MOXY 1-Engine

Engine Ch 1 page
Chapter 1
Engine
SHOP MANUAL MT41 - 12.2004

Ch 1 page Engine
Chapter 1
Engine
Index
Removal of engine assembly................................................................. 5
Lifting the engine..........................................................................................................................11
Engine identification............................................................................. 12
Fuel system........................................................................................... 13
Schematic diagram of the fuel system.........................................................................................13
Overflow valve..............................................................................................................................13
General........................................................................................................................................14
FUEL............................................................................................................................................14
Fuel filter......................................................................................................................................15
Water separating prefilter.............................................................................................................15
Feed pump...................................................................................................................................17
Diagnostic prosedure........................................................................... 18
Use of diagnostic kit, machine 810001 - 810052.......................................................................18
Use of diagnostic kit, machine 810053 - ....................................................................................20
Measurement...............................................................................................................................23
Ecom standard settings code.......................................................................................................26
Engine control unit, ECU...................................................................... 29
Wiring and cable duct...................................................................................................................30
Throttle position sensor................................................................................................................30
Positions of sensors for ECU.......................................................................................................31
Diagnostic lamp and switch (810001 - 810035)...........................................................................32
Diagnostic lamp and switch (810036 - ).......................................................................................33
Fault codes...................................................................................................................................34
How to read fault codes from the ECU control unit......................................................................35
Flash codes tables.......................................................................................................................37
Overview of flash codes for coordinator.......................................................................................39
Renewing the control unit.............................................................................................................41
Removing the ECU wiring...........................................................................................................42
Cylinder head........................................................................................ 46
Special tools.................................................................................................................................46
Cylinder head, parts view.............................................................................................................47
Valve mechanism.........................................................................................................................48
Dismantling .................................................................................................................................53
Renewing the valve stem seal......................................................................................................53
Replacement of valve seats.........................................................................................................54
Machining the valve seats insert..................................................................................................55
Renewing the valve guides.........................................................................................................57
Renewing PDE unit injector sleeves............................................................................................58
Assembly ....................................................................................................................................59
Fitting...........................................................................................................................................59
PDE Injectors......................................................................................... 60
Fitting the PDE injector................................................................................................................60
Adjusting unit injectors.................................................................................................................64
Adjusting the valve clearance and unit injectors..........................................................................66
Checking, adjusting the PDE injector rocker arms.......................................................................67
Turbocharger......................................................................................... 69
General .......................................................................................................................................70
Special tools.................................................................................................................................71
Measuring radial clearance and axial clearance .........................................................................72
Renewing the turbocharger..........................................................................................................74
Continuation next page

Engine Ch 1 page
Pistons and cylinder liners................................................................... 75

Special tools.................................................................................................................................76
Connecting rods...........................................................................................................................77
Removing and dismantling connecting rods and pistons.............................................................78
Renewal of bearing bushing in connecting rod............................................................................80
Pistons.........................................................................................................................................82
Assembling piston and connecting rod........................................................................................84
Cylinderblock......................................................................................... 85
Cylinder liner................................................................................................................................85
Removing the cylinder liners........................................................................................................87
Measuring the cylinder liner height..............................................................................................88
Fitting the cylinder liners..............................................................................................................89
Fitting the piston and connecting rod...........................................................................................90
Flywheel and flywheel housing........................................................... 92
Special tools.................................................................................................................................93
Removing the flywheel.................................................................................................................93
Renewing the rear crankshaft seal...............................................................................................95
Removing the flywheel housing...................................................................................................95
Fitting flywheel housing................................................................................................................96
Fitting the flywheel.......................................................................................................................98
Timing gears.......................................................................................... 99
Gear drive....................................................................................................................................99
Belt drive collant pump, generator and AC compressor.............................................................100
Renewing the seal in the front cover..........................................................................................101
Crankshaft damper.....................................................................................................................102
Timing gear, view exploded........................................................................................................103
Special tools........................................................................................ 104
Intermediate gear . ....................................................................................................................105
Camshaft gear ..........................................................................................................................108
Crankshaft gear ........................................................................................................................109
Camshaft . ........................................................................................... 110
Replacement of camshaft bearing.............................................................................................111
Crankshaft .......................................................................................... 118
Removal.....................................................................................................................................119
Fitting.........................................................................................................................................122
Lubrication system............................................................................. 123
Oil pump.....................................................................................................................................123
Lubrication oilways . .................................................................................................................124
Oil pressure................................................................................................................................125
Oil cooler, engine ......................................................................................................................126
Oil cooler view............................................................................................................................127
Renewing seals..........................................................................................................................128
Oil filter.......................................................................................................................................129
Centrifugal oil cleaner ....................................................................... 130
Dismantling and assembly.........................................................................................................131
Cooling fan.......................................................................................... 135
Continuation next page

Ch 1 page Engine
Cooling system................................................................................... 136

View of the cooling system.........................................................................................................136
Circulation..................................................................................................................................137
View of the radiator system........................................................................................................137
Disassemble the cooling unit.....................................................................................................138
Thermostat and thermostat housing..........................................................................................140
Thermostat.................................................................................................................................141
Coolant pump.............................................................................................................................142
External cleaning.......................................................................................................................146
Internal cleaning.........................................................................................................................146
Specifications...................................................................................... 148
General information....................................................................................................................148
Electrical system........................................................................................................................148
Cylinder head.............................................................................................................................149
Turbocharger .............................................................................................................................151
Pistons and cylinder liners.........................................................................................................151
Connecting rods.........................................................................................................................152
Flywheel and flywheel housing..................................................................................................152
Timing gear................................................................................................................................153
Lubrication system ....................................................................................................................154
Troubleshooting tables...................................................................... 155
White smoke..............................................................................................................................155
White smoke, water vapour........................................................................................................155
Black smoke when running/under load......................................................................................156
Black smoke on starting.............................................................................................................157
Blue smoke................................................................................................................................157
Fuel in the oil..............................................................................................................................157
Oil in coolant .............................................................................................................................158
Coolant/water in oil ...................................................................................................................159
Low oil pressure.........................................................................................................................160
High oil pressure (Engine warmed up).......................................................................................162
Abnormal wear (liner, piston rings, etc.).....................................................................................162
Vibration, no driven components engaged.................................................................................163
Delivery pipe fractures...............................................................................................................164
External corrosion on cylinder liner............................................................................................164
Engine difficult to start................................................................................................................164
Fluid stroke.................................................................................................................................165
Knocking noise...........................................................................................................................165
High oil consumption..................................................................................................................167
High fuel consumption................................................................................................................168
Low compression.......................................................................................................................168
Low engine output......................................................................................................................168
Hot engine..................................................................................................................................170
Cold engine................................................................................................................................171
Coolant loss...............................................................................................................................171
Polluted coolant..........................................................................................................................171
Engine heater.............................................................................................................................172
High oil temperature...................................................................................................................172
High exhaust temperature..........................................................................................................173

Engine Ch 1 page
Removal of engine assembly
NOTE!
Place the dump truck on level ground and apply parking brake
Apply articulation lock.

Turn off main switch in battery case.
Raise the dump body and lock it with the safety support.
Raise the tiltable cab and lock it with the safety support
Drain engine coolant
Look in OPERATION & MAINTENANCE MANUAL chapter 2 for instructions.
Place wheel chocks to the front wheel
Take away the cab bolt, left and right hand side.
Nv 46 mm
Turn the direction valve on the pump in lifting up

position.
With the handle, pump and raise the cab.

Ch 1 page Engine
Left side:
1
Disassemble the cab pump unit from the air filter stand.
2
Remove the water hose from the pipe socket. 1
3
Remove the fuel hoses (3 pcs) and
4 2
Disassemble screws from filter stand bracket
4
3
Disconnect the brake hose from the magnetic valve.
(Left side behind the cab bracket)
3
Right side:
1 1
Unscrew the hose clamps and remove the pipe bend,
filter - turbo
2 2
Disconnect the oil hose from engine brake cylinder and bracket
disassemble the other end at left side on the magnetic valve
3 4 1
Hook up the filter stand in lifting device.
4
Screw off the fastening bolt for filter stand,
left and right hand side

Engine Ch 1 page
Disasssemble the cable to the Air filter sensor and cable to

the sensor for the cooling water expansion tank
(black arrows).
Disassemble the clamps for the wiring on the filter stand

(white arrow). Remowe the wiring from the filter stand.
Disconnect the exhaust pipe from the turbo pipe bend.

Ch 1 page Engine
Slack the transmission belt.
Disassemble the ground wiring.
Detach the Air Cond. compressor with the hoses on, from the
engine. Check that all of the clamps are undone.
Place the Air condition compressor on the left while the engine is
dismount.
Disconnect the hose from the termostathousing,

the pipe between the air cooler and the engine air inlet.
Disconnect bracket for the air pipe and bracket between engine
and fan rack
Disconnect the outlet pipe bend from turbo, and the inlet water
hose from the transmission cooler.
Disconnect the retur hose. (Engine - ekspantionstank)
(Quick release coupling)
(Front of the engine, view from the right hand side)

Engine Ch 1 page
Disconnect the cables between starter motor and the frame
Disconnect the contact on the dynamo.
Remove the cover and disconnect the electrical contact from the
engine ECU -S6 control unit

Ch 1 page 10 Engine
Drive shaft
Remove safety atcher.
Remove driveshaft between transmission and engine coupling, 2
1
2
1
Disassemble screw for the ground cable (2 pcs)
2
Left and right hand side, disassemble 3 screws on the engine
mounting bracket.
1
2 1
1
Disassemble the hose clamp bracket.
1
2
Unscrew the engine bracket bolt left and right hand side. 2 2

Engine Ch 1 page 11
Lifting the engine
Note:
The engine lifting eyes are designed
for lifting the engine only, not the
engine together with its ancillary
equipment (alternator, gearbox etc.)
or fram
8394 8373
Lever block Lifting chain

- Fasten the lifting chain 8373 to the rear

lifting eyes.
- Fasten the lever block 8394 to the front

lifting eye.
With attention, lift the engine out from the frame
Note:
The lifting eyes are sized to cope
with a maximum angle of 30°.

Ch 1 page 12 Engine
Engine identification
6 510 525
DC12 50
A 04 P
6510525
The engine designation indicates, in the form of a code, the type of

engine, its size and applications, etc.
The type designation and engine serial number are indicated on a
type plate affixed to the right-hand side of the engine.
The engine number is also stamped on the engine block immedi-
ately above the type plate.
Refer to the illustration.
DC 12 50 A 04 P
Type
DC Supercharged diesel engine with air-cooled charge air cooler.
Displacement in whole dm 3
Performance and certification code

Indicates, together with the application code, the normal gross engine
output.
The actual output setting of the engine is indicated on the engine card.
Application
A For general industrial use
Variant 01-99
Type of regul ator

P E DC engine management system with PDE and S6

Engine Ch 1 page 13
Fuel system
Schematic diagram of the fuel system
1 Feed pump
2 Hand pump
3 EMS control unit
4 Fuel filter
5 Cylinders
6 Fuel tank
7 Return line for excess fuel
A Check valve
B Gear pump (feed pump)
C Safety valve
D Pressure relief valve
E Drain nipple
Overflow valve
The purpose of the overflow valve is to limit the pressure in the

fuel system and continuously vent it. The overflow valve ensures
that the fuel circulates round the system and that there is always
fuel in the injection pump for cooling, lubrication and injection.
Opening pressure is 0.6 - 0.8 bar.

Working pressure is approx. 1 bar.
1 Fuel rail 6
2 Pressure relief valv
3 Fuel filter
4 Feed pump / hand pump
8 4
5 Shut-off cock
6 Oil hose water filter - feedpump 7
7 Water separating prefilter
8 Retur line 5 9 Supply from tank
9 Drain valve
Retur to tank

Ch 1 page 14 Engine
General
Apart from fuel lines and a fuel tank, a PDE

(Pumpe-Düse-Einheit) fuel system with unit
injectors consists of the following items:
PDE
• a feed pump
• a hand pump
• a fuel filter
• one fuel rail.
• a pressure relief valve
• One PDE type unit injector per cylinder.
The fuel system also includes an electronic
control system. The control system includes an
electronic control unit, the unit injector
solenoid valves and sensors.
FUEL
Diesel fuel oil

The composition of the diesel fuel oil has a great influence on the functioning and
the service life of the engine and the injection system.
The engine output and exhaust emissions are also dependent on the fuel quality.
The diesel fuel must meet European standard EN 590.
The table below shows the requirements for some of the most important properties:
Property Requirement
Viscosity at 40°C 2.0 - 4.5 mm2/s (cSt)
Density at 15°C 0.82 - 0.86 kg/dm3
Sulphur (concentration by mass) max. 0.3%
Ignitability (CET rating) min. 49
Flashpoint 56°C
Environmentally favourable fuels (low sulphur fuels)
There are three classes of so called environmentally favourable fuels (SS15 54 35).
Class 1 is sulphur-free and class 2 is low in sulphur. Compared with class 3 (normal fuel), these fuels are less
dense and this reduces engine power output.

Engine Ch 1 page 15
Fuel filter
Design
Fuel filter are of single-mounted type. The filter screw on to a
retainer which is bolted to the engine.
The filter consists of a metal container with a folded paper ele-

ment. The filter cannot be dismantled but must be changed as a
complete unit.
The fuel filter has no bleed screw and is bled by undoing plug 4
in the free inlet passage.
Function
Fuel is pumped into the inlet by the fuel pump. It then continues
through passages in the filter retainer to the upper part of the fil-
ter, down through the filter or filters and on to the outlet passage.
From there, the fuel is piped to the injection pump.
1. Filter retainer
2. Filter
3. Gasket
4. Plug
Fuel filter, constituent parts
Water separating prefilter
Note:
Close the shut-off cock when renewing
the filter.
The same intervals between changes apply as

for those for an ordinary fuel filter.
1 Shut-off cock
2 Drain valve

Ch 1 page 16 Engine
Temperature dependence of diesel fuel
At temperatures lower than those specified for the diesel

Warning
fuel, paraffin wax may precipitate from the fuel and block It is not permitted to mix
filters and pipes. The engine can then loose power or stop.
kerosene with diesel fuel that is
The diesel fuel is adapted for use in the specific climate of
already adapted for the climate
each country. If a vehicle or an engine is to be operated in a
temperature zone with lower temperature than normal, first concerned. This can damage
identify the temperature properties of the fuel concerned. the
PDE injectors. All use of
The properties of the fuel when cold can be improved by paraffin other than kerosene is
adopting one of the following measures before the tempera- forbidden, as it causes engine
ture drops: damage.
- If the fuel concerned cannot cope with the expected

temperatures, and diesel fuel is not available with the
correct temperature properties, we recommend that
an electric fuel heater is installed as a preventative
! Important
measure.
- The low temperature properties of diesel fuel may

be improved by adding kerosene as a preventative
measure. A maximum of 20% may be added. When It is not permissible to mix
refuelling, the kerosene should be added first, so that petrol with diesel fuel. In the
it mixes thoroughly with the diesel fuel. long term, petrol may cause
wear to the PDE injectors and it
Note: may also cause damage to the
It is prohibited to use kerosene in engine fuel
engine.
in some countries.
- To prevent water in the fuel from freezing and

forming ice, a maximum of 0.5-2% alcohol
(isopropanol) may be added.
Drain fuel tanks and drain or change fuel fil-

ters regularly.

Engine Ch 1 page 17
Feed pump
The feed pump 1 draws fuel from the fuel tank and forces it through the fuel filter 3
and into the fuel rail 4.
On the feed pump there is a hand pump 2.

The hand pump is used to vent air from the fuel system.
On the fuel rail there is a pressure relief valve 5.

The pressure relief valve constantly regulates the fuel pressure. When the pressure is too high,
the pressure relief valve opens, so that the excess fuel is returned to the fuel tank.
The fuel rail distributes the fuel to the unit injectors in each cylinder head.
The ECU control unit determines when the unit injectors must inject fuel into the cylinders.
Feed pump renewal
1
Clean the outside of the feed pump.
Remove the suction and pressure lines
from the feed pump.
Fit protective plugs.
2
Unscrew the bolts and remove the feed
pump. 6
3
Place a new O-ring onto the feed pump and
lubricate with O-ring grease.
4
Fit the feed pump.
5
Connect the suction and pressure pipes.
6
Bleed the fuel system; refer to Bleeding the 7
fuel system.
7
Start the engine and check for leaks.
1 Feed pump
2 Hand pump
3 Fuel filter
4 Fuel rail
5 Pressure relief valve
6 Bleeder nipple
7 ECU control unit

Ch 1 page 18 Engine
Diagnostic prosedure
Use of diagnostic kit, machine 810001 - 810052
Install the VCI (ECOM programming unit)

Moxy No.513376
1. Switch on the laptop.
2. Connect the cabel end (2) to the CANbus

connection in the cab wall. 2
3. Connect the USB plug (3) to the Laptop
4. Put in the USB key
5. Switch on the ignition key (If read the setting

parameters)
6. Start the engine. (If controlling of the param-
eters)
7. Start on laptop the engine ECOM program.
1
4
3
VCI
2
Engine Ch 1 page 19
S6 COO
Diagnostic Fault Codes Master

Measurement Slave
ECU Info/ID Diagnostic Faul Codes
Data Logs ECU Identification
E2 Program EEPROM
Engine Test
To read
the fault
codes
in the
coordina-
tor (EMS
COO.)
Only from
machine
810036.
VDO
Tacho EMS
COO
EST 37
EMS
S6 EMS
COO (CANbus
conne-
EST 37 ction)
IVC4(B)
Con-
nection Laptop
to the
EST37
(Trans- Rear cab
mission wall
diag-
nostic
system)

Ch 1 page 20 Engine
Use of diagnostic kit, machine 810053 -
2
Install the VCI (ECOM programming unit)
Moxy No.513376
1. Switch on the laptop.
2. Connect the cabel end (1) to the CT1 unit
3. Connect the USB plug (2) to the Laptop
4. Put in the USB key
5. Switch on the ignition key (If read the setting

parameters)
6. Start the engine. (If controlling of the param-

eters)
7. Start on Laptop the engine ECOM program.
1
4
3
VCI

Engine Ch 1 page 21
S6 COO
Diagnostic Fault Master

Codes Slave
Measurement Diagnostic Faul Codes
ECU Info/ID ECU Identification
Data Logs Program EEPROM
E2
To read
the fault
codes
in the
coordina-
tor (EMS
COO.)
Only
from
machine
810036.
VDO
Tacho EST 37
EMS
EMS COO
S6
CT1
(CANbus
conne-
ction) WB2
The CT1 has following func-
tions:
Connection point for all CAN- IVC4(B)
bus devices on the truck
Contains two independent
CANbus interfaces and han-
dles data transfers between Note: Only fitted on
these buses trucks with WDB
Connection point for engine Test port 810053-
diagnosis Laptop
Handle WDB monitoring and
alarm CT1
Handle histogram logging (In- (CANbus connection)
formation for service)
CANbus device connection

overview
810053-

Ch 1 page 22 Engine
S6
Diagnostic Fault Codes

Read out fault codes
Measurement
ECU Info/ID
Measuring of valves Data Logs
E2
Adjusting of parameters Engine Test

