuel filter and priming pump
(2) Engine front lifting eye (7) Air filter (12) Primary fuel filter
(3) Radiator filler cap (8) Electronic Control Module (ECM) (13) Fuel transfer pump
(4) Valve mechanism cover (9) Oil drain plug (14) Alternator cover
(5) Turbochargers (10) Crankcase breather outlet hose
M0067836-01 7
Typical example
(15) Exhaust manifolds (18) Coolant pump (21) Oil filters
(16) Water temperature regulator (19) Oil gauge (Dipstick) (22) Flywheel housing
(17) Oil filler (20) Oil cooler (23) Flywheel
Starting the Engine

The engines ECM will automatically provide the
correct amount of fuel to start the engine. Do not hold
the throttle down while the engine is cranking. If the
engine fails to start in 30 seconds, release the
starting switch. Allow the starting motor to cool for 2
minutes before the starting motor is used again.
Cold Mode Operation

The ECM will set the cold start strategy when the
coolant temperature is below 18 °C (64 °F).
Cold mode operation will be deactivated when any of
the following conditions have been met:
• Coolant temperature reaches 18 °C (64 °F).

• The engine has been running for 14 minutes.
8 M0067836-01
Cold mode operation varies the fuel injection amount An output component is one that is operated by a
and the timing for white smoke cleanup. The engine control module. The output component receives
operating temperature is usually reached before the electrical energy from the control component. The
walk-around inspection is completed. output component uses that electrical energy in one
of two ways. The output component can use that
i06731952 electrical energy to perform work. The output
component can use that electrical energy to provide
information.
Electronic Control System
Components 2806C-E18TA Engine
The illustrations within the following sections are
typical location of the sensors or electrical
The electronic control system is integrally designed components for an industrial engine. Specific
into the fuel system and the air inlet and exhaust engines may appear different due to differences in
system of the engine to electronically control the fuel applications.
delivery and the injection timing. The electronic
control system provides increased timing control and
fuel air ratio control in comparison to conventional
mechanical engines. Injection timing is achieved by
precise control of injector firing time, and engine rpm
is controlled by adjusting the firing duration. The
Electronic Control Module (ECM) energizes the
solenoid in the unit injector to start the injection of
fuel. Also, the ECM de-energizes the unit injector
solenoids to stop injection of fuel. Refer to Systems
Operation, Testing and Adjusting, “Fuel System” for a
complete explanation of the fuel injection process.
The engine uses the following types of electronic
components:
• Inputs
• Controls
• Outputs
An input component is one that sends an electrical
signal to the ECM. The signal that is sent varies in
one of the following ways:
• Voltage
• Frequency
• Pulse width
The variation of the signal is in response to a change
in some specific system of the equipment. The ECM
sees the input sensor signal as information about the
condition, environment, or operation of the
equipment.
An electronic control module (ECM) receives the
input signals. Electronic circuits inside the control
component evaluate the signals from the input
components. These electronic circuits also supply
electrical energy to the output components of the
system. The electrical energy that is supplied to the
output components is based on predetermined
combinations of input signal values.
M0067836-01 9
Typical example
(1) Camshaft speed timing sensor (4) Inlet air temperature sensor (7) Atmospheric pressure sensor
(2) Inlet manifold pressure sensor (5) Electronic Control Module (ECM) (8) Crankshaft speed timing sensor
(3) Fuel temperature sensor (6) Oil pressure sensor
10 M0067836-01
Typical example
(9) Coolant temperature sensor
2806D-E18TA Engine
The illustrations within the following sections are
typical location of the sensors or electrical
components for an industrial engine. Specific
engines may appear different due to differences in
applications.
M0067836-01 11
Typical example
(1) Camshaft speed timing sensor (4) Fuel temperature sensor (7) Atmospheric pressure sensor
(2) Inlet manifold pressure sensor (5) Electronic Control Module (ECM) (8) Crankshaft speed timing sensor
(3) Inlet air temperature sensor (6) Oil pressure sensor
12 M0067836-01
New Components
High-pressure lines are not reusable. New high-
pressure lines are manufactured for installation in
one position only. When a high-pressure line is
replaced, do not bend or distort the new line. Internal
damage to the pipe may cause metallic particles to
be introduced to the fuel.
All new fuel filters, high-pressure lines, tube
assemblies, and components are supplied with
sealing plugs. These sealing plugs should only be
removed in order to install the new part. If the new
component is not supplied with sealing plugs then the
component should not be used.
The technician must wear suitable rubber gloves.
The rubber gloves should be disposed of immediately
after completion of the repair in order to prevent
contamination of the system.
Refueling
In order to refuel the diesel fuel tank, the refueling
Illustration 8 g03858148 pump and the fuel tank cap assembly must be clean
Typical example and free from dirt and debris. Refueling should take
(9) Coolant temperature sensor place only when the ambient conditions are free from
dust, wind, and rain.
i06196634 Only use fuel that is free from contamination, that
conforms to the specifications in the Operation and
Cleanliness of Fuel System Maintenance Manual, “Fluid Recommendations” Fuel
Specifications.
Components
Cleanliness of the Engine

NOTICE
It is important to maintain extreme cleanliness when
working on the fuel system, since even tiny particles
can cause engine or fuel system problems.
The entire engine should be washed with a high-

pressure water system. Washing the engine will
remove dirt and loose debris before a repair on the
fuel system is started. Ensure that no high-pressure
water is directed at the seals for the injectors or any
electrical connector.
Environment
When possible, the service area should be positively
pressurized. Ensure that the components are not
exposed to contamination from airborne dirt and
debris. When a component is removed from the
system, the exposed fuel connections must be closed
off immediately with suitable sealing plugs. The
sealing plugs should only be removed when the
component is reconnected. The sealing plugs must
not be reused. Dispose of the sealing plugs
immediately after use. Contact your nearest Perkins
distributor in order to obtain the correct sealing plugs.
M0067836-01 13
i02550058
Fuel System
Fuel system schematic
(1) Fuel return line (5) Fuel cooler (9) Fuel transfer pump
(2) Electronic unit injectors (6) Fuel tank (10) Fuel temperature sensor
(3) Fuel gallery (7) Secondary fuel filter
(4) Fuel priming pump (8) Primary fuel filter
The fuel supply circuit is a conventional design for Note: The inlet fuel temperature to the fuel transfer
engines with electronic unit injection. A fuel tank (6) is pump must not exceed 79 °C (175 °F) when the
used to store the fuel prior to use by the engine. A engine has reached normal operating temperature.
primary fuel filter/water separator (8) is placed into Fuel temperatures above 79 °C (175 °F) will reduce
the fuel supply circuit in order to remove large debris the life of the fuel transfer pump check valves. The
from the fuel. This debris may have entered the fuel fuel efficiency and the engine power output are
tank during fueling. The debris may have also reduced when the fuel temperature increases from
entered the fuel tank through the vent for the fuel 30 °C (86 °F) to 70 °C (158 °F).
tank. The primary filter element also separates water
from the fuel. The water is collected in the bowl at the
bottom of the primary fuel filter/water separator.
14 M0067836-01
Fuel from the tank (6) flows to the fuel filter base. The Fuel System Electronic Control
fuel filter base contains the primary fuel filter and the
secondary fuel filter. The fuel flows through cored Circuit
passages in the fuel filter base. The fuel priming
pump (4) is mounted on the fuel filter base. The fuel
priming pump is used in order to manually pump the
fuel into the fuel system after the system, or parts of
the system have been drained. The fuel priming
pump is used in order to refill the fuel system after air
has been introduced into the system. For more
information on priming the fuel system, refer to
Systems Operation, Testing and Adjusting, “Fuel
System - Prime”.
As the fuel flows through cored passages in the fuel
filter base, the fuel is directed into the primary fuel
filter (8). Fuel flows out of the fuel filter and returns to
the passages in the fuel filter base. Prior to exiting
the fuel filter base, the fuel temperature is sampled
by the fuel temperature sensor (10). The signals that Illustration 10 g00451841
are generated by the sensors are used by the engine Electronic governor
control in order to monitor the condition of the
engine's components. (1) Signals to the electronic unit injectors
(2) Fuel injection control
The fuel flows from the fuel filter base to the fuel (3) Fuel position
transfer pump (9). The fuel transfer pump (9) is a (4) Electronic governor
(5) Desired rpm
gear type pump with fixed clearances. The fuel (6) Coolant temperature
transfer pump (9) incorporates an internal relief valve (7) TC for No. 1 cylinder
that protects the fuel system from extreme pressure. (8) FRC fuel position
In the case of extreme pressure, fuel is redirected (9) Rated fuel position
back to the inlet of the fuel transfer pump (9). An (10) FCR maps
outlet check valve is used in order to prevent (11) Torque maps
pressurized fuel leakage back through the pump. The (12) Engine speed/timing sensor
(13) Engine speed/timing signals' interpreter
fuel transfer pump (9) is located in the front of the (14) Engine rpm
engine. The fuel transfer pump (9) is driven by the (15) Coolant temperature sensor
front gear train. (16) Boost pressure sensor
(17) Boost pressure
The fuel flows from the fuel transfer pump (9) to the
secondary fuel filter (7). The fuel is filtered in order to The injection pump, the fuel lines, and the nozzles
remove small abrasive particles that will cause that are used in the traditional Perkins diesel engines
premature wear to fuel system components. The fuel have been replaced with an electronically controlled,
flows from the secondary fuel filter (7) to the fuel filter mechanically actuated electronic unit injector in each
base. cylinder. A solenoid on each injector controls the
amount of fuel that is delivered by the injector. An
The fuel is then directed from the fuel filter base Electronic Control Module (ECM) sends a signal to
through the fuel return line (1) to fuel manifold (3) that each injector solenoid in order to provide complete
runs the length of the cylinder head. A continuous control of the engine.
flow of fuel is supplied to the electronic unit injectors
(2) in order to perform the following tasks:
Fuel Injection
• Supply fuel for injection
The ECM controls the amount of fuel that is injected
• Remove excessive heat from the injectors. by varying the signals that are sent to the injectors.
The ECM sends a high voltage signal to the solenoid
• Remove air that may accumulate in the fuel in order to energize the solenoid. The injectors will
system. inject fuel only while the injector solenoid is
energized. By controlling the timing and the duration
The fuel exits the fuel gallery and returns to the fuel of the voltage signal, the ECM can control injection
filter base. A pressure regulating valve is located in timing and the amount of fuel that is injected.
the fuel filter base. The pressure regulating valve
regulates the pressure for the fuel system. A
sufficient amount of back pressure is maintained in
the system in order to ensure a continuous
availability of fuel to the electronic unit injectors. The
fuel flows from the fuel filter base to the fuel cooler
(5). The fuel flows from the fuel cooler (5) back to the
tank (6).
M0067836-01 15
The ECM sets certain limits on the amount of fuel The electronic unit injector mechanism provides the
that can be injected. “FRC” is a limit which controls downward force that is required to pressurize the fuel
the amount of air and of fuel for the purpose of in the electronic unit injector pump. The electronic
emission control. This limit is based on the boost unit injector (1) allows fuel to be injected into the
pressure. When the ECM senses a higher boost combustion chamber with precise timing. Movement
pressure, the ECM increases the “FRC” limit. “Rated is transmitted from the camshaft lobe (4) for the
Fuel Pos” is a limit that is based on the horsepower electronic unit injector through the rocker arm
rating of the engine. This is similar to the rack stops assembly (3) to the top of the electronic unit injector.
and to the torque spring on a mechanically governed The adjusting nut (2) allows the injector lash to be
engine. “Rated Fuel Pos” provides horsepower and adjusted. For the proper setting of the injector lash,
torque curves for a specific engine family and for a refer to the topic on adjustment of the electronic unit
specific engine rating. All of these limits are injector in Systems Operation, Testing and Adjusting,
programmed into the personality module by the “Electronic Unit Injector - Adjust”.
factory. These limits are not programmable by the
service technician. Electronic Unit Injector
Injection timing depends on three factors: the engine
speed (rpm), the engine load and the operational
conditions of the engine. The ECM determines the
top center position of No. 1 cylinder from the signal
that is provided by the engine speed/timing sensor.
The ECM decides when the injection should occur
relative to the top center position. The ECM then
provides the signal to the electronic unit injector at
the desired time.
Electronic Unit Injector Mechanism
Electronic unit injector mechanism
(1) Electronic unit injector Illustration 12 g00984466
(2) Adjusting nut
(3) Rocker arm assembly
Electronic unit injector
(4) Camshaft lobe (1) Spring
(2) Solenoid connection to the Electronic Control Module (ECM)
(3) Solenoid valve assembly
(4) Plunger assembly
(5) Barrel
(6) Seal
(7) Seal
(8) Spring
(9) Spacer
(10) Body
(11) Check valve
16 M0067836-01
Fuel at low pressure from the fuel supply manifold i02550062

enters the electronic unit injector at the fill port
through drilled passages in the cylinder head. Air Inlet and Exhaust System
As the electronic unit injector mechanism transfers
the force to the top of the electronic unit injector,
spring (1) is compressed and plunger (4) is driven
downward. This action displaces fuel through the
valve in solenoid valve assembly (3), and into the
return manifold to the fuel tank. As the plunger travels
downward, the passage in barrel (5) is closed by the
outside diameter of the plunger. The passages within
body (10) and along check valve (11) to the injector
tip already contain fuel for injection. After the
passage in the plunger barrel is closed, the injector is
ready for injection at any time. The start of injection
relies on the software in the Electronic Control
Module (ECM).
When the solenoid valve assembly is energized from
a signal across solenoid connection (2), the valve
closes and fuel pressure is elevated in the injector tip.
Injection begins at 34500 ± 1900 kPa
(5000 ± 275 psi) as the force of spring (8) above
spacer (9) is overcome. The check valve begins to lift Air inlet and exhaust system schematic
from the valve seat. The pressure continues to rise (1) Inlet to the engine
as the plunger cycles through a full stroke. After the (2) Aftercooler core
correct amount of fuel has been discharged into the (3) Inlet air line
cylinder, the ECM removes the signal to the solenoid (4) Exhaust outlet from turbocharger
(5) Turbine side of turbocharger
connection. The solenoid valve assembly is de- (6) Compressor side of turbocharger
energized and the valve in the solenoid valve (7) Air cleaner
assembly is opened. The high pressure fuel is then
dumped through the spill port and into the fuel return The engine components of the air inlet and exhaust
manifold. The fuel is then returned to the fuel tank. system control the quality of air and the amount of air
The check valve in the injector tip seats as the that is available for combustion. The components of
pressure in the tip decreases. the air inlet and exhaust system are the following
components:
The duration of injection meters the fuel that is
consumed during the fuel injection process. Injection • Air cleaner
duration is controlled by the governor logic that is
programmed into the ECM. • Turbocharger
As the camshaft lobe rotates past the point of • Aftercooler
maximum lobe lift, the force on top of the electronic
unit injector is removed and the spring for the injector • Cylinder head
mechanism is allowed to expand. The plunger
returns to the original position. This uncovers the fuel • Valves and valve system components
supply passage into the plunger barrel in order to
refill the injector pump body. The fuel at low pressure • Piston and cylinder
is again allowed to circulate through the fuel injector
body. After circulating through the fuel injector body, • Exhaust manifold
the fuel flows out of the spill port. This continues until
the solenoid valve assembly is re-energized for The turbocharger compressor wheel pulls inlet air
another injection cycle. through the air cleaner and into the air inlet. The air is
compressed and this causes the air to become hot.
The air flows through aftercooler core (2) and the
temperature of the compressed air lowers. This helps
to provide increased horsepower output. Aftercooler
core (2) is a separate cooler core that is mounted in
front of the engine radiator. The engine fan causes
ambient air to move across both cores. This cools the
turbocharged inlet air and the engine coolant.
Air is forced from the aftercooler into inlet manifold
(1). The air flow from the inlet port into the cylinders is
controlled by inlet valves.
M0067836-01 17
Turbocharger
Air inlet and exhaust system
(2) Aftercooler core
(4) Exhaust outlet
(5) Turbine side of turbocharger
(6) Compressor side of turbocharger
(8) Exhaust manifold
(9) Exhaust valve
(10) Inlet valve
(11) Air inlet Illustration 15 g00291085
Turbocharger
Each cylinder has two inlet valves (10) and two
exhaust valves (9) in the cylinder head. The inlet (4) Air inlet
(5) Compressor housing
valves open on the inlet stroke. When the inlet valves (6) Compressor wheel
open, compressed air from the inlet port within the (7) Bearing
inlet manifold is pushed into the cylinder. The inlet (8) Oil inlet port
valves close when the piston begins the compression (9) Bearing
stroke. The air in the cylinder is compressed and the (10) Turbine housing
fuel is injected into the cylinder when the piston is (11) Turbine wheel
near the top of the compression stroke. Combustion (12) Exhaust outlet
(13) Oil outlet port
begins when the fuel mixes with the air. The force of (14) Exhaust inlet
combustion pushes the piston on the power stroke.
The exhaust valves open and the exhaust gases are Turbocharger (3) is mounted to exhaust manifold (2)
pushed through the exhaust port into exhaust of the engine. All of the exhaust gases go from the
manifold (8). After the piston finishes the exhaust exhaust manifold through the turbocharger.
stroke, the exhaust valves close and the cycle begins
again. The exhaust gases enter the turbocharger and the
turbine wheel is turned. Because the turbocharger
Exhaust gases from the exhaust manifold flow into turbine wheel is connected by a shaft to the
the turbine side of turbocharger (5). The high turbocharger compressor wheel, the turbine wheel
temperature exhaust gases cause the turbocharger and the compressor wheel turn at very high speeds.
turbine wheel to turn. The turbine wheel is connected The rotation of the compressor wheel pulls clean air
to the shaft that drives the compressor wheel.
Exhaust gases from the turbocharger pass through through the compressor housing air inlet. The action
exhaust outlet (4), through a muffler, and through an of the compressor wheel blades causes a
exhaust stack. compression of the inlet air. This compression allows
a larger amount of air to enter the engine. With more
air in the engine, the engine is able to burn more fuel.
The overall effect is an increase in power.
Bearing (7) and bearing (9) in the turbocharger use
engine oil that is under pressure for lubrication. The
lubrication for the bearings flows through oil inlet port
(8) and into the inlet port in the center section of the
turbocharger cartridge. The oil exits the turbocharger
through oil outlet port (13). The oil then returns to the
engine oil pan through the oil drain line for the
turbocharger.
18 M0067836-01
Valves And Valve Mechanism
Valve system components
(1) Valve bridge
(2) Rocker arm
(3) Camshaft
(4) Rotocoil Illustration 17 g01033757
(5) Valve spring
(6) Valve guide Components of the gear train
(7) Valve (8) Timing mark
(9) Camshaft gear
The valves and the valve mechanism control the flow (10) Adjustable idler gear
of inlet air into the cylinders during engine operation. (11) Idler gear
The valves and the valve mechanism control the flow (12) Timing mark
of exhaust gases out of the cylinders during engine (13) Cluster gear
(14) Crankshaft gear
operation. (15) Oil pump gear
The inlet valves and the exhaust valves are opened

by the valve mechanism. The inlet valves and the
exhaust valves are also closed by the valve
mechanism. This occurs as the rotation of the
crankshaft causes camshaft (3) to rotate. Camshaft
gear (9) is driven by a series of two idler gears (10)
and (11). Idler gear (11) is driven by cluster gear (13).
Cluster gear (13) is driven by crankshaft gear (14).
Timing mark (12) and timing mark (8) are aligned in
order to provide the correct relationship between the
piston and the valve movement.
The camshaft has three lobes for each cylinder. One
lobe operates the inlet valves. A second lobe
operates the exhaust valves. The third lobe operates
the unit injector mechanism. The camshaft lobes turn
and the rocker arms move. Movement of the rocker
arms will make the inlet and exhaust valve bridges
move. These bridges allow one rocker arm to actuate
two valves at the same time. Each cylinder has two
inlet valves and two exhaust valves. Each valve has
one valve spring (5). The spring closes the valve.
M0067836-01 19
Rotocoils (4) cause the valves to rotate while the Oil Flow Through The Oil Filter And Oil
engine is running. Valve rotation provides a longer
service life. Valve rotation also minimizes carbon Cooler
deposits on the valves.
Adjustable idler gear (10) is designed to provide the
required gear backlash between nonadjustable idler
gear (11) and camshaft gear (9). If the cylinder head
is removed, tolerances of the components will
change. The components that change are the
cylinder head and the head gasket. The adjustable
idler gear must be relocated. For information on
setting the correct backlash, refer to Systems
Operation, Testing and Adjusting, “Gear Group
(Front) - Time”.
The camshaft drive gear has integral pendulums
which act as a vibration damper for the front gear
group. These pendulums are designed to counteract
the torsional forces from the injector pulses. This
eliminates vibration and noise. The engine also runs Illustration 18 g00562123
smoother at all operating speeds. Oil flow when the engine is warm.
(1) Oil manifold
i02550074 (2) Oil supply line
(3) Oil return line
Lubrication System (4) Oil filter
(5) Bypass valve for the oil filter
(6) Oil pan
(7) Oil pump
(8) Bypass valve for the oil cooler
(9) Suction lines
Lubrication System Components (10) Oil cooler
(11) Bypass valve for the oil pump
The lubrication system has the following
components: When the engine is warm, oil is drawn from the oil
pan (6) through the suction lines (9) to the oil pump
• Oil pan
(7). The oil pump pushes the hot oil through the oil
• Oil pump cooler (10). The oil is then sent to the oil filter (4). Oil
from the oil filter is sent to the oil manifold (1) in the
• Oil cooler cylinder block and to the oil supply line (2) for the
turbocharger. Oil from the turbocharger goes back
• Oil filter through the oil return line (3) to the oil pan.
• Turbocharger oil lines

• Oil passages for the cylinder block
20 M0067836-01
Oil flow when the engine Is cold.
(1) Oil manifold
(2) Oil supply line
(3) Oil return line
(4) Oil filter
(5) Bypass valve for the oil filter
(6) Oil pan
(7) Oil pump
(8) Bypass valve for the oil cooler
(9) Suction lines
(10) Oil cooler
(11) Bypass valve for the oil pump
When the engine is cold, oil is drawn from the oil pan
(6) through the suction lines (9) to the oil pump (7).
When the oil is cold, an oil pressure differential in the
bypass valves causes the bypass valves to open.
These bypass valves then provide immediate
lubrication to all of the engine components when cold
oil with high viscosity causes a restriction to oil flow
through the oil cooler (10) and the oil filter (4). The oil
pump then pushes the cold oil through the bypass
valve (8) for the oil cooler and through the bypass
valve (5) for the oil filter. The oil then goes to the oil
manifold (1) in the cylinder block and to the supply
line (2) for the turbocharger. Oil from the
turbocharger goes back through the oil return line (3)
to the oil pan.
When the oil is warm, an oil pressure differential in
the bypass valves also causes the bypass valves to
close. There is normal oil flow through the oil cooler
and the oil filter.
The bypass valves will also open when there is a
restriction in the oil cooler or the oil filter. This
prevents a restricted oil filter or a restricted oil cooler
from stopping the lubrication of the engine. The
system pressure is limited by the oil pump bypass
valve (11).
M0067836-01 21
Oil Flow In The Engine
Engine oil flow schematic
(1) Rocker arm shaft (5) Oil passage to the fixed idler stub shaft (9) Crankshaft main bearings
(2) Oil passage to air compressor (6) Oil passage to cluster idler gear (10) Oil passage from filter
(3) Camshaft bearing journals (7) Oil manifold
(4) Oil passage to adjustable idler gear (8) Piston cooling jet
The oil from the oil manifold (7) is sent under Oil flows into the cylinder head via a hollow locating
pressure through drilled passages to the crankshaft dowel in the top deck of the cylinder block. Oil travels
main bearings (9). The oil flows through drilled holes to the camshaft bearing journals (3) and the three
in the crankshaft. This oil lubricates the connecting center rocker arm shaft supports through drilled
rod bearings. A small amount of oil is sent to the passages in the cylinder head. The supports supply
piston cooling jets (8). The piston cooling jets spray oil to each rocker shaft. Oil flows to the bushings of
oil on the underside of the pistons. the fuel injector rocker arm through holes in the
rocker arm shaft (1). This same oil lubricates the
Oil flows through passages in the timing gear valve and the rollers. Oil flows through drilled
housing and the accessory drive gear. This oil flows passages in the rocker arms. This oil lubricates the
to the air compressor through the oil passage (2). roller, the valve bridge and the contact surfaces of
the actuator of the unit injector. Splash oil lubrication
Oil passage (4) provides oil to the adjustable idler is used to lubricate other components of the valve
gear. Oil passage (5) provides oil to the fixed idler system.
gear. Oil passage (6) provides oil to the cluster gear.
The oil flows through a passage in the shafts of the
gears.
There is a pressure control valve in the oil pump. This
valve controls the pressure of the oil that flows from
the oil pump.
Oil passage (9) provides lubrication to the rear
crankshaft seal. This ensures a long service life for
the rear crankshaft seal.
22 M0067836-01
Excess oil returns to the engine oil pan. The crankshaft drives a group of gears (front gear
train) on the front of the engine. The front gear train
i02550119 provides power for the following components:
camshaft, water pump, oil pump, fuel transfer pump
and accessory items that are specific to the
Basic Engine application.
The cylinder block has seven main bearings that
support the crankshaft. The cylinder block uses two
Cylinder Block Assembly bolts to hold each of the bearing caps to the block.
Passages supply the lubrication for the crankshaft The crankcase uses a lip seal at both ends of the
bearings and the piston crowns. These passages are crankshaft.
cast into the cylinder block. Oil is supplied to the
passages by the cylinder block's oil manifold. Camshaft
The cylinder liner is an induction hardened liner. A The camshaft has three lobes at each cylinder.
steel spacer plate provides improved reusability and These lobes allow the camshaft to operate the unit
durability. injector, the exhaust valves, and the inlet valves. The
camshaft is supported in the cylinder head by seven
Cylinder Head Assembly journals which are fit with bearings. The camshaft
gear contains integral roller dampers that counteract
The cylinder head is a one-piece cast iron head. The the torsional vibrations that are generated by the high
cylinder head supports the camshaft. Steel reinforced fuel pressure during fuel injector operation. The
bearings are pressed into each bore. The bearings design reduces gear train noise. The camshaft is
are lubricated under pressure. Bridge dowels have driven by an adjustable idler gear which is turned by
been eliminated as the valve train uses floating valve a fixed idler gear which is turned by a cluster idler
bridges. gear in the front gear train. Each bearing journal is
lubricated from the oil manifold in the cylinder head.
Thermal efficiency is enhanced by the use of A thrust plate that is located at the front controls the
stainless steel thermal sleeves in each exhaust port. end play of the camshaft. Timing of the camshaft is
The sleeves reduce the amount of heat rejection to accomplished by aligning marks on the crankshaft
the cooling system. The sleeves then transfer the gear and idler gear, and camshaft gear with a mark
thermal energy to the turbocharger. on the front timing plate.
The unit injector is mounted in a stainless steel
i02486515
adapter. This adapter has been pressed into the
cylinder head injector bore.
Air Starting System
Pistons, Rings And Connecting
Rods
The piston is a one-piece steel design that is retained To start the engine, an optional air start motor may be
by the piston pin to the small end of the connecting used to turn the engine flywheel at the appropriate
rod. The pistons have three rings that are located in speed for starting.
grooves in the steel crown. These rings seal the
combustion gas. The rings provide control of the oil.
The top ring has a barrel face. The second ring has a
tapered face and the ring has a coating of chrome
finish for the face. The third ring is the oil ring. The
third ring has a coil spring expander.
The connecting rod is a conventional design. The cap
of the connecting rod is attached to the shank by two
bolts that are threaded into the shank. Each side of
the small end of the connecting rod is machined at an
angle of 12 degrees in order to fit within the piston
cavity.
Crankshaft
The crankshaft converts the combustion force in the
cylinder into rotating torque. A vibration damper is
used at the front of the crankshaft in order to reduce
the torsional vibrations.
M0067836-01 23
Illustration 21 g01098687 Illustration 22 g01098688