Engine Ch 1 page 23
Measurement
3 5 4
1 Boost pressure - filtered value Boost pressure - filtered value
A C
B
2
6
Boost pressure - filtered value
1. Move text line from the A section to B
2. Start the logging by the start button
3. Select "Viev the list" to watch the values or -
4. Move text linr to section C
5. select the "Osciloscope" to view the graphical diagram
6. Stop logging to select new variable

Ch 1 page 24 Engine
DTC Counter Status (YYYY-MM-DD:SS) Description

2000 1 Active -001--1--1-1-1 Engine temp sensor, sensor signal> 4 90 VI< -40°C

Engine Ch 1 page 25
Example to change temp alarm and warning:
Go to S6 ---> E2 ---> Program E2 parameter.
Read values.
Go to the column for values,

find the line for engine temp and change the value.
Then go to the "button" ; write values and click on it,

the value will now be change.
Confirm your choise

Ch 1 page 26 Engine
Ecom standard settings code
From Main Menu, Select:

S6
Program E2 parameters
Read values
Make changes
Write values
Typical MT
CID Description Limits Unit
Value Value
FE17 Low idle, ref engine speed 0 - 3200 650 rpm 650
Low idle, ref engine speed controller. 0-1 1
FE21 0 = use basic low idle, adjustable with CC-buttons
1 = Use FE17, not adjustable with CC-buttons
Oil temperature sensor on EMS available 0-1 0/1
FE65 0 = Not available
1 = Available
Use safety switch on accelrator pedal 0 -1 1 1
FE63 0 = Not available
1 = Available
FE67 Diesel fuel density, used only for fuel rate calculation 0 - 2000 840 g/litre 840
Reduced high idle after start 0-1
FD7D 0 = Enable
1 = Disable
Type of governor 0-1 1 1
FC8D 0 = RQ
1 = RQV
FCB1 High idle, ref engine speed 0 - 3200 23 - 2400 rpm 2420
Coolant level sensor 0-1 0/1
FD6F 0 = Not present
1 = From coordinator
Reaction to low coolant level 0, 1, 2, 6
0 = Alarm only
FD6D 1 = Torque limitation
2 = Stop engine
6 = Stop engine with override option

Engine Ch 1 page 27
Typical MT
Value Value
Reaction due to low oil pressure 0, 1, 2, 6
0 = Alarm only
FCB7 1 = Torque limitation
2 = Stop engine
Reaction due to high coolant temperature 0, 1, 2, 3, 0/1/6
0 = Alarm only
1 = Torque limitation on low limit
2 = Stop engine on high limit

FCB6
3 = Torque limitation and stop engine
7 = Torque limitation and stop engine with

override option
FCAF Engine coolant temperature shut-off limit 0 - 150 105 °C 105
FCF3 Engine coolant temperature torque limitation limit 0 - 150 95 °C 102
0, 1, 2, 3,
Reaction on CAN or accelrator pedal error 0/1
4, 8
0 = No action, low level
1 = Increased low idle

FCB5
2 = CAN shut-off
3 = CAN shut-off and increased low idle
4 = AUX_AN as redundant accelrator pedal
8 = Always use AUX_AN accelrator pedal
FC81 PTO mode 0, max engine speed 0 - 3200 3000 rpm 3000
FC80 PTO mode 3, fixed engine speed 0 - 3200 1500 rpm 1100
FD09 PTO mode 0, max torque 0 - 5100 5100 rpm 5100
FD0B PTO mode 1, max torque 0 - 5100 5100 rpm 5100
FD0D PTO mode 2, max torque 0 - 5100 5100 rpm 5100
FD0F PTO mode 3, max torque 0 - 5100 5100 rpm 5100

Ch 1 page 28 Engine
Typical MT
Value Value
PTO mode 1, accelrator pedal effective 0-1 1
FCA1 0 = Active
1 = Not active
FD11 PTO mode 4, max torque 0 - 5100 5100 rpm 5100
Low idle to adjust fuel adjustment. Droop function on

FE15 0-1
low idle
Accelrator pedal value converted to reference engine 480/2500/

FCE3 0 - 3200 array x 4 rpm
speed 2500/2500
0/100/
FCF9 Accelrator break point for FCE3 0 - 100 array x 4 %
100/100
rpm/ 4,5/4,5/
FCE5 Droop values for different accelrator pedal values 0-8 array x 4
mg/st 4,0/0,5
0/20/80/
FCFB Accelrator pedal breakpoint for FCE5 0 - 100 array x 4 %
100
100 - 4900 Array x 2

Voltage breakpoints for 0% and 100% for redundant
FD77
Accelrator pedal connected to input AUX_AN on EMS 485/2693 mV 485/2693
Engine speed dependent friction torque. Breakpoints

FD73 0 - 5100 array x 4 Nm 0/0/0/0
in flash, 500, 1000, 1500, 2200 rpm
Engine speed and temperature dependant friction

FD75 torque. Breakpoints in flash, 500, 1000, 1500, 2200 0 - 5100 array x 4 Nm 0/0/0/0
rpm
Temp. breakpoints for 0% and 100% of fan friction

FD71 0 - 150 array x 2 °C 80/100
torque of FD75
Torque limit 2, extra torque curves for customer use.

Breakpoints for software version 2253: 1000, 1100,
FD13 0 - 5100 array x 12 Nm 12 x 5100
1200, 1400, 1600, 1800, 1900, 2000, 2100, 2200,
2300, 2400
Torque limit 3, extra torque curve for customer use.

Breakpoints for software version 2253: 1000, 1100,
FD15 0 - 5100 array x 12 Nm 12 x 5100
1200, 1400, 1600, 1800, 1900, 2000, 2100, 2200,
2300, 2400 rpm

Engine Ch 1 page 29
Engine control unit, ECU
This engine has an electronic management system, ECU Engine Control Unit
(also called EMS, Electronic Management System) with unit injectors (PDE) which provide each cylinder with
the right amount of fuel at the right time in all operating situations.
The ECU system consists of a control unit (S6) and sensors for speed, charge air temperature and pressure,
coolant temperature, oil pressure, accelerator pedal/throttle actuation which constantly emit signals to the con-
trol unit.
With the aid of this input data and the programmed control software, the correct fuel amount and correct injec-
tion time are calculated for each unit injector (PDE) under the specific operating conditions.
The ECU system sensors can also be used to emit signals to the instruments in the instrument panel.
The control unit constantly checks the sensors to make sure they are operational.
The control unit contains monitoring functions to protect the engine in the event of a fault which would otherwise
damage it. In the event of a fault, e.g. alarm level for low oil pressure or high coolant temperature, the S6 control
unit sends a CAN message to a coordinator.
The main task of the coordinator is to pass on data by means of CAN communication from the engine control
unit to other control units and signals to gauges and lamps in the instrument panel.
The coordinator also has monitoring functions.
When the ECU control unit detects a fault, the control unit diagnostics lamp comes on (left-hand lamp on the
instrument panel) and it stays on as long as the fault is active. At the same time, a fault code is generated which
can be read off via the coordinator on the diagnostics lamp in the form of a flashing code when a separate diag-
nostic switch is actuated. A flashing code may consist of a number of different fault codes.
When the coordinator detects a fault, a fault code is generated which can be read off on the coordinator di-
agnostics lamp (the left-hand lamp on the instrument panel) in the form of a flashing code when a separate
diagnostic switch is actuated.
If the torque reducing function is activated, the fuel amount is reduced to 70%, and if the engine shutoff function
is actuated, the engine is shut off at programmed alarm levels.
A separate PC-based diagnostics program is used

to read off the contents of the flashing codes.
Reading off the fault codes, and descriptions of these,
are also covered with writing in the section
Flash codes tables
Only authorised personnel are allowed to carry out

diagnostic procedures and program changes.
The positions of the sensors which emit signals to
the control unit are shown in the illustrations on next
page.
See the section

How to read fault codes from the ECU control unit,
for a description of how to read off flashing codes.
See the section

Flash codes tables
for a list of flashing codes for the control unit and
coordinator.
The installation instructions of ECOM softvare

is including the set. ECU Control unit

Ch 1 page 30 Engine
Wiring and cable duct
1 Cylinder 1–6
2 Coolant temperature sensor
3 Engine speed sensor 1 on flywheel
5 Connector to control unit
6 Charge air pressure and temperature sensor
7 Oil pressure sensor
Throttle position sensor

A throttle position sensor need to be added to the system.
The potentiometer provides the control unit with information about

accelerator position.
The accelerator position sensor (APS) has an integrated poten-

tiometer and two microswitches for throttle activation (idle safety
switch) and full throttle (kick down switch).
The idle safety switch tells the control unit whether the accelerator
is released or activated. This is primarily a safety feature to check
that the potentiometer is working as it should.

Engine Ch 1 page 31
Positions of sensors for ECU
1. Oil pressure sensor

2. Sensor for charge air temperature and pressure
3. Coolant temperature sensor
4. Engine speed sensor (2)

Ch 1 page 32 Engine
Diagnostic lamp and switch (810001 - 810035)
The diagnostics lamp comes on for one (1)

second when the system is started.
The diagnostics lamp will be lit continuously
while a fault code is active.
With the aid of the diagnostics switch, the

diagnostics lamps flash out any fault codes.
The diagnostics lamp remains lit continuously
while disconnecting, i.e. until voltage to the
control unit is switched off, provided that the
coordinator does not disconnect before this
point.
Diagnostic switch
The diagnostics switch for the ECU or the
coordinator is located to the switch
panel right hs
The diagnostics switch consists of a switch to

which a bulb for the ECU and a bulb for the
coordinator are connected.

Engine Ch 1 page 33
Diagnostic lamp and switch (810036 - )
The diagnostics lamp comes on for one (1)

second when the system is started.
The diagnostics lamp will be lit continuously
while a fault code is active.
With the aid of the diagnostics switch, the

diagnostics lamps flash out any fault codes.
The diagnostics lamp remains lit continuously
while disconnecting, i.e. until voltage to the
control unit is switched off, provided that the
coordinator does not disconnect before this
point.
NEW !
1
ECU diagnostics lamp (Engine Controller Unit)
and Coo diagnostics lamp (Coordinator)
(The same lamp for both of the functions)
2
Double Diagnostics switch
Diagnostic switch (From machine 810036)

The diagnostics switch for the ECU or the
Coordinator is located to the switch
panel right hs
The diagnostics switch consists of a double switch

for to select and read either the ECU or the Coordi-
nator.
Push the upper side and read the blink code for the Push upper
ECU. side for ECU
Push the lower side and read the blink code for the
Coo. Push lower
side for Coo
2
Double
switch

Ch 1 page 34 Engine
Fault codes
Troubleshooting using flash codes for the ECU control unit
• The diagnostics lamp for the control unit always comes on for a second when the
system is powered up.
• As soon as a fault is detected by the control unit, a fault code is stored in the EEPROM
and the diagnostics lamp for the control unit (the left-hand lamp on the instrument panel) lights up.
• The diagnostics lamp will remain permanently lit for as long as a fault is
active. Even if the lamp has gone off and the fault is no longer active, the code can
generally be read off in accordance with the instruction below.
• The diagnostics lamp for the control unit stays on during engine shutdown for as
long as the control unit and coordinator are powered up.
Checking:
• Fault symptoms
• Conditions in which the fault occurs
• How often the fault occurs
• If the diagnostics lamp lit up when the fault occurred
• If the diagnostics lamp went out by itself when the fault ceased
• If the fault codes have been erased

Engine Ch 1 page 35
How to read fault codes from the ECU control

unit
Reading fault codes for the ECU control unit:
The instructions below explain how to read fault codes in

the form of flashes from the diagnostics switch.
You can see how to interpret the flash codes on the next page.
How to read fault codes from the diagnostics lamp
1 Switch on the ignition.
2 Press the diagnostics switch for at least one second. Diagnostic lamp will light up.
3 A fault code will be flashed out on the diagnostics

upper lamp for the control unit.
This flash code consists of

long flashes (about 1 second long)
and
short flashes (0.3 seconds long).
Long flashes are equivalent to tens and short flashes to units.
Example: long - long - short - short - short - short - short = fault code 25.
See the example on the right. = 25

Repeat this procedure until the first flash code is repeated.
This means that the entire fault code memory has been flashed up.
If the fault code memory is empty, only one long flash
about four (4) seconds long is given.
See the example on the right. =4s

4 See the flash code table for a description and localisation of the fault.
5 The PC-based diagnostics tool must to be used to gain further information on the fault code.
6 A single, very long flash (4 s) means that there are no fault codes stored in the memory.
=4s

Ch 1 page 36 Engine
How to erase fault codes from the ECU control unit
The control unit memory has sufficient space to store 40 fault codes.
The fault codes are stored in two different places in the control unit.
Erasing with the diagnostic switch erases the fault codes that are flashed on
the diagnostic lamp.
However, the fault codes will remain in another memory which can only
be accessed using a ECOM.
Both fault code memories are erased at the same time with ECOM.
How to erase fault codes during pre-delivery inspection
Fault codes are to be erased with ECOM during pre-delivery inspection
so that both memories are empty when the engine is delivered to the customer.
How to erase fault codes using the diagnostics switch
How to erase fault codes that are flashed on the diagnostic lamp
is described below.
The fault codes are still stored elsewhere in the control unit.
These fault codes are erased with ECOM.
1 Start and switch off the engine once so that a shutdown test is carried out.
Wait until the ECU warning lamp has gone out.
2 First press and hold the diagnostics switch, then turn the starter key
to the drive position.
Keep pressing the diagnostics switch for between 3 and 10 seconds.
The passive fault codes will then have been cleared.
When the engine is started again, the fault codes that are active
will be shown again.
3 Start the engine and check that the diagnostics lamp goes out.
4 Press the diagnostics switch.

The fault code memory should be empty; only one long
flash should be seen.

Engine Ch 1 page 37
Flash codes tables
This is a list of the flash codes which can be read and the fault codes to which they correspond.
One flash code in ECU S6 corresponds to several different fault codes.
Flashing code list for the EMS control unit

Code Description Code Description
PDE in cylinder 3: The solenoid valve does not
0 No fault detected. 53 work correctly.
Overspeed. One or both engine speed
11 sensors are displaying speeds in excess of 54 work correctly.
3000 r/min.
Engine speed sensor 1 faulty, or incorrect PDE in cylinder 5: The solenoid valve does not
12 signal. 55 work correctly.
Engine speed sensor 2 faulty, or incorrect PDE in cylinder 6: The solenoid valve does not
13 signal. 56 work correctly.
Coolant temperature sensor faulty, or PDE in cylinder 7: The solenoid valve does not
14 incorrect signal. 57 work correctly.
Charge air temperature sensor faulty, or PDE in cylinder 8: The solenoid valve does not
15 incorrect signal. 58 work correctly.
Charge air pressure sensor faulty, or incorrect
16 signal. 59 Incorrect signal in extra analog input.
Oil temperature sensor faulty, or incorrect

17 signal. 61 Incorrect control unit shutdown.
18 Oil pressure sensor faulty, or incorrect signal. 66 Shutdown due to coolant level
21 Coolant level sensor faulty. 68 Alternator charging incorrectly.

Starter motor function interrupted or not
23 Fault code internally in the coordinator. 69 activated.
Accelerator/brake. If the accelerator and brake
24 have been operated simultaneously. 82 Engine speed above ref. speed at start
Accelerator sensor/idling switch Fault in memory circuit (EEPROM) in control

25 Accelerator sensor/kick-down switch 83 unit.
Data transfer to the control unit memory
27 Engine shutdown bypassed. 84 (EEPROM) has been interrupted.
Incorrect temperature internally in the control
28 Shutdown due to oil pressure 85 unit.
Internal fault in the control unit: Fault in
31 Torque limitation due to oil pressure 86 hardware control.
32 Incorrect parameters for limp home function. 87 Fault in control unit RAM.
33 Battery voltage incorrect or no signal. 88 Internal control unit fault: Memory fault
Emergency shutdown switch activated in
37 accordance with CAN message from 89 Incorrect seal: Illegal editing of software.
coordinator.
43 CAN circuit faulty in the control unit. 93 Engine speed sensors faulty or not connected.
Immobiliser function. Ignition key code Shutdown due to high coolant
47 incorrect. 94 temperature.
There is an incorrect CAN message or no Torque limitation due to high
48 CAN message from the coordinator. 96 coolant temperature.
Incorrect CAN version in control unit or
49 coordinator. 98 Incorrect voltage supply to one of the sensors.

51 work correctly. 99 Internal hardware fault in the processor (TPU).

52 work correctly.

Ch 1 page 38 Engine
Troubleshooting using flash codes for the coordinator
• As soon as a fault is detected by the coordinator, it is stored in the EEPROM

fault code memory.
The diagnostics lamp for the coordinator (the right-hand lamp on Scania’s instrument panel) comes on when
the diagnostic switch is actuated.
• The EMS lamp also lights up to indicate that there is an internal fault in the
coordinator (fault code 23)
• Even if the lamp has gone off and the fault is no longer active, the code can generally
be read off in accordance with the instruction below.
How to read fault codes for the coordinator
1 Switch on the ignition.

2 Depress the diagnostic switch for at least 1 second.
3 A fault code will then flash on the diagnostics lamp for the coordinator
(the right-hand lamp on Scania’s instrument panel).
This flash code consists of long flashes (about 1 second long) and short
flashes (0.3 seconds long).
Long flashes are equivalent to tens and short flashes to units.
Example: long - long - short - short - short - short - short = fault code 25. Refer to the illustration.
= 25
4 Repeat this procedure until the first flash code is repeated. This means that the entire
fault code memory has been flashed up. If the fault code memory is empty, only one
long flash approximately 4 seconds long will be given.
5 See the flash code list on page 14 for a description and localisation of the fault.
How to erase fault codes
1 Turn the ignition off.
2 Depress the diagnostic switch while turning

on the ignition.
3 Hold the diagnostic switch down for

between 3 and 10 seconds.
4 This erases the passive fault codes.

The active codes must be rectified to make them
passive. They can then be erased.