Typical Air Start System Air Start Motor
(1) Relay valve (5) Air inlet
(2) Air start control valve (6) Vanes
(3) Air start motor (7) Rotor
(4) Oiler (8) Pinion
(9) Gears
The air start motor (2) can be mounted on either side (10) Piston
of the engine. Air is normally contained in a storage (11) Piston spring
tank. The storage tank must hold this volume of air at
1720 kPa (250 psi) when the storage tank is filled. The air from the supply goes to relay valve (3). The
air start control valve (1) is connected to the line
The regulator setting is approximately 690 kPa before the relay valve. The flow of air is stopped by
(100 psi) for engines which do not have heavy loads the relay valve until air start control valve (1) is
when the engine is started. This setting is a favorable activated. Then, air from the control valve goes to
compromise between the following conditions: piston (10) and behind pinion (8) for the air start
motor. The air pressure on piston (10) compresses
• The engine cranking speeds that are needed to piston spring (11). Also, the air pressure on piston
start the engine (10) engages pinion (8) with the flywheel gear. When
the pinion is in engagement, air can go out through
• Volume of air in the storage tank another line to the relay valve. The air activates the
relay valve which opens the supply line to the air start
If the engine has a heavy load which can not be motor.
disconnected during starting, the setting of the air
pressure regulating valve needs to be higher in order The flow of air goes through the oiler (4) in order to
to get high enough speed for easy starting. pick up lubrication oil for the air start motor.
This system is designed to operate between 640 kPa The air with lubrication goes into the air start motor
(93 psi) and 1034 kPa (150 psi). A pressure through air inlet (5). The pressure of the air pushes
regulator must be used for pressures above vanes (6) in rotor (7). This turns the rotor which is
1034 kPa (150 psi). connected by gears (9) and a drive shaft to starter
pinion (8) which turns the engine flywheel.
The air consumption is directly related to speed.
Also, the air pressure is related to the force that is When the engine starts running, the flywheel will start
needed to turn the engine flywheel. If necessary, the to turn faster than pinion (8). The pinion (8) retracts
air pressure regulator can be adjusted to 1034 kPa under this condition. This prevents damage to the
(150 psi) in order to produce the correct cranking motor, to pinion (8) or to the flywheel gear.
speed for a heavily loaded engine. With the correct
setting, the air start motor can turn the excessively
loaded engine as fast as an engine that does not
have an excessive load.
Other air supplies can be used with the correct
pressure and volume. For good life of the air start
motor, the supply should be free of dirt and water.
The maximum pressure for use in the air start motor
is 1030 kPa (150 psi).
24 M0067836-01
When air start control valve (1) is released, the air The rotor assembly has many magnetic poles that
pressure and flow to piston (10) behind pinion (8) is look like fingers with air space between each of the
stopped. Piston spring (11) retracts pinion (8). Relay opposite poles. The poles have residual magnetism.
valve (3) stops the flow of air to the air start motor. The residual magnetism produces a small magnetic
field between the poles. As the rotor assembly begins
i06137706
to turn between the field winding and the stator
windings, a small amount of alternating current (AC)
is produced. The AC current is produced in the stator
Electrical System windings from the small magnetic field. The AC
current is changed to direct current (DC) when the
AC current passes through the diodes of the rectifier
bridge. The current is used for the following
Engine Electrical System applications:
The electrical system has the following separate • Charging the battery
circuits:
• Supplying the accessory circuit that has the low
• Charging amperage
• Starting (If equipped) • Strengthening the magnetic field
• Accessories with low amperage The first two applications use the majority of the
current. As the DC current increases through the field
The charging circuit is in operation when the engine windings, the strength of the magnetic field is
is running. An alternator makes electricity for the increased. As the magnetic field becomes stronger,
charging circuit. A voltage regulator in the circuit more AC current is produced in the stator windings.
controls the electrical output in order to keep the The increased speed of the rotor assembly also
battery at full charge. increases the current and voltage output of the
alternator.
The starting circuit is activated only when the start
switch is activated. The voltage regulator is a solid-state electronic
switch. The voltage regulator senses the voltage in
Charging System Components the system. The voltage regulator switches ON and
OFF many times per second in order to control the
Alternator field current for the alternator. The alternator uses the
field current in order to generate the required voltage
The alternator is driven by a belt from the crankshaft output.
pulley. This alternator is a three-phase, self-rectifying
charging unit, and the regulator is part of the NOTICE
alternator. Never operate the alternator without the battery in the
circuit. Making or breaking an alternator connection
The alternator design has no need for slip rings and with heavy load on the circuit can cause damage to
the only part that has movement is the rotor the regulator.
assembly. All conductors that carry current are
stationary. The following conductors are in the circuit:
• Field winding
• Stator windings
• Six rectifying diodes

• Regulator circuit components
M0067836-01 25
Illustration 23 g00425518 Illustration 25 g00425521

Typical alternator components Typical starting motor components
(1) Regulator (1) Field
(2) Roller bearing (2) Solenoid
(3) Stator winding (3) Clutch
(4) Ball bearing (4) Pinion
(5) Rectifier bridge (5) Commutator
(6) Field winding (6) Brush assembly
(7) Rotor assembly (7) Armature
(8) Fan
The starting solenoid (2) is an electromagnetic switch
that performs the following basic operations:
Starting System Components
• The starting solenoid (2) closes the high current
Starting Solenoid starting motor circuit with a low current start switch
circuit.
• The starting solenoid (2) engages the pinion of the
starting motor (4) with the ring gear.
Solenoid (2) has windings (one or two sets) around a
hollow cylinder. A plunger that is spring loaded is
inside the cylinder. The plunger can move forward
and backward. When the start switch is closed and
electricity is sent through the windings, a magnetic
field (1) is made. The magnetic field (1) pulls the
plunger forward in the cylinder. This moves the shift
lever in order to engage the pinion drive gear with the
ring gear. The front end of the plunger then makes
contact across the battery and motor terminals of
solenoid (2). Next, the starting motor begins to turn
the flywheel of the engine.
When the start switch is opened, current no longer
Typical starting solenoid flows through the windings. The spring now pushes
the plunger back to the original position. At the same
time, the spring moves the pinion gear away from the
flywheel.
26 M0067836-01
When two sets of solenoid windings are used, the

windings are called the hold-in winding and the pull-in
winding. Both sets of windings have the same
number of turns around the cylinder, but the pull-in
winding uses a wire with a larger diameter. The wire
with a larger diameter produces a greater magnetic
field (1). When the start switch is closed, part of the
current flows from the battery through the hold-in
windings. The rest of the current flows through the
pull-in windings to the motor terminal. The current
then flows through the motor to ground. Solenoid (2)
is fully activated when the connection across the
battery and the motor terminal is complete. When
solenoid (2) is fully activated, the current is shut off
through the pull-in windings. At this point, only the
smaller hold-in windings are in operation. The hold-in
windings operate for the duration of time that is
required in order to start the engine. Solenoid (2) will
now draw less current from the battery, and the heat
that is generated by solenoid (2) will be kept at an
acceptable level.
M0067836-01 27
Fuel System
Testing And Adjusting 2. Install a suitable fuel flow tube with a visual sight
gauge in the fuel return line. When possible, install
Section the sight gauge in a straight section of the fuel line
that is at least 304.8 mm (12 inches) long. Do not
install the sight gauge near the following devices
that create turbulence:
Fuel System
• Elbows
• Relief valves
i02773147
• Check valves
Fuel System - Inspect Observe the fuel flow during engine cranking.
Look for air bubbles in the fuel. If there is no fuel in
the sight gauge, prime the fuel system. Refer to
System Operation, Testing and Adjusting, “Fuel
A problem with the components that send fuel to the System - Prime” for more information. If the engine
engine can cause low fuel pressure. This can starts, check for air in the fuel at varying engine
decrease engine performance. speeds. When possible, operate the engine under
the conditions which have been suspect of air in
1. Check the fuel level in the fuel tank. Ensure that the fuel.
the vent in the fuel cap is not filled with dirt.
2. Check all fuel lines for fuel leakage. The fuel lines
must be free from restrictions and faulty bends.
Verify that the fuel return line is not collapsed.
3. Install a new fuel filter.
4. Cut the old filter open with a suitable filter cutter.
Inspect the filter for excess contamination.
Determine the source of the contamination. Make
the necessary repairs.
5. Service the primary fuel filter (if equipped).
6. Operate the hand priming pump (if equipped). If
excessive resistance is felt, inspect the fuel
pressure regulating valve. If uneven resistance is
felt, test for air in the fuel. Refer to Systems
Operation, Testing and Adjusting, “Air in Fuel -
Test” for more information.
7. Remove any air that may be in the fuel system.
Refer to Systems Operation, Testing and
Adjusting, “Fuel System - Prime”.
(1) A steady stream of small bubbles with a diameter of
approximately 1.60 mm (0.063 inch) is an acceptable amount
i02773148 of air in the fuel.
(2) Bubbles with a diameter of approximately 6.35 mm
Air in Fuel - Test (0.250 inch) are also acceptable if there is two seconds to
three seconds intervals between bubbles.
(3) Excessive air bubbles in the fuel are not acceptable.
This procedure checks for air in the fuel. This 3. If excessive air is seen in the sight gauge in the
procedure also assists in finding the source of the air. fuel return line, install a second sight gauge at the
inlet to the fuel transfer pump. If a second sight
1. Examine the fuel system for leaks. Ensure that the
gauge is not available, move the sight gauge from
fuel line fittings are properly tightened. Check the
the fuel return line and install the sight gauge at
fuel level in the fuel tank. Air can enter the fuel
the inlet to the fuel transfer pump. Observe the fuel
system on the suction side between the fuel
flow during engine cranking. Look for air bubbles
transfer pump and the fuel tank.
in the fuel. If the engine starts, check for air in the
fuel at varying engine speeds.
28 M0067836-01
Fuel System
If excessive air is not seen at the inlet to the fuel

transfer pump, the air is entering the system after
the fuel transfer pump. Proceed to Step 6.
If excessive air is seen at the inlet to the fuel
transfer pump, air is entering through the suction
side of the fuel system.
To avoid personal injury, always wear eye and

face protection when using pressurized air.
4. Pressurize the fuel tank to the recommendations of

the OEM in order to avoid damage to the fuel tank.
Check for leaks in the fuel lines between the fuel Illustration 27 g01023138
tank and the fuel transfer pump. Repair any leaks Injector Mechanism (Typical example)
that are found. Check the fuel pressure in order to (1) Rocker arm
ensure that the fuel transfer pump is operating (2) Adjusting screw
properly. For information about checking the fuel (3) Locknut
(4) CH11149 Injector Height Gauge
pressure, see System Operation, Testing and
Adjusting, “Fuel System Pressure - Test”. To make an adjustment to the unit injectors on
cylinders 3, 5, and 6 use the following procedure:
5. If the source of the air is not found, disconnect the
supply line from the fuel tank and connect an 1. Put the No. 1 piston at the top center position on
external fuel supply to the inlet of the fuel transfer the compression stroke. Refer to Systems
pump. If this corrects the problem, repair the fuel Operation, Testing and Adjusting, “Finding Top
tank or the stand pipe in the fuel tank. Center Position for No. 1 Piston”.
6. If the injector sleeve is worn or damaged, 2. Use Tooling (A) in order to obtain a dimension of
combustion gases may be leaking into the fuel 78.0 ± 0.2 mm (3.07 ± 0.01 inch). The dimension
system. Also, if the O-rings on the injector sleeves is measured from the top of the unit injector to the
are worn, missing, or damaged, combustion gases machined ledge of the fuel injector body.
may leak into the fuel system.
3. Turn the adjusting screw for the unit injector (2)
clockwise until the correct height is obtained.
i02550152
4. Hold the adjusting screw in this position and
tighten locknut (3) to a torque of 100 ± 10 N·m
Electronic Unit Injector - (74 ± 7 lb ft).
5. To make an adjustment to the unit injectors on
Adjust cylinders 1, 2, and 4, remove the timing bolt. Turn
Table 1 the flywheel by 360 degrees in the direction of
Required Tools engine rotation. The direction of engine rotation is
counterclockwise, as the engine is viewed from
Tool Part Number Part Description Qty the flywheel end. This will put the number 1 piston
A CH11149 Injector Height Gauge 1 at the top center position on the exhaust stroke.
6. Repeat Steps 3 through 4.
M0067836-01 29
Fuel System
7. Remove the timing bolt from the flywheel after all 5. Remove the suspect unit injector and check the
the unit injector adjustments have been made. unit injector for signs of exposure to coolant. Refer
Reinstall the valve mechanism cover. to Disassembly and Assembly, “Electronic Unit
Injector - Remove”. Exposure to coolant will cause
i02550163 rust to form on the injector. If the unit injector
shows signs of exposure to coolant, remove the
Electronic Unit Injector - Test injector sleeve and inspect the injector sleeve.
Refer to Disassembly and Assembly, “Electronic
Unit Injector Sleeve - Remove”. Replace the
This procedure assists in identifying the cause for an injector sleeve if the injector sleeve is damaged.
injector misfiring. Perform this procedure only after Check the unit injector for an excessive brown
performing the Cylinder Cutout Test. Refer to discoloration that extends beyond the injector tip.
Troubleshooting for more information. If excessive discoloration is found, check the
1. Check for air in the fuel, if this procedure has not quality of the fuel. Refer to Systems Operation,
already been performed. Refer to Systems Testing and Adjusting, “Fuel Quality - Test”.
Operation, Testing and Adjusting, “Air in Fuel - Replace the seals on the injector and reinstall the
Test”. injector. Refer to Disassembly and Assembly,
“Electronic Unit Injector - Install”. Also refer to
Disassembly and Assembly, “Electronic Unit
Injector Sleeve - Install”.
Electrical shock hazard. The electronic unit injec-
tor system uses 90-120 volts. 6. If the problem is not resolved, replace the suspect
injector with a new injector.
2. Remove the valve cover and look for broken parts.
i02551444
Repair any broken parts or replace any broken
parts that are found. Inspect all wiring to the
solenoids. Look for loose connections. Also look
for frayed wires or broken wires. Ensure that the
Finding Top Center Position
connector for the unit injector solenoid is properly
connected. Perform a pull test on each of the for No. 1 Piston
wires. Refer to Troubleshooting, “Electrical Table 2
Connectors - Inspect”. Inspect the posts of the
Required Tools
solenoid for arcing. If arcing or evidence of arcing
is found, remove the cap assembly. Refer to Tool Part Number Part Description Qty
Disassembly and Assembly, “Electronic Unit A CH11148 Engine turning tool 1
Injector - Remove”. Clean the connecting posts.
Reinstall the cap assembly and tighten the B 27610286 Timing pin 1
solenoid nuts to a torque of 2.5 ± 0.25 N·m
(22 ± 2 lb in). Refer to Disassembly and Assembly, The No. 1 piston at top center (TC) on the
“Electronic Unit Injector - Install”. compression stroke is the starting point of all timing
procedures.
3. Check the valve lash setting for the cylinder of the
suspect unit injector. Refer to Systems Operation,
Testing and Adjusting, “Engine Valve Lash -
Inspect/Adjust”.
4. Ensure that the bolt that holds the unit injector is
tightened to the proper torque. If necessary,
loosen the bolt that holds the unit injector and
tighten the bolt to a torque of 55 ± 10 N·m
(40.6 ± 7.4 lb ft).
30 M0067836-01
Fuel System
4. The inlet and exhaust valves for the No. 1 cylinder

are fully closed if the No. 1 piston is on the
compression stroke and the rocker arms can be
moved by hand. If the rocker arms can not be
moved and the valves are slightly open the No. 1
piston is on the exhaust stroke.
Note: After the actual stroke position is identified,

and the other stroke position is needed, remove the
timing bolt from the flywheel. The flywheel is turned
360 degrees in a counterclockwise direction. The
timing bolt is reinstalled.
i02773153
Fuel Quality - Test
Ensure that all adjustments and repairs are

performed by authorized personnel that have had the
correct training.
Use the following procedure to test for problems
regarding fuel quality:
1. Determine if water and/or contaminants are
present in the fuel. Check the water separator (if
equipped). If a water separator is not present,
proceed to Step 2. Drain the water separator, if
Typical example
necessary. A full fuel tank minimizes the potential
1. Remove both bolts (3) and cover (2) from the for overnight condensation.
flywheel housing. Remove the plug (1) from the Note: A water separator can appear to be full of fuel
timing hole in the flywheel housing. when the water separator is actually full of water.
2. Install Tooling (A) into the flywheel housing through
2. Determine if contaminants are present in the fuel.
the aperture behind the cover (2). Tooling (A) is
Remove a sample of fuel from the bottom of the
used in order to turn the engine flywheel in the
fuel tank. Visually inspect the fuel sample for
direction of normal engine rotation. Normal engine
contaminants. The color of the fuel is not
rotation is counterclockwise. Normal engine
necessarily an indication of fuel quality. However,
rotation is viewed from the flywheel end of the
fuel that is black, brown, and/or similar to sludge
engine. Turn the engine flywheel until Tooling (B)
can be an indication of the growth of bacteria or oil
engages with the threaded hole in the flywheel.
contamination. In cold temperatures, cloudy fuel
Note: If the flywheel is turned beyond the point of indicates that the fuel may not be suitable for
engagement, the flywheel must be turned in the operating conditions.
opposite direction of normal engine rotation
approximately 45 degrees. Then turn the flywheel in Refer to Operation and Maintenance Manual,
the direction of normal rotation until the timing bolt “Fluid Recommendations” for more information.
engages with the threaded hole. The procedure will 3. If fuel quality is still suspected as a possible cause
eliminate the backlash that will occur when the No. 1 to problems regarding engine performance,
piston is put on the top center. disconnect the fuel inlet line, and temporarily
3. Remove the front valve mechanism cover from the operate the engine from a separate source of fuel
engine. that is known to be good. This will determine if the
problem is caused by fuel quality. If fuel quality is
determined to be the problem, drain the fuel
system and replace the fuel filters. Engine
performance can be affected by the following
characteristics:
M0067836-01 31
Fuel System
• Cetane number of the fuel
• Air in the fuel
• Other fuel characteristics
i06579180
Fuel System - Prime
Fuel leaked or spilled onto hot surfaces or electri-

cal components can cause a fire. To help prevent
possible injury, turn the start switch off when
changing fuel filters or water separator elements.
Clean up fuel spills immediately.
Refer to this Operation and Maintenance Manual,