Engine Ch 1 page 39
Overview of flash codes for coordinator
Description of
Code Cause Action Note
fault
The flash code is registered when
Check the accelerator See also fault codes
Incorrect signals from the the voltage from the accelerator
11 pedal sensor, connectors for the ECU control
accelerator pedal sensor. pedal sensor is outside the setting
and cables. unit.
range.
Check the cruise control When there are fault
Incorrect signals from the the voltage from the cruise control
12 switches, connectors and codes, the cruise
cruise control switches. switches is not within the correct
cables. control will perate.
range.
When this fault
The flash code is registered when occurs, the
No communication with Check CAN connectors
13 communication from ECU (S6) is cut diagnostics lamp
the engine. and cables.
off. for ECU (S6) also
comes on.
there is a short circuit between the Check the instrument
Short-circuit in the
14 output signal and earth or supply. panel, connectors and
tachometer signal circuit.
The flash code is registered after 10 cables.
seconds.
See also fault codes

for the ECU control
Faulty atmospheric The signal from the integrated unit. The signal is
15 Renew the coordinator.
pressure sensor. sensor is outside the range. not always required.
Check with Moxy
service.
The signals from the Check the brake pedal See also fault
The flash code is registered after 5
16 brake pedal switches switches, connectors codes for the ECU
minutes.
do not agree. and cables. control unit.
Short circuit in the there is a short circuit between Check the instrument If there is a fault the
17 engine temperature the output signal and supply. The panel, connectors and gauge will display a
gauge signal circuit. flash code is registered after 10 cables. low temperature.
seconds.
Short-circuit in the oil there is a short-circuit between Check the instrument If there is a fault the
18 pressure gauge signal the output signal and supply. The panel, connectors and gauge will display a
circuit. flash code is registered after 10 cables. high pressure.
seconds.
Short-circuit in the oil there is a short-circuit between Check the instrument If there is a fault
19 pressure lamp signal the output signal and supply. The panel, connectors and the lamp will not
circuit. flash code is registered after 10 cables. come on
seconds.
Different versions of
ECU does not have the same
the communications Replace the coordinator
21 version of the communication
protocol between the with a matching unit.
protocol as the coordinator.
coordinator and EMS.
Continued next page

Ch 1 page 40 Engine
Description of
Code Cause Action Note
fault
Certain inputs and
outputs become
The supply voltage is The supply voltage exceeds 35
22 Check the alternator. inactive. The
too high. volts for more than 2 seconds.
coordinator may
suffer damage.
Certain inputs and
The supply voltage is The supply voltage is less than 18 Check the battery and
23 outputs become
too low. volts for more than 2 seconds. alternator.
inactive.
Certain inputs and
The supply voltage is The supply voltage is less than 18 Check the battery and
24 outputs become
too low. volts for more than 2 seconds. alternator.
inactive.
Check value from
25 End of line (EOL) is
incorrect
Road speed sensor

26
signal missing or faulty.
The signal from the

RCB (remote Control
27
Box) switches are
implausible.
Incorrect signals from
28 the droop-settings
switches
Faulty remote start
29
switch or short circuit
No communication from
31 the slave-coordinator or
the master coordinator.
Short circuit in the

signal cable to the
32
coolant temperature
warrning lamp
Short circuit in the
33 signal cable to the
charge indicator lamp
Incorrect signal from the

34
Fixed speed switches
Fault in CAN
35
communication

Engine Ch 1 page 41
Renewing the control unit
Tightening torques
Control unit, screws 22 Nm
Work description
IMPORTANT!
The control unit may suffer damage if it is powered
when you unplug it.
Before removing the control unit you must switch
off the power with the starter key and wait for the
EMS warning lamp to go out.
1
Remove the covers over the connectors on the control unit and
then unplug the connectors.
2
Remove the control unit fixing screws and lift off the control unit.
3
Fit the new control unit and tighten the screws to 22 Nm.
4
Plug in the connectors on the control unit.
5
Do the necessary programming with ECOM. Start the engine.
Check the fault codes and then delete them in accordance
with the routine in troubleshooting booklet or with the PC-tool
ECOM if it is available.

Ch 1 page 42 Engine
Removing the ECU wiring
Drain the coolant from the engine as described in the work de-
scriptions for the cooling system.
2
Wash clean the rocker covers and the area
around them.
3
Remove the inlet pipe between the turbocharger and the air
cleaner.
4
Remove the air line to the compressor. The air line is located on
the left-hand cable duct.
5
Unplug the connectors from the control unit.
6
Remove the rocker covers.
On the 12-litre engine the crankcase ventilation must be removed
before the rocker cover on cylinder 1 can be removed.
7
Disconnect the cables from the unit injectors.
The screws cannot be removed, but they should be unscrewed
as far as possible.
8
Mark the cables with the respective cylinder numbers.
9
Remove the cable duct to which the cables are attached.
The unscrew the cable bushings in the lower rocker covers
and remove the cables.
10
Remove the charge air sensor and its clamps.
11
On engines fitted with an electricallycontrolled fan, separate
the connector on the fan ring, which is connected to the solenoid
valve. Remove the cable clamps as well.
Note:
Handle the engine speed sensors with
care. They are magnetic and are sensitive to
impacts.
14
Remove engine speed sensor 1 and its
clamps.
15
Remove engine speed sensor 2 and its
clamps.

Engine Ch 1 page 43
Fitting the wiring
Tightening torques:
Unit injector solenoid valves, screws: 2,0 +/-0,2 Nm
512562 Torque screwdriver
IMPORTANT!
If the screws are tightened too tight, there is a risk
that they may break. If this happens, the entire unit
injector must be replaced.
118 482

Ch 1 page 44 Engine
Work description:
1
Make sure that the inlet pipe between the
turbocharger and the air cleaner has been
removed.
2
Fit the cable ducts. Schematic illustrations
of the location of the cable ducts and their
components are shown below
1 Cylinder 1–6
2 Coolant temperature sensor
5 Connector to control unit
6 Charge air pressure and temperature sensor
7 Oil pressure sensor
3 Cylinder Connector Pin

Run the cables to the unit injectors.
Check that you have run the right cable to 1 B2 1 and 6
each unit injector by testing the cables with 2 B2 2 and 7
a multimeter as shown in the tables. 3 B2 4 and 9
4 A1 1 and 6
5 A1 2 and 7
6 A1 4 and 9

Engine Ch 1 page 45
4
Press the cables into the groove in the lower
rocker cover.
See the illustration about Fitting the wiring.
Note:
Take care when tightening the cable connection screws on
the unit injector. If a screw breaks, the unit injector must be
replaced.
107 519
5
Secure the cables to the unit injectors by
tightening the screws. Use torque
screwdriver 512562 and tighten the screws
to 2.0 +/- 0.2 Nm.
(6- 7- 8- Other type of Scania engine) 512562

9
Fit the oil pressure sensor and its clamps.
10
Fit the coolant temperature sensor and its
clamps.
11
Fit the charge air sensor and its clamps.
Note: Handle the engine speed sensors with
care. They are magnetic and are sensitive to
impacts.
12
Fit the auxiliary engine speed sensor and
its clamps.
13
Fit the main engine speed sensor and its
clamps.
14
Connect ECOM to the engine and check the
unit injectors by activating them. Check also
that the values from the sensors are correct.
15
Plug the connectors into the control unit.
16
Fit the upper rocker covers and tighten the
screws to 18 ± 3 Nm.
17
Fit the inlet pipe between the turbocharger
and the air cleaner.
18
Top up with coolant in accordance with the

Ch 1 page 46 Engine
Cylinder head
Special tools
512256 Slide hammer

8049 Impact drift 8049 8029
8029 Extractor for injectors
8019 Compression tester 512256 8019
8386 Sleeve for injectors

8405 Tool for turning flywheel
8387 Socket
8406 Press drift 8386 8405 8387 8406 8407
8407 Assembly drift
512260 Drift
512261 Handle
512257 Drift
512266 Pilot tap
512259 Drift 512260
512266 512258
512258 Drift
512261 512257 512259
512262 Guide
512265 Valve seat cutter
512263 Setting tool
512264 Setting tool
512262 512265 512263 512264

Engine Ch 1 page 47
Cylinder head, parts view.
1. Valve bridge 17. Bearing bracket 31. Gasket

2. Pin 18. Rocker arm for unit 32. Exhaust valve
3. Bolt injector 33. Valve seat insert
4. Collet 19. Adjusting screw 34. Intake valve
5. Valve spring collar 20. Hexagon nut 35. Flange bolt
6. Valve spring 21. Rocker arm 36. Flange bolt
7. Valve spring 22. Spacing sleeve 37. Rocker cover,
8. Valve stem seal (injection pump) upper section
9. Valve guide 23. Adjusting screw 38. Rocker cover gasket
10. Socket 24. Hexagon nut 39. Rocker cover,
11. Collet 25. Rocker arm lower section
12. Valve spring collar 26. Core plug 40. Rocker cover gasket
13. Valve spring 27. Unit injector
14. Rivet plug 28. Cylinder head
15. Tight-fit screw 29. Pin
16. Shaft 30. Rivet plug

Ch 1 page 48 Engine
Valve mechanism
The purpose of the valve mechanism is to actuate the

valves, causing them to open and close at the right times in
relation to the position of the crankshaft and piston.
The camshaft is located high up and driven by the timing

gears at the rear end of the engine so that it rotates at half
the speed of the crankshaft.
The camshaft cams (lobes), two for each cylinder, actuate

the valve tappets.
The pushrods have one end in the tappets and the other
end, via the rocker arms, transfers the movement from the
camshaft cam to the valves.
At one end of the rocker arm is an adjusting screw, the

spherical lower end of which rests in the pushrod so that the
tappet follows the camshaft at all times.
The correct clearance can be set with the adjusting screw to

ensure that the valve will close properly during combustion.
The valves seal against valve seat rings which are pressed
into the cylinder head to make a tight fit.
The valve seat rings are made of extremely durable material
to give them a long service life.
Should it be necessary, they are replaceable.
With four valves per cylinder, the total valve area becomes
greater, making it easier to fill the cylinder with air. At the
same time, less energy is consumed in forcing out the ex-
haust fumes.
The effort required for gas flow is reduced and engine ef-
ficiency is improved. This in turn leads to a reduction in fuel
consumption.
The injector can be located centrally, which improves com-
bustion and results in reduced emissions and lower fuel
consumption.

Engine Ch 1 page 49
1.
Open the bleeder nipple and drain the fuel
system by undoing the banjo screw on the
back of the fuel manifold.
! WARNING!
The fuel system must be empty or fuel

may run down into the cylinders, which
will result in a great risk of liquid 1. Bleeder nipple
hammering. If fuel runs into the 2. Banjo screw
combustion chamber, it must be removed
immediately using a pump.
2.
Clean the rocker cover and the surrounding
area.
3.
Remove the top part of the rocker cover.
4.
Relieve the pressure on the valves by
undoing the bolts on the rocker arm shaft
alternately.

Ch 1 page 50 Engine
! WARNING!
Do not lean over the engine when

removing the rocker arm shaft. The unit
injector spring is pre-tensioned and can
come loose, causing personal injury.
Note:
If the spring comes loose from the

unit injector, the unit injector must
be renewed.
5.
Remove the rocker arm shaft.
6.
Remove the bearing bracket.
7.
Remove the pushrods.
Note: The pushrod for the unit injector is
secured with a retaining ring. Jiggle
and pull carefully on the pushrod to
loosen it.
8.
Remove the valve bridges.
9.
Remove the lower rocker cover.

Engine Ch 1 page 51
10.
Remove the fork clamp bolt holding the unit
injector in place.
1. Fork clamp
2. Fork clamp bolt
3. Unit injector
11.
Detach the cables on the unit injector. The
screws cannot be removed but undo them as
far as possible.
Note:
Do not lift the unit injector by the spring.
The spring can come loose.
12.
Turn the unit injector anti-clockwise until it
stops. Place the slide hammer 87 596
between the solenoid valve and the edge of
the lower rocker cover as illustrated.
Note:
If the slide hammer is placed
directly under the solenoid valve,
there is a risk of breaking the
solenoid valve.
Place the slide hammer as indicated by

the arrow.

Ch 1 page 52 Engine
13.
It is easier to position the slide hammer if one
of the lower rocker cover bolts is removed.
14.
Withdraw the unit injector. If the unit injector
is stuck, tap carefully with a rubber mallet on
the solenoid valve housing.
Important!
The unit injector is not to be dismantled.
Renew the entire unit.
512256
15.
Remove the sealing washer from the bottom
of the injector seat, (if it was left behind
when the unit injector was removed).
16.
Detach the intake manifold, fuel manifold,
ventilation pipe for the cooling system and
the exhaust manifold.
17.
Remove the cylinder head. Mark the cylinder
heads if more than one is being removed at
the same time.

Engine Ch 1 page 53
Dismantling
1.
Remove collets, valve spring collars, springs and valves.
Press the spring down using tool 8406 in a press so that the 8406
collets can be removed.
2.
Mark and place the valves in a rack so that they can be
refitted in the same position in the cylinder head.
3.
Mark the cylinder heads if more than one is removed at the
same time.
Renewing the valve stem seal
1.
Remove the valve.
2.
Remove the valve stem seal with a pair of pliers.
8407
3.
Fit the valve.
4. Tap in a new valve stem seal carefully using tool 8407

and a hammer.

Ch 1 page 54 Engine
Replacement of valve seats
1.
Remove the valve seat inserts. Use a discarded valve that has
been ground so that the diameter of the disc is slightly smaller
than the inside diameter of the seat.
2.
Fit the valve and weld around it with an electric welder.
Cool with water. Turn over the cylinder head and knock the
valve stem so that the valve and seat insert fall out.
! WARNING!
Use protective goggles. Always turn the cylinder

head around with the underside downwards when
tapping out the valve seat ring. Otherwise there is a
risk of loose splinters causing personal injury.
3.
Press in new valve seat inserts. Use drift
512260 and handle 512261.
Cool the drift and valve seat to approximately 80°C in
dry ice or using liquid air.
Pressing must be carried out rapidly.
! WARNING! 512261
512260
Be careful with the above-mentioned

coolants and cooled components.
There is a risk of frost injuries.
Oversize valve seat inserts can be fitted if the

valve seat insert position has been damaged.
If this is the case, the seat must be machined
using valve seat cutter 512265.

Engine Ch 1 page 55
Machining the valve seats insert
Machining values
Inlet valve Exhaust valve

A = 1,9 - 2,6 mm A = 1,8 - 2,6 mm
B = 0,75 - 1,8 mm B = 0,66 - 1,8 mm
C = diameter 39,8 +/- 0,5 mm C = diameter 37,9 +/- 0,5 mm
(setting value for machining tool) (setting value for machining tool)
Work description
The following description applies to valve seat 512265

cutter 512265.
Machining values and over-sized valve seat
inserts, see Specifications and above.
1.
Check that the contact surface and the
magnetic base are smooth and clean. Clean
the valve bushings.
2.
Select the largest spindle which slides
easily into the valve guide.Insert the guide
spindle and turn the feed screw to its
uppermost position.

Ch 1 page 56 Engine
3.
Select and fit the cutter.
4.
Release the quick-action lock and move the
pivot plate to the upper position with the
adjusting screw.
5.
Set up the dial on the cutter adjuster using a
valve.
6.
Adjust the cutter. Diameter 37.9 mm or
39.8 mm, see Machining values.
7.
Disconnect the magnetic base (position 2).
Insert the guide spindle into the valve
bushing. Adjust the pivot plate so that the
distance between the cutter and the valve seat
is approximately 1 mm.
Centre the tool precisely.
8.
Connect the magnetic base (position 1).
9.
Apply the quick-action lock. Make sure the
crank can be turned easily. If not, redo the
centering.

Engine Ch 1 page 57
10.
Machine the valve seat by cranking clockwise while turning
the feed screw.
Never crank counterclockwise, as this could damage the
cutter.
Lubricate with cutting oil during the procedure.
11.
When the machining of the valve seat is
completed, reduce the cutting pressure by
turning the crank 23
turns without feeding.
Then continue to turn the crank while turning
the feed screw anti-clockwise. The valve seat
cutter is now ready for the next valve seat.
Renewing the valve guides
1.
Press out the valve guides using drift 512259. 512259
2.
Press in the new valve guides using drift 512258
Press the guide down as far as the
drift allows, i.e. until it makes contact with
the spring seat in the cylinder head. 512258

Ch 1 page 58 Engine
Renewing PDE unit injector sleeves
- The cylinder head must be removed when

renewing the injector sleeve.
- The valves do not need to be removed.
- The illustration shows the cylinder head with
valves removed to demonstrate clearly the
512560
work described.
512262
1. 512266
Thread the bottom part of the sleeve with
pilot tap 512266 and guide 512262 512560
2.
Knock out the pilot tap and sleeve from
underneath. Use a 100 mm metal rod with a
9 mm diameter.
3.
Degrease and check the contact surfaces of
the sleeve and cylinder head. Smooth off any
burrs and irregularities that may score the
sleeve.
4.
Degrease the new injector sleeve and apply a
thin film of sealing agent 351161-- on the
sleeve and cylinder head contact surfaces.
5. 512561
Press in the sleeve with drift 512561 and
guide 512262 512262

Engine Ch 1 page 59
Assembly
1.
Lubricate all parts well with engine oil
before assembly.
8406
2.
Fit the valves in the their guides and
position the cylinder head in a press.
3.
Fit the valve springs and the valve spring
collars.
4.
Compress the springs using tool 8406 and
fit the collets, making sure that they go into
their correct positions.
Fitting
1.
Check liner height, refer to Measuring the
cylinder liner height.
2.
Fit a new cylinder head gasket.
3.
Fit the cylinder head and ensure that the
guide pins fit into the holes.
4.
The cylinder head bolts can be reused up to 3 times.
Therefore, make sure the bolts
have no more than 2 punch marks on top of
the bolt head. If any of the bolts has 3
marks, it must be replaced with a new one.
5.
Lubricate the threads on the cylinder head
bolts and the surface under the head.
6.
Tighten the bolts in the order given in the figure and in three
stages + 90° as follows:
• Tighten all bolts to 60 Nm
• Finally, tighten all bolts a further 90°
• Make a mark with a centre punch on the head of the bolt.
7.
Fit the lower part of the rocker cover and
tighten the bolts to 26 Nm.

Ch 1 page 60 Engine
PDE Injectors
Each unit injector consists of a pump element, a solenoid valve

and a nozzle. In this way, it is possible to control the fuel injection
for each individual cylinder.
EMS (Engine Management System) is the electronic system that

controls both how much fuel each unit injector should inject into
the cylinder and also when the unit injector should inject the fuel.
This control of the injection means that we can optimise the com-
bustion, which in turn leads to cleaner exhaust gases.
The control unit is the brain of the EMS system. The control unit
processes the information both from the sensors and the compo-
nents that are part of the EMS system and also from the control
units in other systems.
When the control unit has processed the information, it then trans-
mits signals to the unit injectors.
The signals control the injection of the fuel.
The EMS system makes possible such functions as for example a

special cold start programme.
Fitting the PDE injector
Specifications
Tightening torques:
Lock nut on rocker arm 39 Nm
Bolt for fork on unit injector. 20 Nm + 75°
Bearing bracket and rocker arm shaft 105 Nm
Screws for cable connections on unit injector 2 +/- 0.2 Nm
Special tools
Number Description Illustration

512562 Torque screwdriver

Engine Ch 1 page 61
IMPORTANT!
Check the unit injector spring
diameter before adjusting and ensure that the
correct tool is used when adjusting the unit
injector.
Note:
All work that involves opening the fuel
system must be completed in the following way:
Start the engine and check for leaks. Allow the

engine to run until it is running smoothly.
Check and delete any fault codes that are

registered in the control unit after the work has
been completed.
1
Make sure that the old seal is not at the
bottom of the injector seat. Clean the sealing
surfaces in the injector seat.
IMPORTANT!
Always renew the flange screw, O-rings and
seal on unit injectors that have been removed.
Make sure all sealing surfaces are clean.
2
Lubricate the unit injector O-rings with
O-ring grease, part No. 512086
3
Fit a new sealing washer on the unit
injector. A rubber insert will keep the seal in
place on the unit injector.
! WARNING!
Check that there is no fuel left in the cylinder.
If fuel runs into the combustion chamber, it must be
removed immediately using a pump.

Ch 1 page 62 Engine
Note:
Make sure that the fork clamp and bolt are
dry and free of oil.
4
Place the fork clamp with screw in position
on the unit injector and insert it into the
cylinder head. Press down the unit injector
by hand as far as possible.
5
Torque tighten the bolt to 20 Nm and then a
further 75°. There are two marks on the
rocker cover with a 75° angle between them.

Engine Ch 1 page 63
IMPORTANT!
Make sure the pushrods are
placed in their correct positions. Make sure the
pushrod to the unit injector is firmly secured in
its lower position by the retaining ring.
IMPORTANT!
If the rocker arms have been
removed on more than one cylinder, the rocker
arm lock bolts must be completely unscrewed
before adjustment commences.
6
Refit the rocker arm shaft. Screw in the
bolts alternately so that they are tightened in
parallel or one of the bolts may bend.
Tighten the bolts to 105 Nm.
7
Check and adjust the unit injector as
described in the section:
Testing & Adjusting / Checking/adjusting the injector rockers.
IMPORTANT!
Make sure that the cable
terminals are the right way round when fitting
the cables to the unit injector.
8
Reconnect the cables on the unit injectors.
Their relative position is not important. Use
torque screwdriver 588 179 to tighten the
screws to 2 Nm.
118 482

Ch 1 page 64 Engine
IMPORTANT!
512263
Use torque screwdriver 512562 to avoid the
risk of shearing off the screws.
The entire unit injector must be renewed if

the screws shear off.
9
Refit the upper rocker cover and torque
tighten the bolts to 18 Nm.
10
Close the bleed nipple and tighten the banjo
screw.
11
Fill and bleed the fuel system. Refer to
Bleeding the fuel system.
Adjusting unit injectors
Important! The PDE31 unit injector is adjusted

using setting tool 512263 or a digital sliding
caliper.
This adjustment is important because an

incorrectly positioned unit injector may
result in poor performance and possible
breakdown.
Screw on the rocker arm adjusting screw 1 while

measuring the distance between plane a and the
top of the valve spring collar using a digital
sliding caliper.
NOTE !
Machine 810001-81108:
Dimension A = PDE31: 66.9 +/- 0.1 mm
Dimension B = PDE31: 36.5 mm
Machine 810109 (Tier 3) -

Dimension B = PDE32: 38,5 mm
Tightening torques
Lock nut on rocker arm: 39 Nm

Engine Ch 1 page 65
! WARNING!
Take care when carrying out the 512263

adjustment if the dimension is well
outside the adjustment dimension.
The spring is pre-tensioned and can cause
personal injury if it is released.
PDE31 512263
PDE32 512264 (Tier3)
See note previous side.
1.
Position setting tool 512263 or 512264 with the metal
plate around the injector spring.
2.
Finely adjust dimension A by simultaneously using a finger to
sense that the small piston 2 is level with the flat upper surface of 512263
the tool.
It is possible to sense differences of less than a tenth of a
millimetre.
3.
If tool 512263 (or 512264 (Tier3) is not available:
Measure the distance between plane a and the top of the valve
spring collar using a digital sliding caliper. Adjust the rocker posi-
tion by means of the adjusting screw until the dimension is 66.9
+/- 0.1 mm.
4.
Tighten the lock nut to 39 Nm.
5.
See on the section Testing & Adjusting:
Checking/adjusting the injector rockers.

Ch 1 page 66 Engine
Adjusting the valve clearance and unit injectors
1.
Fit the unit injector according to the section
Fitting the PDE injector, steps 1-11.
2.
Fit the pushrods.
3.
Fit the bearing bracket and torque tighten the
bolts to 115 Nm.
4.
Fit the valve bridges.
Important!
Lubricate the valve bridges with engine oil.
5.
Continue according to the section:
Fitting the PDE unit injector steps 6 - 11
Note:
Check and adjust the valve clearance and unit
injectors at the same time and with the engine cold.

Checking and adjusting the valve clearance:
1.
Turn the flywheel with tool 8405 so that the piston in cylinder
No. 1 is at TDC after compression.
2.
Check the valve clearance using a feeler gauge and, if necessary,
use the adjusting screw on the rocker arm to set the correct
clearance.
The clearance for intake valves should be 0.45 mm

and the
clearance for exhaust valves should be 0.70 mm
when the engine is cold.
The intake valves are actuated by the short rocker arms and the
exhaust valves by the long rocker arms. Make sure the valve
bridge is resting correctly against the valves.

Engine Ch 1 page 67
Checking, adjusting the PDE injector rocker arms
3.
Adjust the unit injector for cylinder No. 5.
See Adjusting unit injectors.
UP TDC
4.
Rotate the flywheel 1/3 turn at a time using tool 8405 and
repeat steps 1 - 3 and adjust as per the order of
adjustment below.
Order of adjustment for valve clearance:

1-5-3-6-2-4
Order of adjustment for PDE unit injector:

8405
5-3-6-2-4-1
Rotate the flywheel using tool 8405

so that the mark on the flywheel
is visible in the upper window
according to the table below.
NOTE !
The adjustable value for the injectors are aprox ±0,2 mm.
If the value is e.g. 0,8-1,0 mm, then check the position of
engine.
Start the adjusting prosedure again and follow the table be-
low.
Mark on flywheel Valve Adjust injector Adjust

(reading from at change on rocker arm on valve on
the top) the cylinder cylinder cylinder
TDC Up 0° 1 2 6
5 4 2
3 1 4
TDC Up 0° 6 5 1
2 3 5
4 6 3

Ch 1 page 68 Engine
NOTE !
Machine 810001-81108:
Dimension B = PDE31: 36.5 mm
Machine 810109 (Tier 3) -

Dimension B = PDE32: 38,5 mm
Placing of the tool 512263 (or 512264 (Tier3)
Check the clearanse, using a finger to sense that the small

piston is level with the flat upper surface of the tool.
It is a good idea to mark the rocker arm with a

pen after adjustment to keep track of what has
already been adjusted.
Torque tighten the lock nut to 39 Nm after

adjusting.

Engine Ch 1 page 69
Turbocharger
The purpose of the turbocharger is to increase the

volume of air entering the engine’s cylinders. With
more air the engine can burn more fuel and so de-
velop more power and achieve cleaner combustion
than a corresponding engine without supercharg-
ing.
The turbocharger is driven by the engine’s exhaust

gases and consists of a turbine part and a com-
pressor part. The compressor part compresses the
engine’s intake air.
The compressor wheel is mounted on the same

shaft as the turbine wheel. This shaft runs in a bear
ing housing between the compressor and turbine.
Higher power output from the engine gives more

exhaust fumes and the increased exhaust means
that the turbine wheel and therefore the compres
sor wheel rotate faster. In this way, the quantity of
air is adapted to engine requirements without any
special control devices.
The turbocharger wheel rotates extremely fast.

At full power, speed is about 100,000 rpm. At the
same time, the temperature on the exhaust side
of the turbine wheel is above 600°C.
This makes big demands on the rotating parts in

regard to balance, cooling and lubrication.
The shaft is mounted in two bushings which rotate

freely in the bearing housing. The bearing hous-
ing seals for the turbine and compressor consist of
seals which are similar to piston rings.

Ch 1 page 70 Engine
General
Foreign bodies
Note! Foreign bodies, such as grains of sand or metal fil-
Whenever working on the turbocharger, observe ings, in the turbine or compressor will damage their
utmost cleanliness. The oil intake and outlet con- blades.
nections must never be left open. A foreign body
in the bearing housing can quickly cause total This leads to imbalance and bearing wear. Engine out-
breakdown. put falls off and continued operation could give rise to
overheating damage on account of a decrease in the
Oil leakage supply of air.
With a clogged air cleaner, the vacuum in the intake
pipe will be excessive. There is then a risk that oil mist This type of overheating cannot be observed on the
will be sucked out of the turbocharger’s bearing hous- coolant temperature gauge.
ing.
Note!
If the seal on the turbine side is worn, exhaust gas is Never attempt to straighten a damaged impeller. It
blue when idling. will usually break in operation causing the turbo-
charger to break down and may also cause
If the oil outlet pipe from the turbocharger is damaged, enginedamage.
there is a risk of oil leaking out through the seals due Change the entire turbocharger.
to lubrication oil pressure.
Air and exhaust leakage
Oil filter Even small leaks in the line between the air cleaner
The turbocharger rotates at high speed, sometimes and turbocharger cause dirt deposits on the compres-
above 100.000 rpm. sor wheel.
The oil lubricates and cools the turbocharger. Efficient Charge pressure decreases with increased exhaust
lubrication is extremely important. There is no separate temperature, causing smoke. In addition, the engine
turbo filter and the oil passes through the engine oil is worn unnecessarily.
filter. For this reason, change the oil filter and clean
the oil filter assembly in accordance with our instruc- Exhaust leakage between cylinder head and turbo
tions. charger also results in lower charge pressure.
Use filter wrench 8388 when removing the oil filter. Cleaning the compressor wheel
Low charge pressure can be caused by a dirty com-
If the oil filter assembly is not cleaned, the oil filter will pressor wheel, for example.
soon become clogged and its resistance to the flow
of oil will increase. - Remove the compressor housing.
A valve in the filter holder then opens and allows the - Wash the compressor wheel using white spirit
oil to pass through the filter without being cleaned (fil- and a brush.
tered). Unfiltered oil is consequently supplied to the
turbocharger with heavy bearing wear as a result. - Fit the compressor housing and measure charge
pressure again.
The valve is designed for genuine Moxy filters and only
these should be used. Note!
The compressor wheel must not be removed from
the shaft. Imbalance may occur when it is refit-
ted.
Removing oil filter

Engine Ch 1 page 71
Special tools
8014 8388 8389 8391
8014 Dial gauge

8388 Filter wrench
8389 Deflection gauge
8391 Stand
1. Lubrication oil pipe

2. Ferrule
3. Union nut
4. Straight union
5. Seal
6. Straight union
7. Gasket
8. Lubrication oil return
pipe
9. Hose
10. Hose clamp
11. Bolt
12. Bracket
13. Bolt
14. Clamp
15. Clamp
16. Bolt
17. Gasket
18. Turbocharger

Ch 1 page 72 Engine
Measuring radial clearance and axial clearance
Measuring radial clearance and axial clearance does no

usually give any indication of the remaining service life of the
turbocharger.
When the turbocharger is not working correctly or sounds

abnormal, measuring charge pressure or measuring radial
clearance or axial clearance can show that the turbocharger is
defective.
To measure axial and radial clearances it is advisable to

remove the turbocharger and bolt it to a steel plate, which will
also serve as a base for the magnetic stand holding the dial
gauge.
Radial clearance
Take readings on both turbine wheel and compressor wheel.
1.
Place the tip of the deflektion gauge against the turbine
wheel and compressor wheel.
2.
Pull both ends of the shaft up. Take a reading.
3.
Press both ends of the shaft down. Take a reading. The
difference between readings is radial clearance.
4. Measuring turbine wheel radial

Repeat measurements three times on each side. clearance with deflection gauge
8222 and measuring stand 8209
5.
If any wheel rubs against the housing, despite radial clearance
being within tolerance, the turbocharger should be changed.
Measuring compressor wheel radial

clearanse with deflection gauge
8222 and measuring stand 8209

Engine Ch 1 page 73
Axial clearance
1.
Place the tip of the dial gauge 8014 against the end of the shaft.
2.
Press the shaft forwards and backwards and read the dial at
the end positions. The difference between readings is axial
clearance.
3.
Repeat measurements three times.
Wear limits for Holset:
Radial clearance 0.198-0.564 mm
Axial clearance
(after running in) 0.025-0.106 mm Measuring axial clearance with
dial gauge 8014 and measuring
stand 8391
If the turbocharger does not work:

1.
Check that there is no leakage or loose objects in the line
between the air cleaner and turbocharger.
2.
Check that there are no loose particles in the exhaust manifold
or intake manifold.
3.
Check that all valves are intact.
4.
Check the lubrication oil return pipe from the turbocharger for
blockage or deformation.
5.
Check the oil delivery pipe to the turbocharger for any blockage,
deformation and leakage under pressure.
6.
Check the condition and part number of the oil filter.
7.
Check that the air filter is not blocked and that there are no other
reasons for the abnormal increase of vacuum in the intake
system.
8.
Check that engine output is correct. Excessively high output
reduces the life of the turbo.

Ch 1 page 74 Engine
Renewing the turbocharger
Note:
When renewing the turbocharger, all gaskets and the
oil filter must be changed and the centrifugal cleaner
must be cleaned.
Removal
1.
Detach the delivery and return oil lines from
the turbocharger.
2.
Detach the exhaust pipe, induction pipe and
charge air cooler pipe from the turbocharger.
3.
Undo the bolts in the turbocharger base and
remove the turbocharger.
Fitting
1.
Check the connecting flange on the exhaust
manifold to ensure that there are no remnants
of the old gasket.
2.
Fit a new gasket and bolt on a new
turbocharger. Lubricate the exhaust manifold
bolts with high-temperature resistant
lubricant, part No. 561 205.
Tighten the turbocharger to 50 Nm and the
exhaust manifold to 59 Nm.
3.
Connect the oil supply and return lines.
4.
Connect the charge air pipe, induction pipe
and exhaust pipe.
5.
Disconnect the fuel valve’s power supply
(fuel shut-off) and turn the engine over with
the starter motor for at least 30 seconds so
that the lubricating oil will reach the
turbocharger.
6.
Start the engine and check that there is no
leakage.

Engine Ch 1 page 75
Pistons and cylinder liners
1. O-ring
3. Cylinder liner for steel piston
5. O-ring
6. Compression ring
7. Compression ring
8. Oil scraper ring
9. Circlip
10. Steel piston
12. Gudgeon pin
13. Circlip
14. Bearing bushing
15. Connecting rod
16. Crankshaft
17. Bearing shell
18. Bearing cap
19. Flange bolt

Ch 1 page 76 Engine
Special tools
8004 8005 8014 8224 8215
8036 8409 8390 8395
8004 Rule for dial gauge
8005 Drift
8014 Dial gauge
8224 Piston ring compressor
8028 Pressing tool
8036 Hydraulic cylinder
8215 Puller for cylinder liner
8049 Impact drift
8401 Dismantling tool
8409 Assembly tool
8390 Test apparatus for connecting rods
8395 Piston ring expander

Engine Ch 1 page 77
Connecting rods
The connecting rod and big-end cap consist of a single casting

which is split during the machining operation.
To prevent the big-end cap from being displaced in relation to the

connecting rod, the contact surfaces are provided with grooves
and guide pins. The surfaces are machined together to ensure a
precise and accurate fit. The parts are also marked so that they
can always be fitted in the same position.
The connecting rod and big-end cap are split obliquely, partly so
that the con rod bolts will not be subjected to excessive loads and
partly to enable the piston and con rod to be withdrawn through
the cylinder.
The upper part of the connecting rod is wedge shaped. This al-
lows a larger journal surface on the underside of the gudgeon pin
where load is greatest during combustion.

Ch 1 page 78 Engine
Removing and dismantling connecting rods and

pistons
1.
Remove the cylinder head and oil sump.
2.
Remove the piston cooling nozzle in the cylinder block.
Note:
The piston cooling nozzle must not be damaged. The oil jet
must hit the piston precisely. If it does not, the piston will
become too warm resulting in engine breakdown.
Damaged nozzles must not be straightened.
They must be renewed
3.
Remove the bearing cap and bearing shells.
Protect the oil way in the crankcase using, e.g. adhesive tape, ap-
plied with the sticky side out.
4.
Mark the piston and connecting rod before removing them. They
must be refitted in the same place and in the same way.
5.
Lift out the piston and connecting rod.
8005
6.
Place the connecting rod in a vice with soft jaws. Remove the
retaining rings for the gudgeon pin.
7.
Push out the gudgeon pin using drift 8005.
8.
Remove the piston rings using tool 8395, taking care to avoid
scratching the surface of the piston skirt with the piston rings.
8395
9.
When cleaning graphited pistons in a machine, the graphiting may
disappear.
This does not matter after they have been in use for a while.
However, new pistons should be washed carefully using white
spirit or the like.
Note:
Always inspect the connecting rod
in cylinders which have seized,
been filled with water or where the
valve has broken. Bent connecting
rods must not be straightened.

Engine Ch 1 page 79
Checking connecting rods

Check the connecting rods using tool 587 110.
Proceed as follows:
1.
When the gudgeon pin bushing has been
checked, insert the bearing cap as marked
and tighten the bolts to full torque.
2.
Mount the connecting rod in the tool using
the expander and place the gudgeon pin in its
bushing. Then place indicator studs on the
gudgeon pin.
Checking if connecting rod is twisted
- Check whether the connecting rod is twisted

with the indicator studs horizontal.
- Check whether the connecting rod is bent with

the indicator studs vertical.
- The distance between the indicator studs on the

tool illustrated here is 75 mm.
- The distance between one of the indicator studs

and the measuring surface must be max.
0.1 mm when measured using this tool.
- Check with a feeler gauge.
Checking if connecting rod is bent
- Also check whether the connecting rod is

bent into an Sshape.
This is done by measuring the distance between the outside
of the connecting rod bushing and the level surface of the
tool.
- Turn the connecting rod around and measure the

corresponding distance.
Important!
The difference must not exceed 0.6 mm.
Checking whether the connecting

rod is bent into an S shape

Ch 1 page 80 Engine
Renewal of bearing bushing in connecting rod
Use tool 512564 when renewing the bearing

bushing.
The tool comprises three parts:

1. Pressplate with guide pin
2. Press drift
3. Supports
There are different supports, depending on the

engine type.
The support marked with a D should be used for

the 12engine.
Important!
Before carrying out this
procedure, the connecting rod should be
checked for straightness in accordance
with Checking connecting rods
Work description
1.
Fit the correct support on the pressplate and
place the connecting rod so that the wide
end of the connecting rod is resting against
the support. Turn the press drift with the
smaller diameter against the bearing
bushing and press it out.
2.
Turn over the press drift and mount a new
bearing bushing onto it. Press in the bearing
bushing.

Engine Ch 1 page 81
3.
After pressing in a new bearing bushing, it
must be finish-turned. This requires special
equipment.
Refer to illustration for the dimensions

required.
Diameter, d = 54.030 - 54.043 mm

Surface quality = 0.6 Ra

Ch 1 page 82 Engine
Pistons
The pistons which are used in Moxy MT41 engine is of type; articulated pistons.
Articulated pistons are split and have an aluminium skirt and a steel crown.
(For the aluminium piston to resist the high pressure and high temperature prevailing in the com-
bustion chamber, the material is thicker at the piston crown and piston ring grooves than in the
remainder of the piston.)
One of the advantages of articulated pistons is that they can tolerate higher loads than conventional
pistons completely made of aluminium.
As the piston crown is made of steel it can withstand higher temperatures and pressure in the com-
bustion chamber.
This enables more power to be extracted from engines with articulated pistons.