“General Hazard Information” before any
adjustments or repairs are performed Illustration 29 g03861025
Fuel System Priming
If necessary, perform minor adjustments. Repair any
leaks from the fuel system and from the cooling, (1) Fuel priming pump handle
lubrication, or air systems. Ensure that all (2) Fuel priming pump
(3) Air purge valve
adjustments and repairs are performed by authorized
personnel that have had the correct training.
2. Open air purge valve (3) for the fuel filter by three
The fuel system should be primed under the following full turns. Do not remove the air purge valve.
conditions:
3. Unlock the fuel priming pump handle (1). Turn
• The fuel tank is empty or the fuel tank has been handle counter-clockwise. Operate the fuel
partially drained. priming pump handle until air free fuel is seen at
the air purge valve.
• The engine has been in storage.
4. Close and tighten the air purge valve (3). Pump the
• The fuel filter has been replaced. priming pump handle several times until strong
pressure is felt.
• The pressure fuel lines have been disconnected.
5. When strong pressure can be felt, press in the fuel
1. Ensure that the key switch is in the OFF position. priming pump handle (1) and lock the handle into
Ensure that the fuel tank is full of clean diesel fuel. the fuel pump body (2). To lock the handle, turn
Check that the fuel supply valve (if equipped) is in handle clockwise.
the “ON” position.
Note: The stronger the pressure in the fuel system
the quicker the engine will start.
NOTICE
Do not crank the engine continuously for more than
30 seconds. Allow the starting motor to cool for two
minutes before cranking the engine again.
6. Start the engine, refer to this Operation and

Maintenance Manual, “Starting the Engine” for
more information.
7. If the engine will not start, repeat Steps 2 to Step 5.
8. Once the engine starts, allow the engine to operate
with no load for 5 minutes.
32 M0067836-01
Fuel System
9. If the engine will not start, refer to Troubleshooting, Checking Fuel Pressure
“Engine Cranks but will not Start”. Table 3
Required Tools
i06579338
Tool Part Number Part Description Qty
Fuel System Pressure - Test A - Pressure Gauge 1
Low Fuel Pressure

Low fuel pressure can cause low power. Low fuel
pressure can also cause cavitation of the fuel which
can damage the fuel injectors. The following
conditions can cause low fuel pressure:
• Plugged fuel filters
• Debris in the check valves for the fuel priming

pump
• Debris in the pressure regulating valve

• Partially open check valve
• Sticking or worn fuel pressure regulating valve in

the fuel transfer pump
• Severe wear on return fuel pressure regulating
valve in the fuel filter base
• Worn gears in the fuel transfer pump
• Pinched fuel lines or undersized fuel lines (1) Typical locations of fuel pressure taps
• Old fuel lines that have a reduced interior diameter To check the fuel transfer pump pressure, remove the
that was caused by swelling plug from the fuel filter base. Install a pressure
gauge, and start the engine.
• Fuel lines with deteriorating interior surfaces
Fuel Pressure Readings
• Pinched fuel line fittings or undersized fuel line
fittings The typical fuel pressure of the engine at operating
temperature can vary. When the engine is under
• Debris in the fuel tank, fuel lines, or fuel system load, the fuel pressure can be 550 kPa (80 psi).
components that create restrictions
High Fuel Pressure

Excessive fuel pressure can cause fuel filter gaskets
to rupture. The following conditions can cause high
fuel pressure:
• Plugged orifices in the fuel pressure regulating

valve
• Stuck fuel pressure regulating valve in the fuel

transfer pump
• Pinched fuel return line
M0067836-01 33
Fuel System
The performance of the unit injector deteriorates Setting Backlash For Camshaft
when the fuel pressure drops below 241 kPa (35 psi)
. Low-power complaints and erratic operation can And Adjustable Idler Gear
occur in this situation. Check for a plugged fuel filter Table 4
or air in the fuel lines as possible causes for these
Required Tools
complaints before replacing fuel system components.
i06844852
A(1) T400473 Gear Segment Tool 1
Gear Group (Front) - Time A(2) T402225 Gear Segment Tool 1
B T402828 Rectangular Plate 1

(1) For use with the CH10635 Gear
Static Check of the Timing Gear (2) For use with the T401259 Gear
Position Note: Use Tooling (A) that is relevant to the engine.

Table 5
Part Number Description Gear Bore Di- No. of Gear
ameter (mm) Teeth
T400473 Gear Segment 50.86 mm 56

Tool (2 inch)
T402225 Gear Segment 50.86 mm 51

Tool (2 inch)
Note: Tooling (B) is used to hold the gear segment

tool in place and prevent the segment tool from
rotation when checking backlash of camshaft gear.
Front gear group
(1) Timing marks
(2) Camshaft gear
(3) Adjustable idler gear
(4) Idler gear
(5) Cluster gear
(6) Timing marks
(7) Crankshaft gear Illustration 32 g03870106
(8) Oil pump gear
Typical example
The correct fuel injection timing and valve
mechanism operation is determined by the alignment Note: Ensure that No. 1 piston is at the top center
of the front gear group timing. Timing marks (1) and position. Refer to Systems Operation, Testing and
timing marks (6) are aligned to provide the correct Adjusting, “Finding Top Center Position for No. 1
relationship between the piston movement and the Piston”.
valve movement.
Note: The rocker arm bolts must be loosened to
remove preload from the camshaft.
34 M0067836-01
Fuel System
1. Remove the front cover. Refer to Disassembly and

Assembly, “Housing (front) - Remove”.
Typical example
(5) Timing marks
(6) Gear Gauge
Typical example
4. Align timing marks (5).
2. Remove bolts (3), plate (2), and adjustable idler
gear (1). Refer to Disassembly and Assembly for 5. Install the camshaft gear backlash tool onto the
the correct procedure. stub shaft, as shown in illustration 35 . Both sides
of the gear segment tool should be engaged with
the corresponding gear, as shown in illustration 35
. Hand tighten the one bolt and two nuts enough
so that slight resistance is felt if the stub shaft is
rotated.
Typical example
3. Loosen one bolt and two nuts (4) that secure the
stub shaft. Remove the remaining three nuts. The
one bolt and two nuts (4) can still be accessed Illustration 36 g02688245
when the gear segment tool is installed. Typical example
M0067836-01 35
Fuel System
6. Measure the backlash between camshaft gear and 8. Remove the camshaft gear backlash tool.
gear segment tool. When the gear segment tool is
9. Install bolts (3), plate (2), and adjustable idler gear
held stationary, the backlash between the gears is
(1). Refer to Disassembly and Assembly for the
0.356 ± 0.254 mm (0.014 ± 0.010 inch). Lightly
correct procedure. Verify that the correct amount
tap the stub shaft with a soft mallet to move the
of backlash is still correct. The mark on the
gear segment tool closer or further away to the
camshaft gear should still align with the mark on
cam gear as necessary. This movement will
the front housing.
increase or decrease the amount of backlash.
10. Install the front cover. Refer to Disassembly and
Assembly, “Housing (Front) - Install”.
7. Once the proper backlash is obtained, tighten the

nuts and the bolt (4) to a torque of 55 N·m
(41 lb ft).
Typical example
36 M0067836-01
Air Inlet and Exhaust

System
i06579343
Air Inlet and Exhaust System -

Inspect
A general visual inspection should be made to the air

inlet and exhaust system. Make sure that there are
no signs of leaks in the system.
Table 6
Required Tools

Differential Pressure Typical example of the air inlet system
A - 1
Gauge
(1) Turbocharger
(2) Air inlet pipe
(3) Test location
Air Inlet Restriction (3) Air Cleaner
There will be a reduction in the performance of the

engine if there is a restriction in the air inlet system. a. Connect the vacuum port of the differential
pressure gauge to test location (3). Test location
1. Inspect the engine air cleaner inlet and ducting to (3) may be located anywhere along the air inlet
ensure that the passageway is not blocked or piping after air cleaner (4) but before
collapsed. turbocharger (1).
2. Inspect the engine air cleaner element. Replace a
dirty engine air cleaner element with a clean b. Leave the pressure port of the differential
engine air cleaner element. pressure gauge open to the atmosphere.
3. Check for dirt tracks on the clean side of the c. Start the engine. Run the engine at full load.
engine air cleaner element. If dirt tracks are
observed, contaminants are flowing past the d. Record the value.
engine air cleaner element and/or the seal for the e. Compare the result from step 4.d to the
engine air cleaner element. appropriate values that follow.
The air flow through a used engine air cleaner may

have a restriction. The air flow through a plugged
Hot engine components can cause injury from engine air cleaner will be restricted to some
burns. Before performing maintenance on the en- magnitude. In either case, the restriction must not be
gine, allow the engine and the components to more than the following amount:
cool.
Maximum restriction . . . . 6.2 kPa ((25 in of H2O))
The air flow through a new engine air cleaner

element must not have a restriction of more than the
Making contact with a running engine can cause following amount:
burns from hot parts and can cause injury from
rotating parts.
When working on an engine that is running, avoid
contact with hot parts and rotating parts.
4. Use Tooling (A) for this test.
M0067836-01 37
Maximum restriction . . . . 3.7 kPa ((15 in of H2O)) • Inspection of the Turbine Wheel and the Turbine
Housing
i02551491
Inspection of the Compressor and
Turbocharger - Inspect the Compressor Housing
Remove air piping from the compressor inlet.
1. Inspect the compressor wheel for damage from a
foreign object. If there is damage, determine the
Hot engine components can cause injury from source of the foreign object. As required, clean the
burns. Before performing maintenance on the en- inlet system and repair the intake system. Replace
gine, allow the engine and the components to the turbocharger. If there is no damage, go to Step
cool. 3.
2. Clean the compressor wheel and clean the
compressor housing if you find buildup of foreign
material. If there is no buildup of foreign material,
Personal injury can result from rotating and mov- go to Step 3.
ing parts.
3. Turn the rotating assembly by hand. While you turn
Stay clear of all rotating and moving parts. the assembly, push the assembly sideways . The
assembly should turn freely. The compressor
Never attempt adjustments while the machine is wheel should not rub the compressor housing.
moving or the engine is running unless otherwise
specified. Replace the turbocharger if the compressor wheel
rubs the compressor wheel housing. If there is no
The machine must be parked on a level surface rubbing or scraping, go to Step 4.
and the engine stopped.
4. Inspect the compressor and the compressor wheel
housing for oil leakage. An oil leak from the
NOTICE compressor may deposit oil in the aftercooler.
Keep all parts clean from contaminants. Drain and clean the aftercooler if you find oil in the
aftercooler.
Contaminants may cause rapid wear and shortened
component life. a. Check the oil level in the crankcase. If the oil
level is too high, adjust the oil level.
NOTICE b. Inspect the air cleaner element for restriction. If
Care must be taken to ensure that fluids are con- restriction is found, correct the problem.
tained during performance of inspection, mainte-
nance, testing, adjusting and repair of the product.
Be prepared to collect the fluid with suitable contain- c. Inspect the engine crankcase breather. Clean
ers before opening any compartment or disassem- the engine crankcase breather or replace the
bling any component containing fluids. engine crankcase breather if the engine
crankcase breather is plugged.
Dispose of all fluids according to local regulations
and mandates. d. Remove the oil drain line for the turbocharger.
Inspect the drain opening. Inspect the oil drain
Before you begin inspection of the turbocharger, be
sure that the inlet air restriction is within the line. Inspect the area between the bearings of
specifications for your engine. Be sure that the the rotating assembly shaft. Look for oil sludge.
exhaust system restriction is within the specifications Inspect the oil drain hole for oil sludge. Inspect
for your engine. Refer to Systems Operation, Testing the oil drain line for oil sludge in the drain line. If
and Adjusting, “Air Inlet and Exhaust System - necessary, clean the rotating assembly shaft. If
Inspect”.
necessary, clean the oil drain hole. If necessary,
The condition of the turbocharger will have definite clean the oil drain line.
effects on engine performance. Use the following
inspections and procedures to determine the e. If Steps 4.a through 4.d did not reveal the
condition of the turbocharger. source of the oil leakage, the turbocharger has
internal damage. Replace the turbocharger.
• Inspection of the Compressor and the Compressor
Housing
38 M0067836-01
Inspection of the Turbine Wheel a. Remove the oil drain line for the turbocharger.
and the Turbine Housing Inspect the drain opening. Inspect the area
between the bearings of the rotating assembly
Remove the air piping from the turbine housing. shaft. Look for oil sludge. Inspect the oil drain
hole for oil sludge. Inspect the oil drain line for
oil sludge. If necessary, clean the rotating
assembly shaft. If necessary, clean the drain
opening. If necessary, clean the drain line.
b. If crankcase pressure is high, or if the oil drain is

restricted, pressure in the center housing may
be greater than the pressure of turbine housing
(1). Oil flow may be forced in the wrong direction
and the oil may not drain. Check the crankcase
pressure and correct any problems.
c. If the oil drain line is damaged, replace the oil

drain line.
d. Check the routing of the oil drain line. Eliminate
any sharp restrictive bends. Make sure that the
oil drain line is not too close to the engine
exhaust manifold.
e. If Steps 4.a through 4.d did not reveal the
Illustration 40 g00763164 source of the oil leakage, turbocharger (3) has
Typical example internal damage. Replace turbocharger (3).
(1) Turbine Housing
(2) Turbine Wheel
i02788813
(3) Turbocharger
1. Inspect the turbine for damage by a foreign object.