Engine Ch 1 page 83
The bowl-shaped combustion chamber in the piston crown

has a protuberance in the centre. The design of this pro-
tuberance ensures that the fuel injected at the end of the
compression stroke is quickly mixed with the air in the com-
bustion chamber.
Piston rings
For the piston to travel freely, a gap is required between the
piston and cylinder liner.
The piston therefore has two compression rings which seal this
gap and conduct the heat from the piston.
The upper of these rings is exposed to higher pressure than the

intermediate ring and is therefore wedge-shaped, a “keystone”
ring, which increases the force pressing it against the cylinder
wall.
Since the greatest stress is on the upper piston ring groove,

and also to reduce wear, a reinforcement of cast iron is incorpo-
rated in the piston.
The bottom piston ring, the oil scraper ring, prevents oil from
the crankcase from finding its way up to the combustion cham-
ber.
In the oil scraper ring is a coil spring which presses it against

the cylinder wall.
The design and quality of the pistons and piston rings are ex-
tremely important for the reliability and lubrication of the engine
as well as oil and fuel consumption.

Ch 1 page 84 Engine
Assembling piston and connecting rod
1.
Clean the piston and its rings thoroughly
without scratching the sides of the ring
grooves. The oil holes in the piston should be
cleaned using a suitable drill.
2.
Make sure the piston ring gaps do not exceed
the permitted limit.
Place the piston rings in the cylinder liner
and measure the gap using a feeler gauge.
For permitted gap, see section entitled
Specifications, piston rings.
3.
Fit the piston rings using tool 8395. The
oil scraper ring has an expander. Pistons
rings marked with TOP must be turned with
TOP face up.
4.
Oil all the bushings, the gudgeon pin hole
and the gudgeon pin before assembling.
5.
Place one of the retaining rings in the piston.
6.
Turn the piston and connecting rod as
illustrated. The arrow mark should point
forward on the engine.
7.
Insert the gudgeon pin using tool 8005 and
fit the second retaining ring for the gudgeon
pin.
8005

Engine Ch 1 page 85
Cylinderblock
The cylinder block is a one-piece casting. It has 6 cylinder bores.

There is a separate cylinder head for each cylinder.
The seal between cylinder block and cylinder head consists of a

steel/elastomer gasket. Seals are bonded in place at the oil and
coolant passages.
Cylinder liner
The cylinder liners are of the “wet” type, i.e. they are
surrounded by coolant.
To ensure a good seal, the edge of the cylinder liner

protrudes slightly above the surface of the
cylinder block.
This ensures that the cylinder head gasket is pressed
against the cylinder head.

Ch 1 page 86 Engine
The inside of the cylinder liner is machined by what is known as plateau honing. This type of machining leaves a
fine pattern of grooves which ensures that the oil needed for lubrication between piston rings and liner remains
on the wall of the liner.
The design of the pattern is of major importance for ensuring low oil consumption in the engine.
Two sealing rings, one in the block and one in the liner, seal off the coolant jacket. The surface of the liner in
contact with the liner shelf seals off the lubricating oil.
In the space between liner shelf and sealing ring in the block is an overflow hole which discharges in the side of
the cylinder block under the side covers.
Leakage at any of the sealing surfaces will result in oil or coolant coming out of the overflow hole.
1. Seal for coolant

2. Support point for liner

Engine Ch 1 page 87
Removing the cylinder liners
1.
Mark the liners with the numbers 1-6. The
mark is necessary so that the liners can be
refitted in the same place and position as
previously.
Note:
The mark must be made only on the
surface indicated in the illustration.
Other surfaces are for sealing.
2.
Withdraw the cylinder liner using puller
8036
99 066 and hydraulic cylinder 8036. Fit
spacers under the support lugs to avoid
damaging the surface of the block.
3.
Remove the sealing ring in the cylinder
block.
8215
Cylinder liner extractor with hy-

draulic cylinder

Ch 1 page 88 Engine
Measuring the cylinder liner height
1.
Thoroughly clean the cylinder block liner
shelf, the face around the cylinder, the
cylinder liner shelf and the upper face of
the cylinder liner.
2.
Fit the cylinder liner without O-rings and
twist down by hand into position.
3.
Lift out the liner and wipe the liner shelf in
the cylinder block and the cylinder liner
shelf.
4.
Insert the cylinder liner without O-rings
and twist it down into position again by
hand.
5.
A = Measuring surface on cylinder liner
Place straight edge 87 198 with dial gauge
B = Measuring surface on cylinder block
98 075 on the liner and zero the dial gauge
C = Tip of dial gauge
to the liner (A). Slide the tip of the dial
D = Cylinder liner height D = A-B
gauge over to the cylinder block (B) and
measure the height of the liner (A-B) as
Measuring cylinder liner height
illustrated.
6.
Measure each liner at two diametrically
opposite points transversely across the
engine.
- The cylinder liner must be slightly above

the face of the cylinder block.
- The difference between the two

measurements on the same liner must not
exceed 0.02 mm.
- The height of the cylinder liner D (=A-B)

above the block should be 0.20 – 0.30 mm.

Engine Ch 1 page 89
Fitting the cylinder liners
1.
Check cylinder liner height as described in
the section entitled Measuring the cylinder
liner height.
2.
Make sure the interior of the cylinder block
is clean. Clean the O-ring surfaces.
3.
Check that the holes for coolant going to the
cylinder head and cylinder liner are not
clogged.
4.
Carefully check the cylinder liners, both new
and old, for cracks which might have arisen
during transport or careless handling.
5.
Tap the liner carefully with a metal object. It
should give a clear metallic ring if it is intact.
If it sounds cracked, renew it.
6.
Lubricate the sealing ring to be fitted in the
cylinder block with engine oil and fit it in
place.
7.
Lubricate the sealing ring to be fitted in the
cylinder liner with engine oil and fit it in
place.
8.
Turn the liner with the stamped cylinder
number facing forward and carefully tap it
down with a rubber mallet.
9.
Fit the scraper ring in place after the piston
has been fitted.

Ch 1 page 90 Engine
Fitting the piston and connecting rod
1.
Lubricate the piston, piston rings, cylinder
liner and piston ring compressor with engine
oil.
2. Remove the protection on the connecting rod

journal and lubricate the journal.
3.
Turn the piston rings so that the ring gaps are
evenly distributed round the piston.
4.
Fit the upper connecting rod bearing shell to
the connecting rod and lubricate the bearing
surface.
5.
For engines with a scraper ring in the liner:
Fit assembly tool 8409 instead of the
scraper ring in the liner.
6.
Carefully insert the connecting rod and piston
so that the arrow mark on the piston points
forward.
7.
Clamp piston ring compressor 8224 round 8224
the piston and push the piston down into the
cylinder past the assembly tool.
8.
Remove the assembly tool and press in the
scraper ring. Be careful to press it in straight
so that it does not tilt.
9.
For engines without a scraper ring in the 8409
liner: Insert the connecting rod and piston.
On aluminium pistons the arrow mark on the
piston should point forward.
10.
Clamp piston ring compressor 98 212 round
the piston and push the piston down into the
cylinder.

Engine Ch 1 page 91
11.
Fit the lower connecting rod bearing shell
into the cap and lubricate the bearing surface.
Fit the cap. Check that the connecting rod
and cap have the same marking and that they
are opposite each other.
12.
Lubricate the bolts, fit them and tighten to
20 Nm + 90°. Check that the pistons nozzles
are in perfect condition and fully open. If
necessary, blow clean with compressed air.
13.
Fit the piston cooling nozzle and tighten the
banjo bolts to 23 Nm.
Note:
The piston cooling nozzle must not
be damaged. The oil jet must hit the
piston precisely. If it does not, the
piston will become too warm
resulting in engine breakdown.
Damaged nozzles must not be
re-aligned, renew them instead.
14.
Fit the oil sump and tighten the bolts to
30 Nm.
15.
Fit the cylinder head. Tighten the cylinder
head bolts as described in the section
Cylinder head.

Ch 1 page 92 Engine
Flywheel and flywheel housing
NOTE:
23.
Timing gear plate,
engines with PDE
unit injectors
1. Flywheel housing 15. Stud 27. Cover

2. Seal 16. Rotation speed sensor 28. O-ring
3. Bolt 17. Contact housing 29. Crankshaft gear PF
4. Washer 18. Flange bolt 30. Pin
5. Flange bolt 19. Clamp 31. Ring gear
6. Flange bolt 20. Clamp 32. Flywheel
7. Flange bolt 21. Bolt 33. Circlip
8. Cover 22. Timing gear plate, 34. Ball bearing
9. Gasket engines with injection pump 35. Bolt
10. Flange bolt 23. Timing gear plate, 36. Washer
11. Cover engines with PDE unit injectors 37. Guide sleeve
12. Lifting eye 24. Stud 38. Crankshaft
13. Hexagon nut 25. Pin
14. Washer 26. Flange bolt

Engine Ch 1 page 93
Special tools
8006 8410 8412
8432
8006 Puller bolts 8432 Assembly tool Not illustrated:

8410 Drift 512556 Assembly tool
8412 Guide pins 512555 Assembly tool 512559 Air powered sprayer
512557 Cartridge adapter
512558 Nozzle
Removing the flywheel
8006
1.
Remove the engine speed sensor(s) in the
flywheel housing.
2.
Remove the bolts for the flywheel.
14” flywheel: Also remove the washer.
3.
Pull off the flywheel from the crankshaft
using puller bolts 8006

Ch 1 page 94 Engine
Renewing support bearing
1.
Remove the retaining rings on both sides of
the support bearing.
8410
2.
Knock out the support bearing from the
flywheel using drift 8410.
3.
Fit the inner retaining ring and fit the new
support bearing with drift 8410.
4.
Fit the outer retaining ring.
Renewing ring gear
Renew the flywheel ring gear if the gear teeth

have become so worn that the starter motor pinion
will not engage.
1.
Grind a groove as deep as possible in the ring
gear and crack it open with a chisel. Remove
the ring gear from the flywheel.
! WARNING!
Use protective goggles due to the risk of

metal shivers.
2.
Clean the contact surfaces on the flywheel
with a wire brush.
3.
Heat the new ring gear evenly around its
circumference to 100 -150°C.
4.
Place the heated ring gear on the flywheel so
that the marking with the part number is
facing the engine when fitting the flywheel.
Make sure the ring gear is securely against
the flywheel. If necessary, knock down the
ring gear with a plastic hammer.
5.
The ring gear must not be cooled rapidly but
be left to cool in the open air.

Engine Ch 1 page 95
Renewing the rear crankshaft seal
1.
Remove the crankshaft seal using a
screwdriver. Take care not to scratch the
sealing surfaces on the crankshaft and the
flywheel housing.
Note:
The crankshaft seal must be fitted
dry and must not be lubricated. The
sleeve in the seal should be left in
place until the seal is fitted.
The crankshaft should be
degreased before the new seal is fitted.
2.
Fit the new crankshaft seal using tool 512555.
Place the crankshaft seal on the tool and
fasten the tool with the bolts.
3.
Turn the tool clockwise until is stops in order
to attain the correct crankshaft seal position.
Removing the flywheel housing

1.
Remove the starter motor.
3.
Remove flywheel housing.

Ch 1 page 96 Engine
Fitting flywheel housing
1.
Remove all old sealing compound on the sealing surfaces of the
timing gear casing and timing gear plate.
Clean off any oil and grease using an alcohol based cleaning
agent.
Note:
The sealing surfaces must be absolutely clean and free from
grease. Do not touch the surfaces after degreasing.
2.
Apply the sealing agent (512565) on the timing gear housing with
the air powered sprayer (512559), cartridge adapter (512565) and
nozzle (512558).
The width of the bead should be between 0.8 and 1.2 mm.
Follow the pattern as illustrated.
Important!
Ensure that you apply sealing agent inside the screwholes,
but without allowing sealing agent into the crankcase.
The sealing agent may block channels and nozzles.
This is particularly important to bear in mind around oil ways,
where the flow of oil to the air compressor or injection
pump can be blocked.
Important!
Assembly must be completed within
25 minutes of starting to apply the sealing
agent.
Note:
The bolts are of various sizes and
lengths. Ensure that they are fitted
in the correct places. See also the
illustrations on the next page.
3.
Torque tighten the M12 bolts to 90 Nm and
the M10 bolts to 50 Nm.
4.
Fit the starter motor Apply the sealing agent on the timing gear
housing side against the transmission plate.
Apply the sealing agent around the screw
holes marked with arrows.

Engine Ch 1 page 97

Ch 1 page 98 Engine
Fitting the flywheel
1.
Fit two guide pins 8412 in the crankshaft flange.
2.
Fit the flywheel on the crankshaft.
NOTE!
Always use new bolts and washer .
512563
99 411
3.
Lock the flywheel using tool:
- 512563 for engines with unit injector.
4. 120 167
Torque tighten the bolts alternately to

130 Nm and then a further 90°.
5.
Fit the engine speed sensors).

Engine Ch 1 page 99
Timing gears
Gear drive
On the engine, the gear drive is located at the rear end of the
engine.
Important components like the injection pump and valve mech-

anism require precise operation and are therefore attached
to the rear end of the crankshaft, close to the flywheel, where
crankshaft rotation is smoothest.
The gear on the crankshaft drives two intermediate gears and

the oil pump gear.
One of the intermediate gears drives the camshaft. The cam

shaft gear in its turn drives the injection pump gear.
The other intermediate gear meshes with the gear for the air
compressor
1. Oil pump gear

2. Air compressor gear
3. Crankshaft gear
4. Intermediate gear
5. Injection pump gear
6. Camshaft gear
The camshaft and injection pump rotate at half the speed of the
crankshaft.
To facilitate correct assembly of the timing gears, the gears are

marked on a tooth or in the space between two teeth.
The injection pump gear has an oval hole for setting the injec-
tion timing (the a angle).

Ch 1 page 100 Engine
Belt drive collant pump, generator and AC com-

pressor
The coolant pump and alternator are driven by the belt drive,
as also is the A/C compressor.
(The fan is mounted on a special bracket and is driven by

the hydraulic system. See in chapter 5 Hydraulic system)
The drive belt is a “Multigroove V-belt”, i.e. the belt has numer-
ous V-shaped grooves on the drive side. The pulleys are of
corresponding design and the belt therefore has an extremely
large contact surface for its width. A large contact surface re-
duces the risk of belt slippage.
Included in the belt circuit are also jockey pulleys, the purpose
of which is to give the belt a good arc of contact round the pul-
leys.
An automatic belt tensioner is used to obtain the correct belt

tension.
1 Spacing sleeve
2 Roller
5 Roller
7 Belt tensioner
9 Poly V belt
10 Alternator
11 Coolant pump
12 A/C compressor
13 Pulley

Engine Ch 1 page 101
Renewing the seal in the front cover
1.
Remove the fan ring and the fan.
Thermostatic fan: Store it upright (vertical).
2.
Remove the belt(s), crankshaft damper and
belt pulley.
3.
Remove the driver bolts and withdraw the
driver. Mind the sealing surface.
4.
Pull or prise off the seal in the cover.
Take care to avoid damaging the sealing surface in the cover.
5.
Wipe the sealing surface in the cover clean.
Note: The crankshaft seal must be fitted dry and must not be
lubricated.
The sleeve in the seal should be left in place until the seal is fitted.
Tool 524615 with crankshaft seal
6.
Place the new seal on tool 8421 and press it in place by tightening
the diametrically opposite bolts alternately.
The seal is correctly fitted when the tool comes up
against the cover.
7.
Remove the tool by screwing the bolts into
the threaded holes.
8.
Wipe the driver sealing surface clean. Fit a
new seal on the end surface of the driver
and push the driver onto the spacing sleeve
on the end of the crankshaft.
9.
Bolt the driver to the crankshaft flange and
tighten the flange bolts to 135 Nm.
10.
Bolt the crankshaft damper and possibly the
belt pulley to the hub and tighten to 524615
110 Nm.
11.
Fit the belt(s), fan ring and fan.

onnecting rodsdamper
Crankshaft
he crankshaft.
at certain engine
ign of the engine, 1
erised as follows:
1.Oscillation damper
of the crankshaft)
eed throughout
aft. In relation to
eel, the rotational
ankshaft will
imes during each
oscillation, a
o the front end of
ver.
n the circular and
f the crankshaft
onto the crank-
e housing and ring

ment between the
t of the crankshaft
o rotate withimpulses
The power evenfrom the connecting rods give rise to torsional oscillation in the crankshaft. These
oscillations are severest at certain engine speeds which vary with the design of the engine, how it is
loaded, etc. 1.Oscillation damper
Torsional oscillation is characterised as follows:
The flywheel (at the “rear” end of the crankshaft) rotates at an almost constant speed throughout each
revolution of the crankshaft. Relative to the flywheel, the rotational speed of the front end of the crankshaft
will increase and decrease several times during each revolution.
To reduce the amplitude of the oscillation, a crankshaft damper is attached to the front end of the crank-
shaft.
A ring of steel is incorporated in the circular and completely enclosed housing of the crankshaft damper.
The housing is bolted onto the crankshaft.
There is a heavy oil between the housing and ring which damps the relative movement between the two.
The oscillation at the front of the crankshaft is damped by the ring striving to rotate with even speed.
The crankshaft damper has numerous belt grooves for a “Multigroove V-belt”, see also previous pages

Timing gear, view exploded
1. Camshaft 13. Intermediate gear 25. Roller tappet

2. Pin 14. Ball bearing 26. Circlip
3. Camshaft bearing 15. Snap ring 27. Flange bolt
4. Guide flange 16. Spacing sleeve 28. Banjo screw
5. Flange bolt 17. Bolt 29. Shaft
6. Thrust washer 18. Shaft 30. Pushrod
7. Camshaft gear 19. Crankshaft gear 31. Slide ring
8. Flange bolt 20. Oil pump gear 32. Snap ring
9. Compressor gear 21. Intermediate gear 33. Pushrod
10. Hydraulic pump wheel 22. Snap ring 34.
11. Flange bolt 23. Shaft 35.
12. Shaft 24. Spacing sleeve 36. Roller tappet

Special tools
Special tools, gear
8413 Drift
8133 Drift
8049 Impact drift
8414 Support drift
8405 Flywheel turning tool 8413 8133 8049
8414 8405
Special tools, replacement of camshaft bearing
8036
8467 8037
8467 Tool for replacing camshaft bearing

8036 Hydraulic hole cylinder
8037 Compressed air powered hydraulic pump

Intermediate gear
Intermediate gear
Removal
- The timing gear has two intermediate gears.
- One for the camshaft and pump drive and one

for driving the compressor.
- Both these gears should be removed in the

same manner.
1.
Turn the crankshaft so that cylinder number 1
is close to TDC. Use tool 8405 and ratchet
handle on the flywheel starter ring gear. 8405
2.
Remove the flywheel as described in the
section Removing the flywheel.
3.
Remove the flywheel housing as described in
Removing the flywheel housing.
4.
Manufacture a thread block according to the
sketch.
5.
The shaft on which the gear is located has a
groove. Fit puller 8414, slide hammer
8049 and the thread block. Loosen the gear
and shaft.
Note:
After removing the intermediate
gear, neither the camshaft or the
crankshaft must be rotated. This
may cause pistons and valves to 8414
collide and be damaged. 8049

1.
Press the shaft out of the bearing.
2.
Press the bearing inner race shell from the
shaft and remove the retaining ring.
3.
Place the removed bearing inner race in the
bearing and press out the bearing using drift
8413
4.
Press a new bearing onto the shaft journal
using drift 8413.
Note:
Do not press on the outer race. 8133
5.
Press the bearing and shaft journal into the
intermediate gear using drift 8133
6.
Fit the snap ring.
7.
Press the spacing ring onto the shaft journal.
Ensure that the shaft journal is on the press
table.

Fitting
1.
Check that cylinder number 1 is close to
TDC. The markings on the camshaft gear and
crankshaft gear must point towards the centre
of the intermediate gear.
2.
Lubricate the bearing surfaces.
3.
Fit the intermediate gear against the camshaft
gear and the crankshaft gear so that the
markings point towards each other.
4.
Fit the second intermediate gear.
5.
Tighten the bolts on the intermediate gears to
50 Nm + 60°.
6.
Fit the flywheel housing as described in the
section Fitting the flywheel housing.
7.
Fit the flywheel as described in the section
Fitting the flywheel.

Camshaft gear
Removal
1.
handle on the flywheel starter ring gear.
2.
Remove the flywheel as described in the 8405
3.
the section Removing the flywheel housing.
4.
Remove the intermediate gear.
Note: After removing the intermediate
gear, neither the camshaft nor the
may cause pistons and valves to
collide and be damaged.
5.
Remove the camshaft gear.
Fitting
1.
Fit the camshaft gear and torque tighten the
bolts to 63 Nm.
2.
Fit the intermediate gear as described in
Intermediate gear, fitting.
3.
4.

Crankshaft gear
Removal
1.
handle on the flywheel starter ring gear.
2. 8405
Remove the flywheel as described in the
3.
the section Removing the flywheel housing.
4.
Remove the intermediate gear.
Note:
After removing the intermediate
gear, neither the camshaft nor the
may cause pistons and valves to
collide and be damaged.
5.
Remove the crankshaft gear.
Fitting
1.
Fit the crankshaft gear and guide pin.
2.
3.
4.

Camshaft
Removal
1.
Remove the flywheel as described in
Removing the flywheel.
2.
Removing the flywheel housing.
3.
Remove rocker arms, pushrods and valve
bridges.
4.
Remove the camshaft gear.
5.
Remove the intermediate gear and the guide
flange bolts.
6.
Remove the timing gear plate.
7.
Remove the camshaft covers.
8.
Remove the valve tappets.
Note:
Mark the valve tappets because they
must be refitted in the same places.
9.
Pull the camshaft backwards. Take care not
to damage the cams and bearings.

Replacement of camshaft bearing
Work description
1.
Remove the camshaft according to the
section Camshaft, removal.
2.
Remove the camshaft cover at the front end
of the engine.
Note:
Wipe around the edges and the
bearing seat surfaces around the
old bearings to avoid damaging
the contact surfaces when fitting
the new bearings.
3.
Wipe the bearing seat surfaces clean around
the old bearings.
Note:
The recess in the bearing joint
must be turned towards the front
of the engine.
8467
4.
Place the new bearings in the space
between the bearing seats for the camshaft.
1. Threaded stem with eight flange nuts

2. Press drift
3. Flange
5.
Place the flange nuts on the threaded stem,
included in tool 8467, as illustrated.
8467

6.
Take the threaded stem and insert the end
with flange nut number 1 from the rear
edge of the engine past the rearmost
bearing seat. Insert it further through the
bearing seats and the new bearings until
flange nut 1 protrudes from the front of the
engine.
7.
Screw the flange part of tool 8467
securely onto hydraulic cylinder 8036
with two M6x12 bolts. Press together
cylinder 8036 if not already in neutral
position.
8.
Screw the flange securely to the hydraulic
cylinder at the rear of the engine with two
of M10x25.
9.
Screw on flange nut 8, from tool 8467, 8036
onto the threaded stem.

10.
Hang a new bearing on the stem at the front
of the engine.
11. Place the press drift on the threaded stem

and place the bearing on the drift.
Note:
The recess in the bearing joint
must be turned towards the flange
on the press drifts. Secure the
bearing on the drift by placing the
spring-loaded ball in an oil way.
The bearing is correctly located on The bearing
the drift when the ball and a is correctly
marking hole are centred on the located on
bearing oil hole. the drift when
the ball and a
marking hole
are opposite
12. the bearing’s
Clean around the bearing contact surface. oil hole
Note:
The marking on the drift must be
uppermost and vertical so that the
oil hole in the bearing will be
central to the oil ways.
13.
Hold the press drift with the new bearing
against the old.
Secure the threaded stem 8036

between the press drift and hydraulic
cylinder 8036 by tightening flange nut 8
on the stem.

Note:
The new bearing is in the correct position before the
old bearing is completely released. The new bearing
has the correct position when the distance from the
front edge of the cylinder block to the front edge of
the press drift has a permitted value according
to the table.
By -12 mm it means that the drift

should protrude 12 mm out of the
block.
Table for correctly located camshaft bearing
Camshaft bearing
no. Distance (mm)
1 -12 to -14
2 150 to 152
3 314 to 316
4 478 to 480
5 642 to 644 Contol measurement of

bearing number 1
6 806 to 808
7 970 to 972
14.
Press in the new bearing at the same time as
pressing out the old bearing with hydraulic
cylinder 8036 and hydraulic pump
8037. Check that the bearing is correctly
positioned by measuring.
15.
Carefully knock with a plastic hammer to
release the old bearing.

16.
Remove the press drift by detaching flange
nut 8 and pushing in the threaded stem.
Note:
The seats for camshaft bearings 2,
4 and 6 have two oil ducts. The
others only have the lower one.
17.
Check that the bearing oil hole is opposite
the cylinder block oil ducts. Extraction and pressing of bearing
number 2.
18.
Repeat the procedure for the remaining
bearings.
19.
Clean the sealing surface, take a new gasket
and fit the cover for the camshaft at the
front of the engine.
20.
Refit the camshaft according to the section
Fitting the Camshaft. Then perform a check
on the camshaft setting.
Check measurement of bearing

number 2

Fitting
1.
Fit the camshaft. Take care not to damage
the cams and bearings.
2.
Lubricate with engine oil and fit the valve tappets in the
same places as they were before removal.
Tighten the banjo bolts to 32 Nm.
3.
Fit the camshaft covers.
4.
Fit the guide flange bolts.
5.
Remove all old sealing compound on the sealing surfaces
of the timing gear casing and timing gear plate.
Clean off any oil and grease using an alcohol based
cleaning agent.
Note:
The sealing surfaces must be
absolutely clean and free from
grease. Do not touch the surfaces
after degreasing.
6.
Apply the sealing agent (512565) to the timing gear casing with
the special nozzle.
The width of the bead should be between 0.8 and 1.2 mm.
Follow the pattern as illustrated.
Important!
Ensure that you apply sealing
agent inside the screwholes, but without
allowing sealing agent into the crankcase.
The sealing agent may block channels and
nozzles. This is particularly important to
bear in mind around oil ways, where the
flow of oil to the air compressor or
injection pump can be blocked.
Important! Assembly must be completed
within 25 minutes of starting to apply the
sealing agent.

7.
Fit the timing gear plate on the engine block.
Tighten the bolts to 63 Nm.
8.
9.
Ensure that the markings on the camshaft
gear point towards the centre of the
intermediate gear.
10.
Fit the camshaft gear and torque tighten the
bolts to 63 Nm.
11.
Fit the flywheel housing as described in
Fitting the flywheel housing.
12.
Fit the flywheel as described in Fitting the
flywheel.
Checking camshaft setting

1.
Set the crankshaft to TDC after the
compression stroke on cylinder number one.
2.
Put two dial gauges against the valve spring
thrust washers.
3.
Adjust the rocker arms to remove the free
play and then adjust them further so that both
valves are open 0.1 mm.
4. Zero both the dial gauges.
5.
Turn the crankshaft one revolution in its
direction of rotation until TDC position is
again achieved.
6.
Read off both dial gauges and compare with
the values given below:
- Intake valve lifting height 0.37-1.47

- Exhaust valve lifting height 0.16-1.16

Crankshaft
Each compression stroke ”brakes” the crankshaft and each com-

bustion stroke attempts to increase the speed of rotation of the
crankshaft.
The pistons and connecting rods change their direction of travel

twice during each rotation of the crankshaft. This exposes the
crankshaft to numerous power pulses during each revolution.
The material is of major importance for the useful life of the crank-
shaft. Its design and surface treatment also help to extend its life
- for instance, the surface quality of the shaft journals is an impor
tant factor in providing protection against fatigue failure.
The bearing surfaces on the crankshaft are hardened to a depth

which allows them to be ground several times.
Only the bearing surfaces are hardened as it is important to retain

the toughness of the material in other parts.
The bearing shells of the main and big-end bearings consist of

three layers. An outer layer or backing of steel, an interlayer of
lead-bronze and, nearest the crankshaft, an overlay consisting
of a mixture of lead and indium or lead, tin and copper. The in-
nermost layer is usually worn away during the course of engine
utilization.
Thrust washers are used for endways location of the crankshaft

at the rear main bearing. These thrust washers are available in
different thicknesses so that the crankshaft can be adjusted to
the correct clearance. The thrust washers have the same types
of layer as the big-end bearing shells.

Removal
1.
Remove the crankshaft gear as described in
Removing the crankshaft gear.
2.
Remove the fan drive at the front end of the
crankshaft as described in Belt transmission,
Renewing the seal in the front cover.
3.
Remove the oil sump, oil suction pipe with
strainer and the oil pump.
4.
Remove the pistons and connecting rods as
described in Removing connecting rods and
pistons.
5.
Remove the crankshaft bearing caps and
main bearings.
Note:
The main bearings and bearing caps
are marked and must be refitted in
the same place.
6.
Lift out the crankshaft.
Checking and grinding

- Measure the crankshaft journals. Use a
micrometer to measure two diameters at right
angles to each other.
- If either of these diameters is lower than the

minimum indicated limit, regrinding of the
crankshaft should be considered.
- Consideration must also be given to oil

pressure, which is in turn affected by such
things as main bearing and crankshaft bearing
wear.

- When regrinding, stated undersizes must be

complied with. Suitable bearings are
available for these sizes.
- Refer to the next page for the diameters

required for different undersizes.
- It is important that the fillet radius of the

journals is correct.
- After grinding the journals, the oil hole

connections to the bearing surfaces should be
rounded off and polished.
Cylinder block
Reconditioning
Heat arising from the main bearings seizing and

rotating in the cylinder block will change the
properties of the material in the cylinder block.
These cylinder blocks must be discarded.
If the main bearing seizes but does not rotate in

the cylinder block, the cylinder block can be
overhauled. The main bearing seats must
comply with the demands on roundness given in
the table. Machining out-of-round main bearing
seats is something we do not recommend.
1. Measure the diameter at four different

positions as illustrated. The diameter must
be measured with the main bearing caps
tightened and without main bearings.
2. Check the dimensions with those in the

table.
Minimum Maximum Maximum

permitted permitted permitted
diameter diameter difference*
112.200 mm 112.222 mm 0.016 mm
*) Maximum permitted difference between the largest

and smallest diameter on the same main bearing
seat.

Dimensions when regrinding
Main bearing journals
Standard, diameter 107.978-108.000 mm
Undersize 1, diameter 107.728-107.750 mm
Hole recess radius 4.75-4.85 mm
Surface quality 0.25 Ra
Connecting rod journals
Standard, diameter 86.978-87.000 mm
Hole recess radius 4.8-5.2 mm
Surface quality 0.25 Ra
Width, max. 56.05
Radial clearance 0.20-0.35 mm
Thrust washers
Standard, thickness 46.70-46.78 mm
Oversize 1, thickness 46.86-46.94 mm
Axial clearance 0.18-0.37 mm

Fitting
1.
Lubricate the main bearings and place them
in the block.
2.
Lift in the crankshaft.
3.
Insert the main bearings in the crankshaft
bearing caps and fit them.
Note:
Fit the main bearings and caps in
the same place as before removal.
NOTE the machine serial number!

4.
Machine 810001 - 810108
Tighten the bearing cap bolts to 50 Nm
+ 90°.
4.
Machine 810109 (Tier3) -
Tighten the bearing cap bolts to 200 Nm
+ 90°.
5.
Fit the pistons with connecting rods as
described in Fitting the connecting rod and
piston. 200 Nm +90°
6. Fit the oil pump, oil suction pipe with strainer
and the oil sump.
7.
Renew the seal in the front cover. Fit the
spacing sleeve on the crankshaft journal. Fit
the driver and crankshaft damper. 90°
See Belt transmission, Renewing the seal in
the front cover.
8.
Fit the crankshaft gear as described in
Crankshaft gear, fitting.

Lubrication system
Oil pump
An oil pump, driven by the crankshaft gear, generates

the circulation required to provide lubrication oil to all
lubrication points so that it flows through the oil cleaner
and oil cooler.
The lubricating oil is sucked from the sump through a

strainer in the oil pump.
The oil pressure must be so high as to ensure that

each lubrication point receives the amount of oil
needed for its lubrication and cooling.
Too high oil pressure could cause excessive stress to 1. Oil pump
components in the lubrication system.
Particularly when the oil is cold

there is a risk that the pressure
will be high and for this reason
a safety valve is incorporated in
the oil pump. If the pressure is
too high the oil pressure valve
will allow oil to escape (and run
back to the sump) so that the
pressure will not be so high as
to cause any damage.
1. Oil pump
2. Flange bolt
3. Gasket
4. Flange bolt
5. Suction pipe
6. Strainer
7. Ring
NOTE! 8. Flange bolt
In the case of leakage or fault in the 9. Pipe
oil pump, it should not be recondi- 10. Seal
tioned but should be
renewed as a unit.

Lubrication oilways
The lubrication oil passes through channels in the cylinder block to reach the camshaft bearings and
the crankshaft main bearing.
Channels in the crankshaft feed the oil on to the

connecting rod bearings.
Lubrication oil for the rocker arms is led via a direct channel from the main oilway.
The channel is constantly pressurised.

The oil is led to the roller tappet shafts via grooves in the camshaft bearing.
The roller tappet shafts have drilled channels to lubricate the roller tappets.
1. Oil pump
2. Oil cooler
3. Oil cleaner centrifuge
4. Piston cooling nozzle
5. Oil filter
6. Oil sump

Oil pressure
Max. oil pressure: High lubricating oil pressure

Warm engine running at a speed above 800 rpm 6 bar (above 6 bar) is normal when
starting a cold engine.
Normal oil pressure:
Warm engine running at an operating speed of 3 - 6 bar
Min. oil pressure:

warm engine running at a speed of 1000 rpm 1.0 bar
The control system has the following alarm levels:

- at a speed of less than 1000 rpm and an oil pressure of less than 1.0 bar
- at a speed of more than 1000 rpm and an oil pressure of less than 2.3 bar
for longer than 5 seconds.
The following functions are available if there is an alarm:

- Alarm which only switches on the warning lamp and diagnostics lamp.
A fault code is generated in the control unit.
After an alarm, approved values should be registered for more than 1

second to reset the alarm.
The pistons are cooled by the lubrication oil.

Oil is sprayed up under the piston crown through
special nozzles, one for each cylinder.
Since piston cooling is not needed at low engine
rpm, an oil pressure valve in the oil cooler hous-
ing opens at 3 bar.
See the next page.

Oil cooler, engine
From the oil pump, the lubricating oil flows via passages in the
block to the oil cooler located inside the front side cover on the
right-hand side of the block.
The oil cooler is a plate heat exchanger.
All the oil flows through the cooler where it is cooled by the cool-
ant from the cooling system.
An oil pressure valve (5) is located in the coil cooler housing for
cooling the pistons.
It has an opening pressure of 3 bar. No piston cooling therefore
takes place at low engine speeds (idling).
See also under Lubrication oilways.
1. Oil from oil pump

2. Heat exchanger assembly
3. Oil from filter into engine
4. Cooled oil to paper filter
5. Delivery valve for piston cooling
6. Partial flow to centrifugal cleaner

Oil cooler view
1. Gasket 9. Gasket
2. Flange bolt 10. Cover
3. O-ring 11. Bolt
4. O-ring 12. Piston
5. Oil cooler 13. Spring
6. Oil cooler cover 14. Gasket
7. Flange bolt 15. Plug
8. Core plug

Renewing seals
1.
Remove the side cover and oil cooler from
the block.
2.
Remove the 4 bolts securing the oil cooler to
the side cover.
3.
Remove the oil cooler.
4.
Renew the 4 O-rings.
5.
Fit the oil cooler insert and bolt securely to
the side cover using 26 Nm torque.
6.
Bolt the side cover to the block.