If there is damage, determine the source of the Exhaust Temperature - Test
foreign object. Replace turbocharger (3). If there is
no damage, go to Step 2. Table 7
Required Tools
2. Inspect turbine wheel (2) for buildup of carbon and
other foreign material. Inspect turbine housing (1) Tool Part Number Part Description Qty
for buildup of carbon and foreign material. Clean
A - Infrared Thermometer 1
turbine wheel (2) and clean turbine housing (1) if
you find buildup of carbon or foreign material. If
When the engine runs, the temperature of an exhaust
there is no buildup of carbon or foreign material, manifold port can indicate the condition of a fuel
go to Step 3. injection nozzle.
3. Turn the rotating assembly by hand. While you turn A low temperature indicates that no fuel is flowing to
the assembly, push the assembly sideways. The the cylinder. An inoperative fuel injection nozzle or a
assembly should turn freely. Turbine wheel (2) problem with the fuel injection pump could cause this
should not rub turbine wheel housing (1). Replace low temperature.
turbocharger (3) if turbine wheel (2) rubs turbine
A very high temperature can indicate that too much
housing (1). If there is no rubbing or scraping, go
fuel is flowing to the cylinder. A malfunctioning fuel
to Step 4. injection nozzle could cause this very high
4. Inspect the turbine and turbine housing (1) for oil temperature.
leakage. Inspect the turbine and turbine housing
(1) for oil coking. Some oil coking may be cleaned.
Heavy oil coking may require replacement of the
turbocharger. If the oil is coming from the
turbocharger center housing go to Step 4.a.
Otherwise go to “Inspection of the Wastegate”.
M0067836-01 39
Use Tooling (A) to check exhaust temperature. Low inlet manifold pressure and high exhaust
manifold temperature can be caused by any of the
i06260328 following conditions:
Plugged air cleaner – Clean the air cleaner or
replace the air cleaner, as required. Refer to the
Aftercooler - Test Operation and Maintenance Manual for the correct
procedure.
Table 8
Blockage in the air lines – Blockage in the air lines
Required Tools between the air cleaner and the turbocharger must
be removed.
Aftercooler core leakage – Aftercooler core leakage
A - Pressure Gauge 1 should be pressure tested. Refer to “Aftercooler Core
Leakage” topic for the testing procedure.
Visual Inspection Leakage of the induction system – Any leakage

from the pressure side of the induction system should
Inspect the following parts at each oil change: be repaired.
• Air lines Inlet manifold leak – An inlet manifold leak can be
caused by the following conditions: loose fittings and
• Hoses plugs, missing fittings and plugs, damaged fittings
and plugs and leaking inlet manifold gasket.
• Gasket joints
Aftercooler Core Leakage
A low-power problem in the engine can be the result
Pressurized air can cause personal injury. When of aftercooler leakage. Aftercooler system leakage
pressurized air is used for cleaning, wear a pro- can result in the following problems:
tective face shield, protective clothing, and pro-
tective shoes. • Low power
• Low boost pressure

Ensure that the constant torque hose clamps are
tightened to the correct torque. Refer to Operation • Black smoke
and Maintenance Manual, “Hoses and Clamps -
Inspect/Replace”. Check the welded joints for cracks. • High exhaust temperature
Ensure that the brackets are tightened in the correct
positions. Ensure that the brackets are in good NOTICE
condition. Use compressed air to clean any debris or Remove all air leaks from the system to prevent en-
any dust from the aftercooler core assembly. Inspect gine damage. In some operating conditions, the en-
the cooler core fins for the following conditions: gine can pull a manifold vacuum for short periods of
time. A leak in the aftercooler or air lines can let dirt
• Damage and other foreign material into the engine and cause
rapid wear and/or damage to engine parts.
• Debris
• Corrosion Note: The aftercooler may be supplied by the

Use a stainless steel brush to remove any corrosion. Original Equipment Manufacturer (OEM).
Ensure that you use soap and water.
A large leak of the aftercooler core can often be
Note: When parts of the air-to-air aftercooler system found by making a visual inspection. To check for
are repaired, a leak test is recommended. When smaller leaks, use the following procedure:
parts of the air-to-air aftercooler system are replaced, 1. Disconnect the air pipes from the inlet and outlet
a leak test is recommended. side of the aftercooler core.
Inlet Manifold Pressure

Normal inlet manifold pressure with high exhaust
temperature can be caused by blockage of the fins of
the aftercooler core. Clean the fins of the aftercooler
core. Refer to “Visual Inspection” for the cleaning
procedure.
40 M0067836-01
2. Connect the pressure port of the differential

pressure gauge to a port in the turbocharger
Dust plug chains must be installed to the after- outlet.
cooler core or to the radiator brackets to prevent
possible injury while you are testing. Do not 3. Record the value.
stand in front of the dust plugs while you are The air lines and the cooler core must be inspected
testing. for internal restriction when both of the following
conditions are met:
2. Install suitable connections on each side of the
aftercooler core. Install suitable dust plugs. • Air flow is at a maximum level.
Note: Installation of additional hose clamps on the • Total air pressure drop of the charged system
hump hoses is recommended in order to prevent the exceeds 13.5 kPa (4 in Hg).
hoses from bulging while the aftercooler core is being
pressurized. If a restriction is discovered, proceed with the
following tasks, as required:
NOTICE • Clean
Do not use more than 240 kPa (35 psi) of air pres-
sure or damage to the aftercooler core can be the • Repair
result.
• Replacement
3. Install Tooling (A) on the outlet side of the
aftercooler core assembly. Attach the air supply. Turbocharger Failure
4. Open the air valve and pressurize the aftercooler
to 205 kPa (30 psi). Shut off the air supply.
5. Inspect all connection points for air leakage. Personal injury can result from air pressure.
6. The aftercooler system pressure should not drop Personal injury can result without following prop-
more than 35 kPa (5 psi) in 15 seconds. er procedure. When using pressure air, wear a
protective face shield and protective clothing.
7. If the pressure drop is more than the specified
Maximum air pressure at the nozzle must be less
amount, use a solution of soap and water to check than 205 kPa (30 psi) for cleaning purposes.
all areas for leakage. Look for air bubbles that will
identify possible leaks. Replace the aftercooler If a turbocharger failure occurs, remove the air-to-air
core, or repair the aftercooler core, as needed. aftercooler core. Internally flush the air-to-air
aftercooler core with a suitable solvent that removes
oil and other foreign substances. Shake the air-to-air
aftercooler core in order to eliminate any trapped
debris. Wash the aftercooler with hot, soapy water.
To help prevent personal injury when the tooling Thoroughly rinse the aftercooler with clean water and
is removed, relieve all pressure in the system blow dry the aftercooler with compressed air. Blow
slowly by using an air regulator and a valve dry the assembly in the reverse direction of normal
assembly. air flow. To make sure that the whole system is clean,
carefully inspect the system.
8. After testing, remove Tooling (A). Reconnect the
air pipes on both sides of the aftercooler core NOTICE
assembly. Do not use caustic cleaners to clean the air-to-air
aftercooler core.
Air System Restriction Caustic cleaners will attack the internal metals of the
Pressure measurements should be taken at the air core and cause leakage.
inlet elbow and at the turbocharger outlet.
Use the differential pressure gauge of Tooling (A). Cleaning Procedure for the Charge
Use the following procedure in order to measure the
restriction of the aftercooler:
Air Cooler
1. Connect the vacuum port of the differential 1. Removal of debris from the charge air cooler
pressure gauge to a port in the air inlet elbow. a. Place the core in an upright position. Use
compressed air to remove debris in the opposite
direction of normal air flow.
M0067836-01 41
The engine uses Keystone piston rings. Keystone

b. Tap the charge air cooler in order to facilitate piston rings are designed to expand during the
removal of debris. compression stroke of the engine. At engine cranking
speed, the Keystone piston rings do not fully expand.
2. Filling the charge air cooler with solvent This results in unstable readings for cylinder
compression. As a result Perkins does not
a. Place the core so that the nozzles for the inlet recommend performing compression tests on
and the exit are facing upward. engines that use Keystone piston rings.
b. Use a block to raise one side of the charge air i02553372

cooler.
Engine Valve Lash - Inspect/
c. Fill the charge air cooler with solvent. Allow the
solvent to sit for 30 minutes. Adjust
d. Rock the charge air cooler back and forth for 20
times.
e. Drain the solvent.
3. Flushing the solvent To prevent possible injury, do not use the starter
to turn the flywheel.
a. Refill the charge air cooler with 3.78541 L Hot engine components can cause burns. Allow
(1 US gal) of solvent. additional time for the engine to cool before
measuring valve clearance.
b. Rock the charge air cooler back and forth for 20
times.
c. Drain the solvent.
d. Observe the color of the solvent. Observe any This engine uses high voltage to control the fuel
metallic particles. injectors.
4. Flushing with soapy water Disconnect electronic fuel injector enable circuit
connector to prevent personal injury.
a. Clean the charge air cooler with warm soapy
Do not come in contact with the fuel injector ter-
water in order to remove all of the solvent.
minals while the engine is running.
b. Flush the charge air cooler with clean water.
c. Dry the charge air cooler with compressed air. Note: Valve lash is measured between the rocker
arm and the valve bridge. All measurements and
Note: Do not use chemical degreasers. Do not use adjustments must be made with the engine stopped
steam cleaners. If the charge air cooler is not and the valves fully closed.
cleaned, engine damage can result. Replace the
charge air cooler if the charge air cooler cannot be Valve Lash Check
cleaned. An adjustment is NOT NECESSARY if the
measurement of the valve lash is in the acceptable
i06134866 range in Table 9 .
Table 9
Compression - Test
Inlet Valves Exhaust Valves
Valve Lash 0.38 ± 0.08 mm 0.76 ± 0.08 mm

An engine that runs roughly can have a leak at the (Stopped Engine) (0.015 ± 0.003 inch) (0.030 ± 0.003 inch)
valves. An engine that runs roughly can also have
valves that need an adjustment. Remove the head TC Compression
1-2-4 1-3-5
and inspect the valves and valve seats. This action is Stroke
necessary to find those small defects that would not TC Exhaust
normally cause problems. Repairs of these problems 3-5-6 2-4-6
Stroke(1)
are normally performed when you are reconditioning
the engine. Firing Order 1-5-3-6-2-4(2)
(1) 360° from TC compression stroke
(2) The No. 1 cylinder is at the front of the engine.
42 M0067836-01
If the measurement is not within this range, an valve lash after tightening the adjustment
adjustment is necessary. Refer to “Valve Lash locknut.
Adjustment” for the proper procedure.
Note: If necessary, adjust the electronic unit
Valve Lash Adjustment injectors on cylinders 3, 5 and 6. Refer to Systems
Operation, Testing and Adjusting, “Electronic Unit
Injector - Adjust” for the correct procedure.
3. Remove the timing pin. Turn the flywheel by 360

degrees in the direction of engine rotation. This
will put the No. 6 piston at the top center position
on the compression stroke. Install the timing pin.
Table 11
Compression
Stroke for No.6 Inlet Valves Exhaust Valves
Piston
0.38 ± 0.08 mm 0.76 ± 0.08 mm
Valve Lash
(0.015 ± 0.003 inch) (0.030 ± 0.003 inch)
Cylinders 3-5-6 2-4-6

Cylinder and valve location
4. Adjust the valve lash according to Table 11 .
(A) Exhaust valves
(B) Inlet valves
a. Lightly tap the rocker arm with a soft mallet. This
Use the following procedure to adjust the valve lash: will ensure that the lifter roller seats against the
camshaft's base circle.
1. Put the No. 1 piston at the top center position on
the compression stroke. Refer to Systems b. Loosen the adjustment locknut.
Operation, Testing and Adjusting, “Finding Top
Center Position for No. 1 Piston”. c. Place the appropriate feeler gauge between
Table 10 rocker arm and the valve bridge. Then, turn the
adjustment screw in a clockwise direction. Slide
Compression
Stroke for No. 1 Inlet Valves Exhaust Valves
the feeler gauge between the rocker arm and
Piston the valve bridge. Continue turning the
adjustment screw until a slight drag is felt on the
0.38 ± 0.08 mm 0.76 ± 0.08 mm
Valve Lash
(0.015 ± 0.003 inch) (0.030 ± 0.003 inch)
feeler gauge. Remove the feeler gauge.
Cylinders 1-2-4 1-3-5 d. Tighten the adjustment locknut to a torque of

30 ± 7 N·m (22 ± 5 lb ft). Do not allow the
adjustment screw to turn while you are
2. Adjust the valve lash according to Table 10 .
tightening the adjustment locknut. Recheck the
a. Lightly tap the rocker arm with a soft mallet. This valve lash after tightening the adjustment
will ensure that the lifter roller seats against the locknut.
camshaft's base circle. 5. Remove the timing bolt from the flywheel after all
adjustments to the valve lash have been made.
b. Loosen the adjustment locknut.
Reinstall the timing cover.
c. Place the appropriate feeler gauge between
Refer to Systems Operation, Testing and Adjusting,
rocker arm and the valve bridge. Then, turn the “Electronic Unit Injector - Adjust”.
adjustment screw in a clockwise direction. Slide
the feeler gauge between the rocker arm and
the valve bridge. Continue turning the
adjustment screw until a slight drag is felt on the
feeler gauge. Remove the feeler gauge.
d. Tighten the adjustment locknut to a torque of

30 ± 7 N·m (22 ± 5 lb ft). Do not allow the
adjustment screw to turn while you are
tightening the adjustment locknut. Recheck the
M0067836-01 43
Lubrication System
Lubrication System
i02788819
Engine Oil Pressure - Test
The engine oil pressure may be checked

electronically by using the electronic service tool. The
engine oil pressure can be measured with the
electronic service tool. Refer to Troubleshooting for
information on the use of the electronic service tool.
Measuring Engine Oil Pressure
Work carefully around an engine that is running.