Oil filter
From the oil cooler, the oil passes through a large-capacity full-
flow filter of paper.
This filter also cleans the oil to the turbocharger.
The oil filter has an overflow valve which opens if the filter be-
comes clogged. Unfiltered oil than continues to the engine and
only some of the oil is cleaned in the centrifugal cleaner.
It is therefore especially important to change the filter at the

intervals recommended in the Operating & Maintenance
Manual.
12
7
13
7
8
1. Filter head
2. Gasket
3. Seal
4. Straight union
5. Gasket
6. Flange bolt
7. O-ring
8. Pressure censor
9. Union
10. Overflow valve
11. Oil filter
12. Adapter
13. Screw

Centrifugal oil cleaner
Some of the oil passes from the main passage

in the oil cooler cover to the centrifugal cleaner
and then, after cleaning, flows back to the sump.
Surplus oil is drained back to the sump via an

overflow valve. This ensures that the pressure in
the oil system is not too high.
The centrifugal cleaner’s rotor is caused to spin

by the force of the oil which squirts out through
two nozzles at the bottom of the rotor.
Dirt particles are slung against the wall of the

rotor by centrifugal force and fasten there as a
coating.
6 510 525
The rotor should be dismantled and cleaned at
definite intervals according to the inspection pro
DC12 50
gramme included in the operator’s A 04manual.
P
6510525
1. Housing
2. Plug
3. Gasket
4. Spring
5. Piston
6. Plug
7. Washer
8.Shaft
9. Nozzle
10. Rotor
11. Strainer
12. O-ring (change when cleaning)
13. Rotorbowl
14. Nut
15. Snap ring
16. O-ring (change when cleaning)
17. Cover
18. Lifting eye
19. O-ring
20. Lock nut
21. Nipple
22. Gasket

Dismantling and assembly
- During routine cleaning of the oil cleaner, there

should be a certain amount of dirt deposits in
the rotor bowl.
- If this is not the case, it indicates that the rotor

is not spinning. The cause of this must be
immediately investigated.
- If the dirt deposit exceeds 28 mm at the

recommended intervals, the rotor bowl should
be cleaned more often.
1.
Undo the nut holding the outer cover and
remove the nut.
2.
Drain out the oil from the rotor
3.
Lift out the rotor. Wipe off the outside. Undo
the rotor nut and unscrew it about three turns
to protect the bearing.
Note:
The rotor must not be put in a vice.
Never strike the rotor bowl. This
may cause damage resulting in
imbalance.
4.
If the rotor nut is difficult to get loose, turn
the rotor upside down and fasten the rotor nut
in a vice.
5.
Turn the rotor counterclockwise 1,5 turns
by hand, or if this does not help, use M20 screw
and nut as shovn at the figure

6.
Grasp the rotor bowl and tap lightly with
your hand or carefully use a screwdriver between the rotor bowl
and the strainer so that the rotor bowl comes loose from the
rotor.
Note:
Never strike on the rotor directly as
this may damage its bearings.
6.
Remove the rotor nut and bowl from the
rotor.
7.
Remove the strainer located on the rotor. If
the strainer has fastened, prise carefully with
a knife or screwdriver at the bottom between the rotor and
the strainer.
8.
Scrape away the deposits inside the bowl
with a knife.
9.
Wash the parts.
10.
Inspect the two nozzles on the rotor. Make
sure they are not blocked or damaged.
Renew with new rotor if
any damaged on the nozzles.
11.
Make sure the bearings are not damaged.
Renew with new rotor if
any damaged on the bearing

12.
Position the O-ring in the lid. Renew the
O-ring if it is at all damaged.
13.
Assemble the parts and tighten the rotor nut
by hand.
14.
When tighten the rotor axle (point 15) its neccesarry to modified
the Socket spanner 8023 with to weld nut M20 without threads,
on the square end.
See the figure.
The socket spanner 8023 is still usable for the old type of the cen-
trifugalfilter after this modification
14. För att kunna dra fast rotoraxeln vid punkt 15

i detta Ti behöver hylsnyckeln 98 421 modifieras
med en mutter:
-Borra ur gängorna i en M20-mutter så att
den passar på hylsnyckelns fyrkantsfäste.
-Svetsa fast muttern.
Obs! Hylsnyckeln passar fortfarande för
den gamla centrifugaloljerenaren
efter ombearbetningen.

14.
Make sure the shaft is not loose. If it is, it can
be locked using screw locking compound.
First clean thoroughly using a suitable
solvent.
15.
Tighten the rotor shaft using socket 8023.
Tightening torque 34 Nm.
16
Refit the rotor and spin it by hand to make
sure it rotates easily.
17.
Inspect the O-ring on the cleaner housing
cover and fit it with a lock nut.
Tighten the lock nut to 15 Nm.

Cooling fan
The fan is driven by the hydraulic system and is moved to the hydraulic chapter.
Look in the chapter 5.

Cooling system
View of the cooling system
Cooling water sirculates in Charge air

the engine cooling system cooler
Fan
Thermostat
Expansion tank
Transmission cooler
Pump
Inlet from filter
Exhaust
To the cab heater

From the cab heater

Circulation
From the pump, the coolant is carried into the cylinder block’s longitudinal distribution ducting and then through
holes in the cylinder block, washes round the cylinder liners and flows up to the cylinder heads.
The coolant is also forced directly up into the cylinder heads from the distribution ducting via passages which
leads to the injectors and exhaust valves.
From the engine’s rear cylinder head the coolant flows forward through the pipe directly into the thermostat
housing, which is located on the left-hand side of the radiator shield.
The by pass in the thermostat housing forwards the coolant which is under the temperature limit for the ther-
mostat, back to the engine through the transmission cooler. The coolant which needs to be cooled, are going
through the open thermostat and to the radiator cooler system, through the transmission cooler and back to the
engine, where the coolant pump is circulating the coolant in the system.
The cab heater takes the heat coolant from the pipe line on the left-hand side of the engine, and after heating
the cab, the returned coolant is going to the transmission cooler.
The inlet air to the engine, is by the turbo compressor forced through the charge air cooler. The hydraulic driven
fan are also feeding the air through the air charge cooler and cools the air from the turbo compressor.
The pressure of the air, in the air charge system, to the cylinders is approx 1 - 2 bar, depend on the engine’s
rpm.
View of the radiator system
3 Engine
1 Thermostat cooler 6 Air condition
housing condenser
4 Charge
air cooler
5 Transmission
cooler 2 Radiator
shield

Disassemble the cooling unit
1
Drain the coolant and transmission oil.
First, remove both cover on the underside front frame left and
1
right side.
On left side of the transmission cooler unscrew the plug (Nv 13

mm) and drain the coolant from the engine and radiator.
On the right side under the transmission cooler unscrew the plug
(Nv 13mm) and drain the transmission oil from the system.
NOTE !
Use a clean drum or similar if the cooling water shall be
reused.
Its recommend to supply with new oil when refilling
oil to the transmission.
2
Disassemble the horn unit, remove the fastening wiring strips and
clamps from the brackets.
3
Disconnect the cooling hoses from the thermostat housing and the
outlet hose from the transmission oil cooler.
4
Disassemble the hose on the charge air cooler
5
Disconnect hoses between the expansion tank and the engine.
5
Disassemble oil hoses from the transmission oil cooler
and the fan motor.
NOTE !
Oil under hydraulic pressure !
The oil system for the fan motor is in the same oil system
as the brake, therefore it is recomended when disassemble
hoses or units from this system, allways to eliminate pressure
in the accumulator,
locate in front of the cab. (2 on left and side 2 on the right
side). this can be doing with to operate the brake pedal sev-
eral times. (Approx 15-20 times)

6
Disassemble the Air Condition condenser and the fastening
clamps from the fastening brackets.
Place the condenser on the left side of the engine.
NOTE !
Do not disassemble the Air Condition
hoses from the condenser filter or the compressor.
7
Fastening the lifting device to the radiator unit.
Check that all cooling pipes and hoses are disassembled
8
Disassemble the upper bracket between engine and fan bracket,
(3 screws).
9
Disassemble lower fastening 2 screws
(left and right hand side)
10
Carefully lift the cooler unit out from the frame.

Thermostat and thermostat housing
The engine have a double thermostat.
When a double thermostat are used they have the same

opening temperature as standard.
The thermostats use wax as the temperature-sensitive me-

dium.
At coolant temperatures below the opening temperature of the

thermostats, nearly all the coolant circulates between
the engine’s coolant passages and the coolant pump without
passing through the radiator.
When the coolant temperature in the engine is higher than the

temperature for fully open thermostat, the by-pass channel
is closed and all coolant flows through the thermostats and on
to the radiator.
If temperature equilibrium occurs within the operating range of

the thermostats, i.e. between the temperature limits for fully
closed and fully open thermostat, the thermostat valves will
assume a corresponding intermediate position.
Some of the coolant will then be directed to the coolant pump
without being cooled and the remainder directed to the radia-
tor.
1. Termostat housing
2. Thermostat
3. Gasket
4. Cover
5. Stud
6. Flange nut
Open thermostat - Closed thermostat -

full flow to radiator return to coolant pump trough
by-pass channel
1 1
2
1. Coolant from the engine
2. By-pass channel (back to the coolant pump)
3. Outlet to the radiator

Thermostat
Removing
1.
Remove the expansion tank filler cap.
Drain a sufficient amount of coolant from the

system.
2.
Remove the hose from the thermostat
housing cover.
Detach the thermostat housing cover and

remove the thermostat (double thermostat).
Fitting
1.
Clean the thermostat housing and check that
nothing obstructs the function of the thermo
stat.
2.
Insert the thermostat in the housing. Fit new
gaskets and screw the thermostat housing to-
gether.
3.
Fill the system with coolant.
See OPERATING & MAINTENANCE MANUAL
chapter 7 for the composition of the coolant.
4.
Start the engine and check that there are no
leaks.Check the coolant level and top up as
necessary.

Coolant pump
The coolant pump is located at the front side of the front cover on the right-hand side of the engine.
The coolant pump is driven by a multigroove belt directly from the crankshaft damper.
The pump is of centrifugal type and consists of a spiral shaped pump housing with an impeller directly
mounted on the driveshaft. The shaft is mounted in the housing and by means of two permanently
lubricated ball bearings.
The pump shaft bearing is sealed against the ingress of coolant by an elastic axial seal.
3
4
2
Circulation through coolant pump
1. Outlet to engine
2. By-pass channel
3. Static line
4. Return from charge air cooler
5. Coolant from radiator

Removing
1.
Drain the cooling system through the drain
taps in the block and in the pipe from the
outlet on the radiator.
2.
Remove any protection meshes and fan ring
with sealing ring to gain access to the fan.
3.
Remove the fan.
4.
Turn the automatic belt tensioner and prise
the poly-V-belt off the coolant pump pulley.
5.
Remove the coolant pump assembly.
Fitting the pump
1.
Clean old gasket debris from the sealing
surfaces.
2.
Fit the pump without damaging the seal(s). 1. Front cover
2. Gasket
3. 3. Pump cover
Fit the automatic belt tensioner. 4. Shaft with bearing
5. Sealing ring
4. 6. Impeller
Fit the (poly-V) drive belt and any protection 7. Pulley
mesh and fan ring with sealing ring. 8. Guide sleeve
9. Flange screw
5. 10. Flange screw
Fit the fan.
6.
Fill the cooling system. See booklet 00:03-01
for the composition of the coolant.
7.
Start the engine and check that no leakage
occurs. Check the level of the coolant and top
up as necessary.

Changing the pulley

501348
1.
Remove the pulley using puller 501348 and
drift 501349.
2.
Press the pulley on until it is flush with the
shaft end face.
501349
The pulley is removed
The pulley is pressed on

Changing the sealing ring
If coolant has leaked out inside the housing

behind the pulley, the sealing ring can be changed.
1.
Place the pump with pulley on a flat and level 501354
surface.
2.
Fit puller 501354 using two M 8 x 65 mm
bolts and drift 501349. Pull off the impeller.
501349
3.
Split the carbon ring on the seal and remove
the debris.
The impeller is removed

4.
Prise off the seal using two screwdrivers and
separator plates.
Note:
Do not damage the pump housing
gasket surface.
5. Apply sealing agent (501350) to the inside

and outside (brass sleeve) of the sealing ring.
Make sure that no sealing agent gets onto The seal ring is removed
other sealing surfaces.
Important!
Sealing agent (501350) should be used sparingly. There is a
risk of the sliding surfaces being glued together. 501351
6.
Press in the new sealing ring with drift
501351 until the edge of the brass sleeve abuts
against the pump housing. Keep it under
pressure for about 10 seconds.
Note:
It is very important that tool 501351 is used. It is designed to
correctly preload the spring which holds the seal.
The new seal ring is pressed in
7. Press on the impeller using drift 501351 until
the clearance between the gasket surface of
the pump housing and the end of the impeller
shaft is 13.3 - 13.7 mm.
Important!
The shaft must not change position in the pump housing as
there is a danger that the sealing ring would then also
change its position.
Puller for pulley 501348
Drift for pulley 501349
Puller for impeller 501354
Drift for pressing in A = 13,3 - 13,7 mm

sealing ring and for impeller 501351 The clearance is measured

External cleaning
Radiator
- Check that the radiator is not clogged on the air side and
that the cooling fins are not damaged.
- Carefully scrape the deposit off the radiator’s cooling fins.
If necessary, a paraffin-based engine cleaner can be used.
- Bent fins can be straightened using a wire brush, for example,
and exercising care.
Internal cleaning
Removing oil and grease
- If possible, run the engine until it has reached the operating

temperature and then drain the cooling system.
- Remove the thermostat.
- Fill the system with clean, hot water mixed with liquid
dishwasher detergent intended for household use.
Concentration 1% (0.1/10 l).
- Run the engine until warm for about 20-30 minutes. Do not
forget the cab heating system (if fitted).
Handling cleaning agents
- Drain the cooling system.
for the cooling system:
- Fill the system again using clean, hot water and run the
Read the warning label on
engine for approximately 20-30 minutes.
the container.
- Drain the water from the system.
- Refit the thermostat.
- Fill up with new coolant according to the specification on
page 33.
Removing deposits
- If possible, run the engine until it has reached operating temperature

and then drain the cooling system.
- Remove the thermostat.
- Fill the system with clean, hot water mixed with a commercially
available radiator cleaner based on sulphamic acid and containing Always collect fluid in a
dispersing agents. Follow the manufacturer’s instructions for mixing suitable container to avoid
proportions and cleaning times. spillage when draining
- Run the engine for the specified time and then drain the cooling coolant.
system. Dispose of used coolant
- Refill the system with hot water and run the engine for approximately through an authorized
20-30 minutes. waste disposal contractor.
- Drain the water from the system.
- Refit the thermostat.
- Fill up with new coolant according to the specification on page 33.


Specifications
General information
Cylinder configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . In-line engine

Number of cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Cylinder bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .127 mm
Stroke length. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154 mm
Swept volume . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.7 dm3
Number of main bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Firing order . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-5-3-6-2-4
Injection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Direct
Principle of operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-stroke
Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Liquid
Approx. weight, including alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 990 kg
Direction of rotation (engine viewed from rear). . . . . . . . . . . . . . . . . . . . . .Anti-clockwise
Compression ratio
Output
Engine speed See Operator’s Manual or Service Card for the particular engine
Torque
Oil capacity
Oil grade
Locking compound, lubricants, sealing compound
Activator T for faster hardening of locking compound . . . . . . . . . . . . . . . 3010

Locking compound . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 501186
Lubricant for exhaust pipe bolts and joints . . . . . . . . . . . . . . . . . . . . . . . . . 059560
Thread sealant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .501350
Sealing compound for flywheel housing. . . . . . . . . . . . . . . . . . . . . . . . . . . 512565
General tightening torques
The following tightening torques apply in general unless otherwise specified:
Thread M5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.7 Nm

Thread M6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . 10.2 Nm
Thread M8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . 26 Nm
Thread M10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . 50 Nm
Thread M12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . 92 Nm
Thread M14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . 149 Nm
Electrical system
System voltage.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . 24V

Alternator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . 80 A
Starter motor output. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . 6,7 Kw (9,1 hp)

Cylinder head
Intake valve
Valve head angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19.5

Minimum dimension A for ground valve . . . . . . . . . . . . . . . . . . . . . . . . . .. . . 2.6 mm
Distance between the surface of the cylinder head and the valve head . 0.75-1.8 mm
Exhaust valve
Valve head angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44.5

Minimum dimension A for ground valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8 mm
Distance between the surface of the cylinder head and the valve head . 0.66-1.8 mm
- Check dimension A for each valve.
- Grind the valves in a valve grinding machine
Minimum dimension A for ground

valve
Intake valve seat

Seat angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20.0°-20.5°
Width of contact surface A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.9 - 2.6 mm
Valve seat insert, outer diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46.054 - 46.065 mm
Seat for valve seat insert, diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46.000 - 46.016 mm
Seat for valve seat insert, depth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.25 - 11.35 mm
Oversized valve seat insert:
Outer diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46.254 - 46.265 mm

Cooling temperature when fitting valve seat insert . . . . . . . . . . . . . . . . . . approx. -80°C

Exhaust valve seat
Seat angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45.0°-45.5°

Width of contact surface A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8 - 2.6 mm
Valve seat insert, outer diameter . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . 44.081 - 44.092 mm
Seat for valve seat insert, diameter . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . 44.000 - 44.016 mm
Seat for valve seat insert, depth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.25 - 11.35 mm
Oversized valve seat insert:
Outer diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44.281 - 44.292 mm

Cooling temperature when fitting valve seat insert . . . . . . . . . . . . . . . .. . approx. -80°C
Tightening torques
Cylinder head bolts:

First tightening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 Nm
Second tightening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . 150 Nm
Third tightening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250 Nm + 90°
Nut for injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 Nm
Bolts for rocker arm bracket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..115 Nm
Nut for adjusting screw on rocker arm . . . . . . . . . . . . . . . . . . . . . . . . . .. . . .40 Nm
Bolt for rocker cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Nm
Bolts for exhaust manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . 50±5Nm + 60°
Bolts for turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..50 Nm
Valve clearances and unit injectors
Valve clearance, intake valve (cold engine) . . . . . . . . . . . . . . . . . . . . . . . . 0.45 mm

Valve clearance, exhaust valve (cold engine). . . . . . . . . . . . . . . . . . . . . . . 0.70 mm
Dimension for PDE31 unit injector (cold engine) . . . . . . . . . . . . . . . . . . . . 66.9 +/- 0.1 mm
Dimension for PDE32 unit injector (cold engine) . . . . . . . . . . . . . . . . . . . . 69.9 +/- 0.1 mm
Tightening torques
Adjusting screw lock nut on rocker arm for unit injector . . . . . . . . . . . . . 39 Nm

Adjusting screw lock nut on rocker arm for valves . . . . . . . . . . . . . . . . . . .35 Nm
Bolt for upper rocker cover. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Nm
Bolt for lower rocker cover. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. .26 Nm
Support bracket and rocker arm shaft . . . . . . . . . . . . . . . .. . . . . . . . . . .. . .105 Nm
Cable connection, unit injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .2 +/- 0,2 Nm
Cooling system
Number of thermostat. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 (dual thermostat)

Thermostat opening temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80°C
By pass closed at. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87°C
Fully open at.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95°C

Turbocharger
Wear limits
Shaft radial clearance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.198-0.564 mm

Shaft axial clearance (after running in) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.025-0.106 mm
Tightening torques
Bolts, turbocharger - exhaust manifold . . . . . . . . . . . . . .. . . . . . . . . . . . . . .63 Nm
Bolts in turbine housing (exhaust pipe) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Nm
V-clamps, exhaust and intake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10 Nm
Pistons and cylinder liners
Cylinder liner
Shims for cylinder liner, thickness. .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.20, 0.25, 0.30,

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . .. . . . 0.40, 0.50, 0.75 mm
Height of cylinder liner above cylinder block . . . . . . . . . . . . . . . . . . . . . . . 0.20 - 0.30 mm
Maximum permitted height difference on one liner between
dimensions measured at two diametrically opposite points. . . . . . . . . . . 0.02 mm
Pistons
Fitted with arrow on piston crown facing forward.
Piston rings
Number of compression rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Gap: 1st ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.35 - 0.60 mm
2nd ring. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.45 - 0.65 mm
Maximum clearance in groove, 2nd ring . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.25 mm
Rings marked “TOP” should be turned with the marking up.
Number of oil scraper rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Gap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.40 - 0.65 mm
Max. clearance in groove. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.25 mm

Connecting rods
Connecting rod and bearing cap marked 1 to 6.