Engine parts that are hot, or parts that are mov-
ing, can cause personal injury.
NOTICE
Keep all parts clean from contaminants.
Contaminants may cause rapid wear and shortened Illustration 42 g00977330
component life. Oil gallery plug
(1) Plug
NOTICE 1. Install Tool (A) into the oil gallery plugs (1).
Care must be taken to ensure that fluids are con-
tained during performance of inspection, mainte- Note: Engine oil pressure to the camshaft and main
nance, testing, adjusting and repair of the product. bearings should be checked on each side of the
Be prepared to collect the fluid with suitable contain-
ers before opening any compartment or disassem- cylinder block at oil gallery plugs (1).
bling any component containing fluids.
2. Start the engine. Refer to Operation and
Dispose of all fluids according to local regulations Maintenance Manual, “Fluid Recommendations”
and mandates. for the correct engine oil.
Table 12
3. Record the value of the engine oil pressure when
the engine is at operating temperature 100 °C
Required Tools
(212 °F).
Tool Part Number Part Name Quantity
The minimum engine oil pressure should be
A - Pressure Gauge 1 approximately 275 to 414 kPa (40 to 59 psi).
4. Compare the recorded engine oil pressure with the
Tool (A) measures the oil pressure in the system. oil pressure indicators on the instrument panel and
the engine oil pressure that is displayed on the
electronic service tool.
5. An engine oil pressure indicator that has a defect
or an engine oil pressure sensor that has a defect
can give a false indication of a low oil pressure or
a high oil pressure. If there is a notable difference
between the engine oil pressure readings make
necessary repairs.
44 M0067836-01
Lubrication System
6. If low engine oil pressure is determined, refer to 2. Engine oil that is contaminated with fuel or coolant
“Reasons for Low Engine Oil Pressure”. will cause low engine oil pressure. High engine oil
level in the crankcase can be an indication of
7. If high engine oil pressure is determined, refer to
contamination. Determine the reason for
“Reason for High Engine Oil Pressure”.
contamination of the engine oil and make the
Reasons for Low Engine Oil necessary repairs. Replace the engine oil with the
approved grade of engine oil. Refer to Operation
Pressure and Maintenance Manual, “Fluid
Recommendations” for the correct engine oil.
NOTICE
Keep all parts clean from contaminants.
NOTICE
Contaminants may cause rapid wear and shortened Perkins oil filters are manufactured to Perkins specifi-
component life. cations. Use of an oil filter that is not recommended
by Perkins could result in severe damage to the en-
gine bearings, crankshaft, etc., as a result of the larg-
er waste particles from unfiltered oil entering the
NOTICE engine lubricating system. Only use oil filters recom-
Care must be taken to ensure that fluids are con- mended by Perkins.
Be prepared to collect the fluid with suitable contain- 3. If the engine oil bypass valves are held in the open
ers before opening any compartment or disassem-
position, a reduction in the oil pressure can be the
bling any component containing fluids.
result. This may be due to debris in the engine oil.
Dispose of all fluids according to local regulations If the engine oil bypass valves are stuck in the
and mandates. open position, remove each engine oil bypass
valve and clean each bypass valve in order to
correct this problem. You must also clean each
• Engine oil level is low. Refer to Step 1.
bypass valve bore. Install new engine oil filters.
• Engine oil is contaminated. Refer to Step 2. New engine oil filters will prevent more debris from
causing this problem. For information on the repair
• The engine oil bypass valves are open. Refer to of the engine oil bypass valves, refer to
Step 3. Disassembly and Assembly, “Engine Oil Filter
• The engine lubrication system is open. Refer to Base - Disassemble”.
Step 4. 4. An oil line or an oil passage that is open, broken,
or disconnected will cause low engine oil pressure.
• The oil pickup tube has a leak or a restricted inlet
screen. Refer to Step 5. An open lubrication system could be caused by a
piston cooling jet that is missing or damaged.
• The engine oil pump is faulty. Refer to Step 6. Determine the reason for an open lubrication
system of the engine and make the necessary
• Engine Bearings have excessive clearance. Refer repairs.
to Step 7.
Note: The piston cooling jets direct engine oil toward
1. Check the engine oil level in the crankcase. The oil the bottom of the piston in order to cool the piston.
level can possibly be too far below the oil pump This also provides lubrication for the piston pin.
supply tube. This will cause the oil pump not to Breakage, a restriction or incorrect installation of the
have the ability to supply enough lubrication to the piston cooling jets will cause seizure of the piston.
engine components. If the engine oil level is low
add engine oil in order to obtain the correct engine
oil level. Refer to Operation and Maintenance
Manual, “Fluid Recommendations” for the correct
engine oil.
M0067836-01 45
Lubrication System
5. The inlet screen of the oil pickup tube for the Engine oil pressure will be high if the engine oil
engine oil pump can have a restriction. This bypass valves become stuck in the closed position
restriction will cause cavitation and a loss of and the engine oil flow is restricted. Foreign matter in
the engine oil system could be the cause for the
engine oil pressure. Check the inlet screen on the
restriction of the oil flow and the movement of the
oil pickup tube and remove any material that may engine oil bypass valves. If the engine oil bypass
be restricting engine oil flow. Low engine oil valves are stuck in the closed position, remove each
pressure may also be the result of the oil pickup bypass valve and clean each bypass valve in order to
tube that is drawing in air. Check the joints of the correct this problem. You must also clean each
oil pickup tube for cracks or a damaged O-ring bypass valve bore. Install new engine oil filters. New
engine oil filters will prevent more debris from
seal. Remove the engine oil pan in order to gain causing this problem. For information on the repair of
access to the oil pickup tube and the oil screen. the engine oil filter bypass valve, refer to
Refer to Disassembly and Assembly, “Engine Oil Disassembly and Assembly, “Engine Oil Filter Base -
Pan - Remove and Install” for more information. Disassemble”.
6. Check the following problems that may occur to NOTICE
the engine oil pump. Perkins oil filters are manufactured to Perkins specifi-
cations. Use of an oil filter that is not recommended
a. Air leakage in the supply side of the oil pump by Perkins could result in severe damage to the en-
will also cause cavitation and loss of oil gine bearings, crankshaft, etc., as a result of the larg-
pressure. Check the supply side of the oil pump er waste particles from unfiltered oil entering the
engine lubricating system. Only use oil filters recom-
and make necessary repairs. For information on mended by Perkins.
the repair of the engine oil pump, refer to
Disassembly and Assembly, “Engine Oil Pump -
Remove”. i05998391
b. Oil pump gears that have too much wear will

cause a reduction in oil pressure. Repair the
Engine Oil Pump - Inspect
engine oil pump. For information on the repair of
the engine oil pump, refer to Disassembly and
Assembly, “Engine Oil Pump - Remove”. The inlet screen of the supply tube for the engine oil
pump can have a restriction. A restriction of the inlet
7. Excessive clearance at engine bearings will cause screen of the supply tube will cause cavitation and a
low engine oil pressure. Check the engine loss of oil pressure. Air leakage in the supply side of
components that have excessive bearing the engine oil pump will also cause cavitation and
clearance and make the necessary repairs. loss of oil pressure. If the bypass valve for the engine
oil pump is held in the open position, the lubrication
system cannot achieve maximum pressure. Oil pump
Reason for High Engine Oil gears that have too much wear will cause a reduction
Pressure in the oil pressure.
NOTICE If any part of the engine oil pump is worn enough in

Keep all parts clean from contaminants. order to affect the performance of the engine oil
pump, the engine oil pump must be replaced.
Contaminants may cause rapid wear and shortened
component life. i02788840
Excessive Bearing Wear -

NOTICE
Care must be taken to ensure that fluids are con- Inspect
Be prepared to collect the fluid with suitable contain-
ers before opening any compartment or disassem- When some components of the engine show bearing
bling any component containing fluids. wear in a short time, the cause can be a restriction in
an oil passage.
Dispose of all fluids according to local regulations
and mandates.
46 M0067836-01
Lubrication System
An engine oil pressure indicator may show that there Excessive consumption of engine oil can also result if
is enough oil pressure, but a component is worn due engine oil with the wrong viscosity is used. Engine oil
to a lack of lubrication. In such a case, look at the with a thin viscosity can be caused by fuel leakage
passage for the oil supply to the component. A into the crankcase or by increased engine
restriction in an oil supply passage will not allow temperature.
enough lubrication to reach a component. This will
result in early wear. i05957450
i02788843 Increased Engine Oil

Excessive Engine Oil Temperature - Inspect
Consumption - Inspect
If the oil temperature is high, then check for a
restriction in the oil passages of the oil cooler. A
restriction in the oil cooler will not cause low oil
Engine Oil Leaks on the Outside of pressure in the engine.
the Engine Determine if the oil cooler bypass valve is held in the
Check for leakage at the seals at each end of the open position. This condition will allow the oil to pass
crankshaft. Look for leakage at the gasket for the through the valve instead of the oil cooler. The oil
engine oil pan and all lubrication system connections. temperature will increase.
Look for any engine oil that may be leaking from the
crankcase breather. This can be caused by Refer to Operation and Maintenance Manual for the
combustion gas leakage around the pistons. A dirty correct lubricating oil.
crankcase breather will cause high pressure in the
crankcase. A dirty crankcase breather will cause the
gaskets and the seals to leak.
Engine Oil Leaks into the

Combustion Area of the Cylinders
Engine oil that is leaking into the combustion area of
the cylinders can be the cause of blue smoke. There
are several possible ways for engine oil to leak into
the combustion area of the cylinders:
• Leaks between worn valve guides and valve
stems
• Worn components or damaged components
(pistons, piston rings, or dirty return holes for the
engine oil)
• Incorrect installation of the compression ring and/
or the intermediate ring
• Leaks past the seal rings in the turbocharger shaft

• Overfilling of the crankcase
• Wrong dipstick or guide tube
M0067836-01 47
Cooling System
Cooling System 4. Check for air in the cooling system. Air can enter
the cooling system in different ways. The following
items are some of the most common causes for air
in the cooling system:
i06140768 • Filling the cooling system incorrectly
Cooling System - Check • Combustion gas leakage into the cooling

system
(Overheating)
• Loose hose clamp
Combustion gas can get into the system through
Above normal coolant temperatures can be caused the following conditions: inside cracks, damaged
by many conditions. Use the following procedure to cylinder head and damaged cylinder head gasket.
determine the cause of above normal coolant A loose hose clamp can allow air into the cooling
temperatures: system during the cooldown period. Air in the
cooling system causes a reduction in the cooling
capacity of the coolant.
Personal injury can result from escaping fluid 5. Check the fan drive system. A fan drive system
under pressure. that is not turning at the correct speed can cause
improper air speed across the radiator core. The
If a pressure indication is shown on the indicator, lack of proper air flow across the radiator core can
push the release valve in order to relieve pres- cause the coolant not to cool to the proper
sure before removing any hose from the radiator.
temperature differential.
1. Check the coolant level in the cooling system. 6. Check the water temperature gauge. A water
Refer to Operation and Maintenance Manual, temperature gauge which does not work correctly
“Cooling System Coolant Level - Check”. If the will not show the correct temperature. Refer to
coolant level is too low, air will get into the cooling Systems Operation, Testing and Adjusting,
system. Air in the cooling system will cause a “Cooling System - Test”.
reduction in coolant flow and bubbles in the
coolant. Air bubbles cause a reduction in the 7. Check the sending unit. In some conditions, the
cooling of engine parts. temperature sensor in the engine sends signals to
a sending unit. The sending unit converts these
2. Check the quality of the coolant. The coolant signals to an electrical impulse which is used by a
should have the following properties: mounted gauge. If the sending unit malfunctions,
the gauge can show an incorrect reading. Also if
• Color that is similar to new coolant the electric wire breaks or if the electric wire shorts
• Odor that is similar to new coolant out, the gauge can show an incorrect reading.
8. Check the radiator.
• Free from dirt and debris
a. Check the radiator for a restriction to coolant
If the coolant does not have these properties,
drain the system and flush the system. Refill the flow. Check the radiator for debris, for dirt, or for
cooling system with the correct mixture of water, deposits on the inside of the radiator core.
antifreeze, and coolant conditioner. Refer to Debris, dirt, or deposits will restrict the flow of
Operation and Maintenance Manual, “General coolant through the radiator.
Coolant Information”.
b. Check for debris or for damage between the fins
3. Check the coolant mixture of antifreeze and water.
of the radiator core. Debris between the fins of
The mixture should be approximately 50 percent
the radiator core restricts air flow through the
water and 50 percent antifreeze with 3 to 6 percent
radiator core. Refer to Systems Operation,
coolant conditioner. Refer to Operation and
Testing and Adjusting, “Cooling System -
Maintenance Manual, “General Coolant
Inspect”.
Information”. If the coolant mixture is incorrect,
drain the cooling system and flush the cooling c. Check for missing radiator baffles or for
system. Refill the cooling system with the correct damaged radiator baffles. Radiator baffles
mixture of water, antifreeze, and coolant prevent recirculation of air around the sides of
conditioner. the radiator. A missing radiator baffle or a
48 M0067836-01
Cooling System
damaged radiator baffle raises the temperature 13. Check for a restriction in the air inlet system. A
of the air that goes through the radiator. restriction of the air that is coming into the engine
can cause high cylinder temperatures. High
d. Ensure that the radiator size is according to the cylinder temperatures can cause higher than
OEM specifications. An undersized radiator normal temperatures in the cooling system. Refer
does not have enough area for the effective to Systems Operation, Testing and Adjusting, “Air
release of heat. This may cause the engine to Inlet and Exhaust System - Inspect”.
run at a temperature that is higher than normal.
The normal temperature is dependent on the a. If the measured restriction is higher than the
ambient temperature. maximum permissible restriction, remove the
foreign material from the engine air cleaner
9. Check the filler cap. A pressure drop in the radiator
element or install a new engine air cleaner
can cause the boiling point to be lower. This can
element. Refer to Operation and Maintenance
cause the cooling system to boil. Refer to Systems
Manual, “Engine Air Cleaner Element - Clean/
Operation, Testing and Adjusting, “Cooling System
Replace”.
- Test”.
10. Check the fan and/or the fan shroud. b. Check the air inlet system for a restriction again.
a. Ensure that the fan is installed correctly. c. If the measured restriction is still higher than the
Improper installation of the fan can cause maximum permissible restriction, check the air
engine overheating. inlet piping for a restriction.
b. The fan must be large enough to send air 14. Check for a restriction in the exhaust system. A
through most of the area of the radiator core. restriction of the air that is coming out of the
Ensure that the size of the fan and the position engine can cause high cylinder temperatures.
of the fan are according to the OEM
a. Make a visual inspection of the exhaust system.
specifications.
Check for damage to exhaust piping. Also,
c. The fan shroud and the radiator baffling must be check for a damaged muffler. If no damage is
the proper size. The fan shroud and the radiator found, check the exhaust system for a
baffling must be positioned correctly. The size of restriction. Refer to Systems Operation, Testing
the fan shroud and the position of the fan shroud and Adjusting, “Air Inlet and Exhaust System -
should meet the OEM specifications. The size of Inspect”.
the radiator baffling and the position of the
b. If the measured restriction is higher than the
radiator baffling should meet the OEM
maximum permissible restriction, there is a
specifications.
restriction in the exhaust system. Repair the
11. Inspect the drive belt. exhaust system, as required.
a. A worn or damaged drive belt will cause a c. Ensure that the exhaust gas is not being drawn
reduction in the air flow across the radiator. into the cooling air inlet.
Inspect the belt for cracks, splits, glazing,
15. Check the shunt line. The shunt line must be
grease, displacement of the cord and evidence
submerged in the expansion tank. A restriction of
of fluid contamination. Refer to Operation and
the shunt line from the radiator top tank to the
Maintenance Manual, “Belt - Inspect” for more
engine water pump inlet will cause a reduction in
information.
water pump efficiency. A reduction in water pump
12. Check the cooling system hoses and clamps. efficiency will result in low coolant flow and
Damaged hoses with leaks can normally be seen. overheating.
Hoses that have no visual leaks can soften during
16. Check the water temperature regulator. A water
operation. The soft areas of the hose can become
temperature regulator that does not open, or a
kinked or crushed during operation. These areas
water temperature regulator that only opens part
of the hose can cause a restriction in the coolant
of the way can cause overheating. Refer to
flow. Hoses can become soft. Also, hoses can get
Systems Operation, Testing and Adjusting, “Water
cracks after a period of time. The inside of a hose
Temperature Regulator - Test”.
can deteriorate, and the loose particles of the hose
can cause a restriction of the coolant flow. Refer to
Operation and Maintenance Manual, “Hoses and
Clamps - Inspect/Replace”.
M0067836-01 49
Cooling System
17. Check the water pump. A water pump with a

damaged impeller does not pump enough coolant
for correct engine cooling. Remove the water Personal injury can result from escaping fluid
pump and check for damage to the impeller. Refer under pressure.
to Systems Operation, Testing and Adjusting,
If a pressure indication is shown on the indicator,
“Water Pump - Test”.
push the release valve in order to relieve pres-
18. Check the air flow through the engine sure before removing any hose from the radiator.
compartment. The air flow through the radiator
comes out of the engine compartment. Ensure that 1. Check the coolant level in the cooling system.
the filters, the air conditioner, and similar items are Refer to Operation and Maintenance Manual,
not installed in a way that prevents the free flow of “Cooling System Coolant Level - Check”.
air through the engine compartment.
2. Check the quality of the coolant. The coolant
19. Check the aftercooler. A restriction of air flow should have the following properties:
through the air to air aftercooler (if equipped) can
cause overheating. Check for debris or deposits • Color that is similar to new coolant
which would prevent the free flow of air through
the aftercooler. • Odor that is similar to new coolant
20. Consider high outside temperatures. When • Free from dirt and debris
outside temperatures are too high for the rating of
If the coolant does not have these properties,
the cooling system, there is not enough of a drain the system and flush the system. Refill the
temperature difference between the outside air cooling system with the correct mixture of water,
and coolant temperatures. antifreeze, and coolant conditioner. Refer to
Operation and Maintenance Manual, “Fluid
21. Consider high altitude operation. The cooling Recommendations”.
capacity of the cooling system goes down as the
engine is operated at higher altitudes. A 3. Look for leaks in the system.
pressurized cooling system that is large enough to Note: A small amount of coolant leakage across the
keep the coolant from boiling must be used. surface of the water pump seals is normal. This
22. The engine may be running in the lug condition. leakage is required in order to provide lubrication for
this type of seal. A hole is provided in the water pump
When the load that is applied to the engine is too
housing in order to allow this coolant/seal lubricant to
large, the engine will run in the lug condition. drain from the pump housing. Intermittent leakage of
When the engine is running in the lug condition, small amounts of coolant from this hole is not an
engine rpm does not increase with an increase of indication of water pump seal failure.
fuel. This lower engine rpm causes a reduction in
air flow through the radiator. This lower engine 4. Ensure that the air flow through the radiator does
rpm also causes a reduction in coolant flow not have a restriction. Look for bent core fins
through the system. This combination of less air between the folded cores of the radiator. Also, look
and less coolant flow during high input of fuel will for debris between the folded cores of the radiator.
cause above normal heating.
5. Inspect the drive belts for the fan.
i02553378 6. Check for damage to the fan blades.
7. Look for air or combustion gas in the cooling
Cooling System - Inspect system.
Cooling systems that are not regularly inspected are

the cause for increased engine temperatures. Make a
visual inspection of the cooling system before any
tests are performed.
50 M0067836-01
Cooling System
8. Inspect the filler cap, and check the surface that The coolant level must be to the correct level in order
seals the filler cap. This surface must be clean. to check the coolant system. The engine must be
cold and the engine must not be running.
i02553379 After the engine is cool, loosen the pressure cap in
order to relieve the pressure out of the cooling
Cooling System - Test system. Then remove the pressure cap.
The level of the coolant should not be more than
13 mm (0.5 inch) from the bottom of the filler pipe. If
This engine has a pressure type cooling system. A the cooling system is equipped with a sight glass, the
pressure type cooling system has two advantages. coolant should be to the proper level in the sight
The cooling system can be operated in a safe glass.
manner at a temperature higher than the normal
boiling point (steam) of water. Checking the Filler Cap
This type of system prevents cavitation in the water Table 13
pump. Cavitation is the forming of low pressure Required Tools
bubbles in liquids that are caused by mechanical
forces. It is difficult to create a pocket of air in this Tool Part Number Part Description Qty
type of cooling system.
A GE50031 Pressurizing Pump 1
One cause for a pressure loss in the cooling system

can be a damaged seal on the radiator filler cap.
Boiling point of water
Remember that temperature and pressure work

together. When a diagnosis is made of a cooling Illustration 44 g01096114
system problem, temperature and pressure must be Typical schematic of filler cap
checked. Cooling system pressure will have an effect (1) Sealing surface of both filler cap and radiator
on the cooling system temperature. For an example,
refer to Illustration 43 . This will show the effect of
pressure on the boiling point (steam) of water. This
will also show the effect of height above sea level.
Personal injury can result from hot coolant,
steam and alkali.
At operating temperature, engine coolant is hot
and under pressure. The radiator and all lines to
steam and alkali.
heaters or the engine contain hot coolant or
At operating temperature, engine coolant is hot steam. Any contact can cause severe burns.
and under pressure. The radiator and all lines to
heaters or the engine contain hot coolant or Remove filler cap slowly to relieve pressure only
steam. Any contact can cause severe burns. when engine is stopped and radiator cap is cool
enough to touch with your bare hand.
Remove filler cap slowly to relieve pressure only
when engine is stopped and radiator cap is cool Cooling System Conditioner contains alkali.
enough to touch with your bare hand. Avoid contact with skin and eyes.
Cooling System Conditioner contains alkali.

Avoid contact with skin and eyes. To check for the amount of pressure that opens the
filler cap, use the following procedure:
M0067836-01 51
Cooling System
1. After the engine cools, carefully loosen the filler 3. Install Tooling (A) onto the radiator.
cap. Slowly release the pressure from the cooling
4. Take the pressure reading on the gauge to 20 kPa
system. Then, remove the filler cap.
(3 psi) more than the pressure on the filler cap.
Carefully inspect the filler cap. Look for any 5. Check the radiator for leakage on the outside.
damage to the seals and to the sealing surface.
Inspect the following components for any foreign 6. Check all connection points for leakage, and check
substances: the hoses for leakage.
• Filler cap The cooling system does not have leakage only if the
following conditions exist:.
• Seal
• You do not observe any outside leakage.
• Surface for seal
• The reading remains steady after five minutes.
Remove any deposits that are found on these
items, and remove any material that is found on The inside of the cooling system has leakage only if
these items. the following conditions exist:
2. Install the filler cap onto Tooling (A). • The reading on the gauge goes down.
3. Look at the gauge for the exact pressure that
• You do NOT observe any outside leakage.
opens the filler cap.
Make any repairs, as required.
4. Compare the gauge reading with the opening
pressure that is listed on the filler cap. Test For The Water Temperature
5. If the filler cap is damaged, replace the filler cap. Gauge
Testing The Radiator And Cooling Table 15
System For Leaks Required Tools
Table 14 Tool Part Number Part Description Qty
Required Tools A - Thermometer 1
A GE50031 Pressurizing Pump 1
Personal injury can result from escaping fluid

Use the following procedure in order to check the under pressure.
cooling system for leaks:
steam and alkali.
At operating temperature, engine coolant is hot
and under pressure. The radiator and all lines to Making contact with a running engine can cause
heaters or the engine contain hot coolant or burns from hot parts and can cause injury from
steam. Any contact can cause severe burns. rotating parts.
Remove filler cap slowly to relieve pressure only When working on an engine that is running, avoid
when engine is stopped and radiator cap is cool contact with hot parts and rotating parts.
enough to touch with your bare hand.
Check the accuracy of the water temperature
Cooling System Conditioner contains alkali. indicator or water temperature sensor if you find
Avoid contact with skin and eyes. either of the following conditions:
1. After the engine is cool, loosen the filler cap slowly • The engine runs at a temperature that is too hot,
and allow pressure out of the cooling system. but a normal temperature is indicated. A loss of
Then remove the filler cap from the radiator. coolant is found.
2. Ensure that the coolant level is above the top of

the radiator core.
52 M0067836-01
Cooling System
• The engine runs at a normal temperature, but a 1. Remove the water temperature regulator from the
hot temperature is indicated. No loss of coolant is engine.
found.
2. Heat water in a suitable container until the
Coolant temperature can also be read on the display temperature is 98 °C (208 °F).
screens of the Electronic Service Tool.
3. Hang the water temperature regulator in the
container of water. The water temperature
regulator must be below the surface of the water
and away from the sides and the bottom of the
container.
4. Keep the water at the correct temperature for ten
minutes.
5. After ten minutes, remove the water temperature
regulator. Ensure that the water temperature
regulator is open.
Replace the water temperature regulator if the
water temperature regulator is not open at the
specified temperature. Refer to Specifications,
“Water Temperature Regulator”.
i02553381
Illustration 45 g01096115 Water Pump - Test

Typical example
Table 16
(1) Water manifold assembly
Required Tools
Remove a plug from water manifold assembly (1). Tool Part Number Part Description Qty
Install Tooling (A) in the open port:
A GE50033 Pressure Gauge 1
A temperature indicator of known accuracy can also
be used to make this check.
Start the engine. Run the engine until the
temperature reaches the desired range according to
the test thermometer. If necessary, place a cover
over part of the radiator in order to cause a restriction
of the air flow. The reading on the water temperature
indicator should agree with the test thermometer
within the tolerance range of the water temperature
indicator.
i02553380
Water Temperature Regulator -

Test
Personal injury can result from escaping fluid

under pressure.
M0067836-01 53
Cooling System
Typical example
(1) Water outlet
(2) Port
(3) Temperature regulator housing
(4) Water pump
(5) Port
Making contact with a running engine can cause

burns from hot parts and can cause injury from
rotating parts.
When working on an engine that is running, avoid
contact with hot parts and rotating parts.
Perform the following procedure in order to determine

if the water pump is operating correctly:
1. Remove the plug from port (2).
2. Install Tooling (A) in port (2).
3. Start the engine. Run the engine until the coolant
is at operating temperature.
4. Note the water pump pressure. The water pump
pressure should be 100 to 125 kPa (15 to 18 psi).
54 M0067836-01
Basic Engine
Basic Engine If necessary, replace the connecting rod bearings.

Refer to Disassembly and Assembly, “Connecting
Rod Bearings - Remove” and Disassembly and
Assembly, “Connecting Rod Bearings - Install” for the
correct procedure.
i02788973
i02801041
Piston Ring Groove - Inspect
Main Bearings - Inspect
Inspect the Piston and the Piston Main bearings are available with smaller inside
Rings diameters than the original size bearings. These
bearings are for crankshafts that have been ground.
1. Check the piston for wear and other damage.
If necessary, replace the main bearings. Refer to
2. Check that the piston rings are free to move in the Disassembly and Assembly, “Crankshaft Main
grooves and that the rings are not broken. Bearings - Remove and Install” for the correct
procedure.
Inspect the Clearance of the Piston
Ring i02801042
1. Remove the piston rings and clean the grooves Cylinder Block - Inspect
and the piston rings.
2. Fit new piston rings in the piston grooves.
3. Check the clearance for the piston ring by placing 1. Clean all of the coolant passages and the oil
a suitable feeler gauge between the piston groove passages.
and the top of piston ring. Refer to Specifications, 2. Check the cylinder block for cracks and damage.
“Piston and Rings” for the dimensions.
3. The top deck of the cylinder block must not be
Inspect the Piston Ring End Gap machined. This will affect the depth of the cylinder
liner flange and the piston height above the
1. Clean all carbon from the top of the cylinder bores. cylinder block.
2. Place each piston ring in the cylinder bore just 4. Check the front camshaft bearing for wear. Refer
below the cylinder ring ridge. to Specifications, “Camshaft Bearings” for the
3. Use a suitable feeler gauge to measure piston ring correct specification of the camshaft bearing. If a
end gap. Refer to Specifications, “Piston and new bearing is needed, use a suitable adapter to
Rings” for the dimensions. press the bearing out of the bore. Ensure that the
oil hole in the new bearing faces the front of the
Note: The coil spring must be removed from the oil block. The oil hole in the bearing must be aligned
control ring before the gap of the oil control ring is with the oil hole in the cylinder block. The bearing
measured. must be aligned with the face of the recess.
i02799220
i06579332
Connecting Rod Bearings -

Inspect Cylinder Liner Projection -
Inspect
The connecting rod bearings fit tightly in the bore in Table 17
the rod. If the bearing joints are worn, check the bore
size. This can be an indication of wear because of a Required Tools
loose fit.
Connecting rod bearings are available with smaller
inside diameters than the original size bearings.
These bearings are for crankshafts that have been (continued)
ground.
M0067836-01 55
Basic Engine
(Table 17, contd) (Table 18, contd)

A 29990021 Clamp bolt (M16 x 2 mm) 6 Maximum Variation in Each
0.050 mm (0.0020 inch)
Liner
B CH12571 Hard Washer
Maximum Average Variation
C GE50006 Clamp washer 6 0.050 mm (0.0020 inch)
Between Adjacent Liners
D GE50007 Clamp washer 6 Maximum Variation Between
0.100 mm (0.0040 inch)
All 6 Liners
Cylinder liner projection
E GE50002 1
tool
9. If a liner does not meet the recommended cylinder
1. Clean the cylinder liner flange and the cylinder liner projection specification, check the following
block surface. Remove any nicks on the top of the parts:
cylinder block (1).
• The depth of the cylinder block bore should be
2. Install the cylinder liners to the cylinder block 100.00 ± 0.03 mm (3.937 ± 0.001 inch).
without seals or bands. Ensure that the cylinder
liners are installed to the original positions. • The liner flange should be 100.12 ± 0.03 mm
(3.942 ± 0.001 inch).
If the dimensions for the liner flange do not match
the specifications, replace the liner. Then repeat
the liner projection measurements. If the
dimensions for the depth of the cylinder block bore
do not match the specifications, replace the
cylinder block. Then repeat the liner projection
measurements.
3. Install Tooling (B), Tooling (C) and Tooling (D) to

Tooling (A). Install Tooling (A) around the liner (2).
Refer to illustration 47 .
4. Tighten the clamp bolts to a torque of 14 N·m
(10 lb ft).
5. Use Tooling (E) to measure the cylinder liner
projection at “A” , “B” , “C” , and “D” . Refer to
illustration 48 .
6. Record the measurements for the cylinder.
7. Repeat steps 3 to 6 for each cylinder.
8. Add the four readings for each cylinder. Divide the
sum by four to find the average.
Table 18
Specifications
0.025 mm to 0.152 mm
Liner Projection
(0.0001 inch to 0.006 inch)
(continued)
56 M0067836-01
Basic Engine
M0067836-01 57
Basic Engine
i02801049 Bore Runout (Radial Eccentricity)

Flywheel - Inspect of the Flywheel
Table 20
Required Tools

Face Runout (Axial Eccentricity) of
the Flywheel A
21825617 Dial Gauge 1
Table 19 - Magnetic Base 1
Required Tools

A
- Holder 1
Typical example
1. Install Tooling (A). Refer to illustration 50 .

2. Set the dial indicator to read 0.0 mm (0.00 inch).
Illustration 49 g00286049 3. Turn the flywheel at intervals of 45 degrees and
Typical example read the dial indicator.
4. Take the measurements at all four points. The
1. Install Tooling (A). Refer to illustration 49 . Always
difference between the lower measurements and
put a force on the crankshaft in the same direction
the higher measurements that are performed at all
before the dial indicator is read. This will remove
four points must not be more than 0.15 mm
any crankshaft end clearance.
(0.006 inch) for the maximum permissible face
2. Set the dial indicator to read 0.0 mm (0.00 inch). runout (radial eccentricity) of the flywheel.
3. Turn the flywheel at intervals of 45 degrees and
read the dial indicator.
4. Take the measurements at all four points. The
difference between the lower measurements and
the higher measurements that are performed at all
four points must not be more than 0.15 mm
(0.006 inch), which is the maximum permissible
face runout (axial eccentricity) of the flywheel.
58 M0067836-01
Basic Engine
If you use any other method except the method that

is given here, always remember that the bearing
clearance must be removed in order to receive the
correct measurements.
1. Install Tooling (A) to the flywheel so the anvil of the
dial indicator will contact the face of the flywheel
housing. Refer to illustration 52 .
2. Use a rubber mallet and tap the crankshaft toward
the rear before the dial indicator is read at each
point.
Flywheel clutch pilot bearing bore
5. To find the runout (eccentricity) of the pilot bearing

bore, use the preceding procedure.
6. The runout (eccentricity) of the bore for the pilot
bearing in the flywheel must not exceed 0.13 mm
(0.005 inch).
i02801085
Checking face runout of the flywheel housing
Flywheel Housing - Inspect
3. Turn the flywheel while the dial indicator is set at
Table 21
0.0 mm (0.00 inch) at location (A). Read the dial
Required Tools indicator at locations (B), (C) and (D).
Tool Part Number Part Description Qty 4. The difference between the lower measurements
and the higher measurements that are performed
A at all four points must not be more than 0.38 mm
- Holder (0.015 inch), which is the maximum permissible
face runout (axial eccentricity) of the flywheel
housing.
Face Runout (Axial Eccentricity) of
the Flywheel Housing
Typical example
M0067836-01 59
Basic Engine
Bore Runout (Radial Eccentricity)

of the Flywheel Housing
2. While the dial indicator is in the position at location

Illustration 54 g00285934 (C) adjust the dial indicator to 0.0 mm (0.00 inch).
Typical example Push the crankshaft upward against the top of the
bearing. Refer to Illustration 56 . Write the
1. Install Tooling (A) to the flywheel so the anvil of the measurement for bearing clearance on line 1 in
dial indicator will contact the bore of the flywheel column (C).
housing. Refer to illustration 54 .
Note: Write the measurements for the dial indicator
with the correct notations. This notation is necessary
for making the calculations in the chart correctly.
3. Divide the measurement from Step 2 by two. Write

this number on line 1 in columns (B) and (D).
4. Turn the flywheel in order to put the dial indicator
at position (A). Adjust the dial indicator to 0.0 mm
(0.00 inch).
5. Turn the flywheel counterclockwise in order to put
the dial indicator at position (B). Write the
measurements in the chart.
the dial indicator at position (C). Write the
measurement in the chart.
Checking bore runout of the flywheel housing
the dial indicator at position (D). Write the
measurement in the chart.
8. Add the lines together in each column.
9. Subtract the smaller number from the larger
number in column B and column D. Place this
number on line III. The result is the horizontal
eccentricity (out of round). Line III in column C is
the vertical eccentricity.
60 M0067836-01
Basic Engine
11. If the point of the intersection is in the

“Acceptable” range, the bore is in alignment. If the
point of intersection is in the “Not acceptable”
range, the flywheel housing must be changed.
i02716835
Vibration Damper - Check
Rubber Vibration Damper (If

Equipped)
Graph for total eccentricity
(1) Total vertical eccentricity
(2) Total horizontal eccentricity
(3) Acceptable value
(4) Unacceptable value
10. Find the intersection of the eccentricity lines

(vertical and horizontal) in Illustration 57 . Illustration 58 g01124289
Vibration damper and pulley
(1) Adapter
(2) Rubber
(3) Damper assembly
(4) Bolt
(5) Crankshaft pulley
The vibration damper is installed on the front of

crankshaft. The space in the damper assembly (3) is
filled with rubber (2). The vibration damper limits the
torsional vibration.
Replace the damper if any of the following conditions
exist:
• The damper is dented or cracked.
• The paint on the damper is discolored from heat.

• There is a large amount of gear train wear that is
not caused by lack of oil.
• Analysis of the oil has revealed that the front main
bearing is badly worn.
• The engine has had a failure because of a broken

crankshaft.
M0067836-01 61
Basic Engine
Viscous Vibration Damper (If

Equipped)
Viscous vibration damper
(6) Pulley
(7) Weight
(8) Case
Damage to the vibration damper or failure of the

vibration damper will increase vibrations. This will
result in damage to the crankshaft.
Replace the damper if any of the following conditions
exist:
• The damper is dented, cracked, or fluid is leaking

from the damper.
• The paint on the damper is discolored from

excessive heat.
• The damper is bent.
• The bolt holes are worn or there is a loose fit for

the bolts.
• The engine has had a crankshaft failure due to

torsional forces.
NOTICE
Inspect the viscous vibration damper for signs of
leaking and for signs of damage to the case. Either of
these conditions can cause the weight to contact the
case. This contact can affect damper operation.
62 M0067836-01
Electrical System
Electrical System When it is possible, make a test of the charging unit

and voltage regulator on the engine, and use wiring
and components that are a permanent part of the
system. Off-engine testing or bench testing will give a
test of the charging unit and voltage regulator
i01899136
operation. This testing will give an indication of
needed repair. After repairs are made, perform a test
in order to prove that the units have been repaired to
Battery - Test the original condition of operation.
Alternator
Most of the tests of the electrical system can be done The charging rate of the alternator should be
on the engine. The wiring insulation must be in good checked when an alternator is charging the battery
condition. The wire and cable connections must be too much or not charging the battery enough.
clean, and both components must be tight.
Alternator output should be 28 ± 1 V on a 24 V
system and 14 ± 0.5 V on a 12 V system. No
adjustment can be made in order to change the rate
of charge on the alternator regulators. If the rate of
Never disconnect any charging unit circuit or bat- charge is not correct, a replacement of the regulator
tery circuit cable from the battery when the charg- is necessary. For individual alternator output, refer to
ing unit is operated. A spark can cause an Specifications, “Alternator”.
explosion from the flammable vapor mixture of
hydrogen and oxygen that is released from the
electrolyte through the battery outlets. Injury to i02801092
personnel can be the result.
Electric Starting System - Test
The battery circuit is an electrical load on the
charging unit. The load is variable because of the
condition of the charge in the battery. Most of the tests of the electrical system can be done
on the engine. The wiring insulation must be in good
NOTICE condition. The wire and cable connections must be
The charging unit will be damaged if the connections clean, and both components must be tight. The
between the battery and the charging unit are broken battery must be fully charged. If the on-engine test
while the battery is being charged. Damage occurs shows a defect in a component, remove the
because the load from the battery is lost and because component for more testing.
there is an increase in charging voltage. High voltage
will damage the charging unit, the regulator, and oth- The starting system consists of the following four
er electrical components. components:
• Keyswitch
The correct procedures to test the battery can be
found in the manual that is supplied by the OEM. • Start relay
• Starting motor solenoid
i06260318
• Starting motor
Charging System - Test
Trouble with the starting system could be caused by
the battery or by charging system problems. If the
battery is suspect, refer to Troubleshooting, “Battery”.
The condition of charge in the battery at each regular If the starting system is suspect, refer to
inspection will show if the charging system is Troubleshooting, “Engine Will Not Crank”.
operating correctly. An adjustment is necessary when
the battery is constantly in a low condition of charge
or a large amount of water is needed. A large amount
of water would be more than 28 mL (1 oz) per cell
per week or per every 100 service hours. There are
no adjustments on maintenance free batteries.
M0067836-01 63
Index Section
Index
A Reason for High Engine Oil Pressure ................45
Reasons for Low Engine Oil Pressure ...............44
Aftercooler - Test .................................................39 Engine Oil Pump - Inspect....................................45
Aftercooler Core Leakage.................................39 Engine Valve Lash - Inspect/Adjust.......................41
Air System Restriction ......................................40 Valve Lash Adjustment .....................................42
Cleaning Procedure for the Charge Air Cooler....40 Valve Lash Check ............................................41
Inlet Manifold Pressure.....................................39 Excessive Bearing Wear - Inspect ........................45
Turbocharger Failure........................................40 Excessive Engine Oil Consumption - Inspect.........46
Visual Inspection .............................................39 Engine Oil Leaks into the Combustion Area of the
Air in Fuel - Test ..................................................27 Cylinders .......................................................46
Air Inlet and Exhaust System ......................... 16, 36 Engine Oil Leaks on the Outside of the Engine ...46
Turbocharger...................................................17 Exhaust Temperature - Test .................................38
Valves And Valve Mechanism ...........................18
Air Inlet and Exhaust System - Inspect ..................36
Air Inlet Restriction...........................................36 F
Air Starting System..............................................22
Finding Top Center Position for No. 1 Piston..........29
Flywheel - Inspect ...............................................57
B Bore Runout (Radial Eccentricity) of the
Flywheel........................................................57
Basic Engine................................................. 22, 54 Face Runout (Axial Eccentricity) of the
Camshaft ........................................................22 Flywheel........................................................57
Crankshaft ......................................................22 Flywheel Housing - Inspect ..................................58
Cylinder Block Assembly ..................................22 Bore Runout (Radial Eccentricity) of the Flywheel
Cylinder Head Assembly ..................................22 Housing.........................................................59
Pistons, Rings And Connecting Rods ................22 Face Runout (Axial Eccentricity) of the Flywheel
Battery - Test ......................................................62 Housing.........................................................58
Fuel Quality - Test ...............................................30
C Fuel System ................................................. 13, 27
Electronic Unit Injector .....................................15
Charging System - Test .......................................62 Electronic Unit Injector Mechanism ...................15
Alternator ........................................................62 Fuel System Electronic Control Circuit...............14
Cleanliness of Fuel System Components ..............12 Fuel System - Inspect ..........................................27
Cleanliness of the Engine .................................12 Fuel System - Prime ............................................31
Environment ....................................................12 Fuel System Pressure - Test ................................32
New Components ............................................12 Checking Fuel Pressure ...................................32
Refueling ........................................................12 Fuel Pressure Readings ...................................32
Compression - Test .............................................41 High Fuel Pressure ..........................................32
Connecting Rod Bearings - Inspect.......................54 Low Fuel Pressure ...........................................32
Cooling System...................................................47
Cooling System - Check (Overheating) .................47
Cooling System - Inspect .....................................49 G
Cooling System - Test..........................................50 Gear Group (Front) - Time ...................................33
Checking the Filler Cap ....................................50 Setting Backlash For Camshaft And Adjustable
Test For The Water Temperature Gauge ............51 Idler Gear ......................................................33
Testing The Radiator And Cooling System For Static Check of the Timing Gear Position ...........33
Leaks ............................................................51 General Information ..............................................4
Cylinder Block - Inspect .......................................54 2806C-E18TA Engine ........................................4
Cylinder Liner Projection - Inspect ........................54 2806D-E18TA Engine ........................................5
Cold Mode Operation .........................................7
E Starting the Engine ............................................7
Electric Starting System - Test..............................62
Electrical System .......................................... 24, 62 I
Charging System Components .........................24 Important Safety Information ..................................2
Engine Electrical System ..................................24 Increased Engine Oil Temperature - Inspect ..........46
Starting System Components ...........................25
Electronic Control System Components ..................8
2806C-E18TA Engine ........................................8 L
2806D-E18TA Engine ......................................10
Electronic Unit Injector - Adjust.............................28 Lubrication System........................................ 19, 43
Electronic Unit Injector - Test................................29 Lubrication System Components.......................19
Engine Oil Pressure - Test ...................................43 Oil Flow In The Engine .....................................21
Measuring Engine Oil Pressure.........................43
64 M0067836-01
Index Section
M
Main Bearings - Inspect .......................................54
P
Piston Ring Groove - Inspect................................54
Inspect the Clearance of the Piston Ring ...........54
Inspect the Piston and the Piston Rings .............54
Inspect the Piston Ring End Gap.......................54
S
Systems Operation Section....................................4
T
Table of Contents ..................................................3
Testing and Adjusting Section ..............................27
Turbocharger - Inspect ........................................37
Inspection of the Compressor and the Compressor
Housing.........................................................37
Inspection of the Turbine Wheel and the Turbine
Housing.........................................................38
V
Vibration Damper - Check....................................60
Rubber Vibration Damper (If Equipped) .............60
Viscous Vibration Damper (If Equipped) ............61
W
Water Pump - Test...............................................52
Water Temperature Regulator - Test .....................52
M0067836
©2016 Perkins Engines Company Limited
All Rights Reserved
66 November 2016

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M0067836-01 (en-us)

The meaning of this safety alert symbol is as follows:

When replacement parts are required for this

Table of Contents Charging System - Test .......................................62

Systems Operation Section Index Section

Testing and Adjusting Section

Air Inlet and Exhaust System

Systems Operation Section

The Electronic Unit Injector (EUI) provides increased

Starting the Engine

Cold Mode Operation

• Coolant temperature reaches 18 °C (64 °F).

Cleanliness of the Engine

The entire engine should be washed with a high-

Electronic Unit Injector Mechanism

Fuel at low pressure from the fuel supply manifold i02550062

Valves And Valve Mechanism

The inlet valves and the exhaust valves are opened

• Turbocharger oil lines

Oil Flow In The Engine

Illustration 21 g01098687 Illustration 22 g01098688

• Six rectifying diodes

Illustration 23 g00425518 Illustration 25 g00425521

When two sets of solenoid windings are used, the

If excessive air is not seen at the inlet to the fuel

To avoid personal injury, always wear eye and

4. Pressurize the fuel tank to the recommendations of

4. The inlet and exhaust valves for the No. 1 cylinder

Note: After the actual stroke position is identified,

Fuel Quality - Test

Ensure that all adjustments and repairs are

• Cetane number of the fuel

• Air in the fuel

• Other fuel characteristics

Fuel System - Prime

Fuel leaked or spilled onto hot surfaces or electri-

Refer to this Operation and Maintenance Manual,

6. Start the engine, refer to this Operation and

Low Fuel Pressure

• Debris in the check valves for the fuel priming

• Debris in the pressure regulating valve

• Sticking or worn fuel pressure regulating valve in

High Fuel Pressure

• Plugged orifices in the fuel pressure regulating

• Stuck fuel pressure regulating valve in the fuel

B T402828 Rectangular Plate 1

Position Note: Use Tooling (A) that is relevant to the engine.

T400473 Gear Segment 50.86 mm 56

T402225 Gear Segment 50.86 mm 51

Note: Tooling (B) is used to hold the gear segment

1. Remove the front cover. Refer to Disassembly and

when the gear segment tool is installed. Typical example

7. Once the proper backlash is obtained, tighten the

Air Inlet and Exhaust

Air Inlet and Exhaust System -

A general visual inspection should be made to the air

Tool Part Number Part Description Qty

There will be a reduction in the performance of the

The air flow through a used engine air cleaner may