Fitted with marking in.
Tightening torques
Oil sump bolts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Nm

Connecting rod bolts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Nm + 90°
Flywheel and flywheel housing
Flywheel
Maximum machining allowance for disc pressure surface: 2.0 mm
Ring gear
Heated to 100 - 150°C before fitting.
Tightening torques
Flywheel bolts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130 Nm + 90°

Bolts for flywheel housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M10: 50 Nm
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M12 : 90 Nm

Timing gear
Camshaft gear
Backlash against intermediate gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.03 - 0.15 mm
Injection pump gear
Backlash against intermediate gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.03 - 0.15 mm
Intermediate gear
Max. axial clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.238 mm
Camshaft
Axial clearance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.10 - 0.25 mm
Tightening torques
Bolts for camshaft gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 Nm

Bolts for intermediate gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 Nm + 60°
Bolts for compressor gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105 Nm
Connecting rod bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Nm + 90°
Main bearing bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 Nm + 90°
Bolts for driver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135 Nm
Bolts for crankshaft damper and pulley . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 Nm
Flange bolts and banjo bolts for valve tappets. . . . . . . . . . . . . . . . . . . . . . 32 Nm
Bolts for timing gear plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 Nm

Lubrication system
Oil cleaner
Permitted thickness of deposits on wall of cover . . . . . . . . . . . . . . . . . . . . max. 20 mm
Oil pressure valve (Note: not safety valve)
Oil pressure:
Idle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 bar
With warm engine running at 1000 rpm . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 bar
With warm engine running at 2,000 rpm . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5 - 6.0 bar
Free spring length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61.4 mm
Oil filter
Only use original MOXY filters.
Tightening torques:
Oil pump:
Bolts for oil pump cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Nm

Bolts, oil pump - cylinder block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Nm
Oil cleaner:
Lock nut for oil cleaner housing cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Nm

Nut for rotor bowl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tightened by hand
Rotor shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Nm
Oil nozzle for piston cooling:
Banjo bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Nm
Oil cooler:
Bolts for oil cooler insert. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Nm

Troubleshooting tables
White smoke
Effect Cause Troubleshooting Action
If possible: reduce en-

gine speed or put the
The white smoke starts engine under load
to turn blue and disap- Install a white smoke
Incompletely burnt fuel Cold engine
pears when the engine limiting device (exhaust
is warmed up brake)
Install flame heater
Install an engine heater
Injection timing too late
Inlet valve does not

open properly. Valve
adjustment disturbed.
Disconnect one delivery pipe at a time and listen for

Too much fuel in rela-
changes in the engine sound.
tion to air at low com-
bustion temperatures.
Broken delivery valve WARNING!
spring, uncontrolled Be careful when disconnecting the delivery
injection pipes as the pressure is extremely high and
could cause injury
Leaky injector, dripping
White smoke, water vapour
Test pressure (air 0.5 bar,

Leaky charge air cooler
liquid 4 bar)
Leaky cylinder head The fault is also present

gasket when the engine is hot
Water in the combustion
chamber If the fault is hard to trace:
Cracked cylinder head
(not cracks between valve Change all cylinder heads for exchange cylinder heads.
seats) (Or test pressurizing all cylinder heads. Heat the cylin-
der heads before pressurizing them.)
Crack in cylinder liner

Black smoke when running/under load
“Adjusted” injection
Check the lead seal Test in test bench
pump, attempt to boost
Injection timing too late
Inlet valve does not

open properly. Valve
adjustment disturbed

Broken delivery valve
spring, uncontrolled WARNING!
injection Be careful when disconnecting the delivery
pipes as the pressure is extremely high and
could cause injury
Leaky injector, drip

ping?
Too much fuel in rela-
tion to air at high com- Nozzle tip jams
bustion temperatures
More than 1 washer

under injector
Check charge air pres-

Fault in turbo
sure
Clogged air filter
High exhaust counter

See page 48
pressure
Worn intake valves
Clogged intake port

Black smoke on starting
Open the cover on the

actuator solenoid and
check with a finger on Take the pump to a
Engine difficult to start Binding control rack
the control rod that it Bosch workshop for
goes to the maximum repair
stop bracket.
Blue smoke
Oil coating past piston

rings
Oil leakage in turbo-

charger
Damaged piston cool- Change damaged

ing nozzles nozzles
Petrol in diesel oil
Fuel in the oil

Unburnt fuel passes Normally about 1% of
the piston fuel in the lubricating oil
per 200 h
Defective injector
Internal leakage in
injection pump (worn
pump element or crack
in pump housing)
Worn/broken O-ring at
Dilution of oil in sump
feed pump pushrod Check “blow-by” in crankcase
Correct value for new engine: 0 - +10 mm wc
(flow rate 60 - 100 l/min.)
Frequent cold starts Closed crankcase ventilation: -50 - +20 mm wc
Worn engine
Intake valve not open-
ing

Oil in coolant
Test pressurize the oil cooler

Oil cooler leaks when Note: classed oil cooler, test pressurized: 10 bar oil
engine is running on the oil side, 0.5 bar air on the water side, im-
mersed in water 25 - 27 °C
Defective cylinder head

gasket
If the fault is hard to trace:

Crack in cylinder head Change all cylinder heads for exchange cylinder
(not cracks between heads.
valve seats). (Or test pressurize all cylinder heads. Heat the cyl
inder heads before pressurizing them.)

Coolant/water in oil
Oil cooler leaks when Test pressurize the oil

engine is not running cooler, see above
Leaky O-rings at cylinder

Leakage in telltale hole? Change liner seals
Dilution of oil in sump liner
Water is condensed in
crankcase ventilation and
runs down into the sump
Run the engine until
Crack in cylinder head warm.
Remove the oil sump
Crack in water jacket and all side covers.
on cylinder block/cyl- Test pressurize the
inder head. (Coolant cooling system. Change the cylinder
runs down through the If coolant seeps out head for a exchange
pushrod hole.) behind side covers or cylinder head.
at the camshaft bear- If no leakage can be
Dilution of oil in sump ing there is probably found, change all cylin
a crack in one of the der heads for exchange
Crack in water jacket
cylinder heads. cylinder heads.
on cylinder head.
As a rule it is possible
(Coolant runs down via
to see which cylinder
the oil duct for rocker
head or heads are
arm lubrication.)
leaking.
Leakage in charge air Test pressure (air

cooler core 0.5 bar, liquid 4 bar)

Low oil pressure

Crankshaft bearing/ Max. oil pressure 2 bar Change to bearings of
main bearing of wrong also when engine cold the correct size. Check
size has been fitted on the bearing seats be-
reground crankshaft fore assembly
Excessive play in big-

end and main bearings
If the bushing slides

Seizing in camshaft all the way out of the
bearings bearing seat, the oil
pressure warning lamp
will come on.
The engine throws out
oil through the crank
case ventilation
Piston cooling nozzle
has come loose
Suction pipe to oil
pump has come loose,
the pump sucks air
Gauge shows low pres-
sure Extremely low lubricat Choose a viscosity that
ing oil viscosity is suitable for the ambi
ent temperature
Worn bushings or loose
shaft in oil cleaner Change rotor if bushing
is worn oval
Change worn/damaged
shaft
Broken O-ring on cy-
clone part of oil cleaner
Defective oil pump
drive
Internal leakage in oil Check that the oil
cleaner cleaner is correctly as-
sembled
Take a reading of the oil pressure on warmed-up
engine using a mechanical pressure gauge directly
Defective sensor/instru on the engine:
ment Minimum 1 bar at 800 r/min.
Maximum 6 bar > 800 r/min.
Incorrectly adjusted oil 1 shim = 0.2 bar
relief valve
Broken spring in oil Max. oil pressure 2 bar Check/remedy

relief valve at 2000 r/min relief valve
The piston in the oil re-

lief valve has jammed
in open position
Continue next page

Loosened guide plates

in the oil cooler prevent
passage of the oil
Worn/damaged oil
pump
Gauge shows low pres- Clogged oil cooler

sure
Loose screws in timing

gear’s intermediate
gear
Gauge indicates low The main oil duct (to Oil pressure at idling/
pressure at maximum piston cooling nozzles) low engine speed is
speed but not at idling plug in the rear of the not affected since the
speed engine has come loose delivery valve closes at
3 bar

High oil pressure (Engine warmed up)
Take a reading of the oil pressure on the warmed-

Defective sensor/ up engine using a mechanical pressure gauge
instrument directly on the engine:
Gauge indicates high Minimum 1 bar at 800 r/min.
pressure Maximum 6 bar > 800 r/min.
Choose a viscosity that

Oil viscosity too high is suitable for the ambi
ent temperature
Incorrectly adjusted oil

relief valve 1 shim = 0.2 bar
Piston in oil relief valve

Gauge indicates high
jammed in closed posi
pressure
tion
Valve in oil duct to pis
ton cooling nozzles is
binding
Abnormal wear (liner, piston rings, etc.)

Unclean intake air due
to leakage in intake
piping
Wrong grade of oil, pol

ishing damage
Changing of filters and

oil has been neglected
Low coolant tempera

Short service life
ture (cold engine)
Change the fuel

Change to oil with a
Excessive sulphur con higher base number.
tent in fuel Shorter oil change
intervals
Defective injector
(causes oil film to be
washed off)

Vibration, no driven components engaged
Wrong injection timing

spring
WARNING!
Individual injectors not Be careful when disconnecting the delivery
operating pipes as the pressure is extremely high and
could cause injury
Fan imbalance
Flywheel has come

loose
Crankshaft hub loos-
ened
Abnormally worn main

bearings
Vibration or unusual
noise at 1500 - 1700
r/min Defective vibration
Drive belts run off pul- damper
leys
Only when compressed Compressor operates

air compressor is with excessive counter
charging, worst at pressure (e.g. clogged
about 1000 r/min, see piping/air dryer) or
also page xx excessively high safety
valve opening pressure
Alignment fault Check engine align-

ment

Delivery pipe fractures
No clamping
Carelessly handled
delivery pipe
External corrosion on cylinder liner

Clean the cooling
Unsuitable corrosion system and fill up with
protection agent, glycol coolant as described
or water in coolant in the maintenance
instructions
Engine difficult to start

Leakage in suction
pipe
Air in fuel system
Leaky overflow valve
Low battery voltage
Starting aids are not

Ambient temperature normally needed at
too low temperatures above
-15 °C
Oil viscosity too high
Paraffin precipitation in
the fuel
Blocked intake or ex-

haust system
No fuel
Faulty injector

Fluid stroke
Leaky charge air Test pressure (air

cooler 0.5 bar, liquid 4 bar)
Leaky cylinder head

gasket

Change all cylinder heads for exchange cylinder
Starter motor not pow- Crack in cylinder head heads.
erful enough to pull the (Or test pressurize all cylinder heads. Heat the cyl
piston over the com- inder heads before pressurizing them.)
pression stroke (if the
engine fires a connect- Crack in cylinder liner
ing rod could be bent)
Water has entered the
engine via the exhaust/
intake system
Crack in water-cooled
exhaust manifold
Injector open
Knocking noise
Timing gears incor

rectly meshed
Exhaust valves close

The crankshaft gear
too late and strike the Check the valve timing.
has come loose
piston crowns
Valve mechanism not

operating
Disturbances in the
Rapidly increasing
supply of lubricant for
valve clearances
the rocker arms
Loosened big end Tighten to the torque

The piston strikes the
cap (wrong tightening specified in the Shop
cylinder head
torque after repair) manual
Foreign objects in the

piston crown
Continue next page

Piston seizure (may be

caused by clogged pis
ton cooling nozzles)
Worn collets on ex-

haust valves

Incorrectly adjusted
injection pump
Broken upper piston WARNING!

rings Be careful when disconnecting the delivery pipes
as the pressure is extremely high and could cause
spring (after-injection)
injury
Connecting rod bear-

ing seizure
Faulty injector (seized,

worn, incorrect or
cracked tip, fatigued
spring)
injector
More than 1 washer

under injector
Fuel leakage in flame

Check whether it leaks. (Take out the flame start and
start
run the engine with fuel pipe connected)
Loosened big end cap
Check the injection

timing
Melting damage on
piston crown
injector

High oil consumption
Piston ring seizure
Combustion tempera
ture too high?
Cylinder seizure
Liner wear Unclean intake air?
Carbon polishing
(in patches)
Piston ring wear Poor grade of oil?
Piston rings stuck
Tapered piston rings

fitted wrong way
Individual piston rings broken = incorrectly fitted

Several upper rings broken = start spray used
Broken piston rings wrongly, wrong injection timing (too early)
Several intermediate rings broken = worn rings or
grooves
Blue smoke under load
Check the clearance

between valve and
Worn valve guides guide.
High exhaust tempera
ture?
Poor grade of oil?
Oil level too high?
Check whether oil is

Defective shaft seals in
present in the compres
turbocharger
sor or intake manifold
Clogged air filter
Excessive vacuum in Measure the vacuum

the air intake before (max. 500 mm wc)
the turbocharger Check the air filter
Oil viscosity too low
Deformed/incorrectly
directed piston cooling
nozzles

High fuel consumption
Faulty injector
Low charge air pres-

sure
Check in a pump test

Adjusted injection bench that the amount
pump (Q-mm3/stroke) corre
sponds to specification
Manner of driving, oper

ating/load conditions
Low compression

Effect Troubleshooting
Check the compres-
Worn engine
sion
Broken piston rings
Incorrectly adjusted/
defective valves
Hydrostatic lock/bent
connecting rod
Take compression readings on a hot engine, with all

injectors removed, at starter motor speed
Check cylinders 1 - 6, then cylinder 1 again
Check that starter motor speed does not drop
Correct reading: 20 - 30 bar
Max. 3 bar difference between cylinders
Low engine output
Check the feed pump and overflow valve for leakage

as described in the workshop manual
Low fuel supply pres Look for leakage in the suction pipe between tank
sure (below 0.3 bar) and feed pump
Clogged fuel filter/Paraffin precipitation in fuel
Faulty injector
Continue next page

Fuel too hot
Check density and vis

Incorrect fuel specifica
cosity
tion
Low charge air pres- Check charge air pres-
sure sure
Abnormal pressure Check the vacuum before the turbocharger, max.

drop in intake piping 500 mm wc. Check the air filter
Check “blow-by” in crankcase

Correct value for new engine: 0 - +10 mm wc
Worn engine (flow rate 60 - 100 l/min.)
Worn crankcase ventilation: -50 - +20 mm wc
Take compression
readings and compare
Leaky valves those of the different
cylinders
Check the temperature

of the air before the
Intake air temperature engine.
too high Above +25 °C reduces
engine power
Take a reading, recom

mended counterpres
Exhaust counterpres sure:
sure too high 500 mm wc,
max. 1000 mm wc
Intake counterpressure See “Low charge air

too high pressure”, page 48
Incorrectly adjusted Check in a pump test

injection pump bench
Blocked fuel consump

tion gauge
Injector’s nozzle nut

Binding injector tightened too hard
Exhaust brake/white
smoke limiter throttle in
closed position

Hot engine
Check that sensor and instrument suit each other

Defective sensor/instru (120 and 150 °C)
ment Check with a separate instrument
Low coolant level

Clean the cooling
Clogged cooling sys- system internally and
tem externally
Pressure cap not

Test pressurize
operating
Instrument shows high
temperature Impeller on coolant
pump worn or dam-
aged
Cooling capacity too Take a reading of the

low cooling capacity
Gas leakage (causes

loss of coolant)
Check opening
Defective thermostats temperature of thermo-
stats
Drive belts slip or

pump wheel loose on
pump shaft
Vent at the cooling sys

Air pockets in engine’s tem’s highest point
outer cooling circuit Check that the ventila
tion piping to the
Reduced coolant flow expansion tank is not
clogged
Excessive pressure Check with forcibly
drop in the external opened thermostats
cooling system
Clogged radiator
Circulation of cooling Check by taking

air temperature readings
Cavitation damaged
impeller in coolant
pump
Leakage in charge air

cooler

Cold engine
Check that sensor and instrument match each other

Defective sensor/instru
(120 and 150 °C)
ment
Instrument indicates Check with a separate instrument
low temperature
Thermostat jammed in Check operation of
open position thermostat
Coolant loss

gasket (external leak-
age)
External leakage
Turbocharging pres- Test pressure

Coolant pressed out of sure enters cooling (air 0.5 bar, liquid 4
radiator on DSI engines system via leaking bar)
charge air element

Crack in cylinder head Change all cylinder heads for exchange cylinder
(not cracks between heads.
valve seats) (Or test pressurize all cylinder heads. Heat the cyl
inder heads before pressurizing them.)
Grey oil = Coolant in oil

Locate the leak by removing the oil sump and pres
Cracked cylinder liner surizing the cooling system while turning the engine
over by hand
Polluted coolant
Faulty inhibitor Clean the cooling system

and fill it with coolant as
Overdosed corrosion described in the mainte-
inhibitor nance instructions

Engine heater

Incorrect mixture or
Clean the cooling
type of glycol and/or
Boiler scale on engine system and fill it with
corrosion inhibitor
heater coolant as described
Anti-freeze with phos
in the maintenance
phate-based inhibitor
instructions
must not be used
The heater is not de-

signed for continuous
engagement. Suitable
Short service life temperature for thermo
stat control = 40 - 60
°C
High oil temperature
Defective sensor/in- Check with separate

strument instrument
Instrument indicates
too high temperature
Poor water flow in oil
cooler

High exhaust temperature

Adjusted injection Check the lead seal,
pump check CRO if neces- Test in test bench
sary
Check the injection
timing
Check type, opening

Nozzle drips pressure and general
condition
Take a reading, recommended counterpressure:

High exhaust counter 500 mm wc, max. 1000 mm wc
pressure Check silencer, spark arrester, length and inside
diameter of exhaust pipe
High inlet air tempera

ture
Low charge air pres-
sure
Clogged air filter
Low charge air pressure
Dirty/damaged turbine/
compressor wheel in Check/clean
turbocharger
Leakage between
turbocharger and cylin- Check/change gaskets
der head
Bearing seizure in Recondition/change

Check bearing play
turbocharger turbocharger
Check the vacuum be-

Clogged air filter fore the turbocharger,
max. 500 mm wc
Take a reading, recommended counterpressure:

High exhaust counter 500 mm wc, max. 1000 mm wc
pressure Check silencer, spark arrester, length and inside
diameter of exhaust pipe
High fuel temperature

Low fuel pressure
Clogged fuel filter
Defective overflow
valve
Defective feed pump
Air leakage in suction

pipe
High pressure drop in

suction pipe
Low system voltage
Broken alternator drive

belt
Slipping alternator
drive belt
Normal charging
Batteries in poor condi
voltage: 27 - 28 V
tion
Alternator fault
Voltage regulator fault
Battery charger fault
High system voltage
Voltage regulator fault

Normal charging
voltage: 27 - 28 V
Battery charger fault

External oil leakage
Check “blow-by” in crankcase

Crankcase pressure Correct value for new engine: 0 - +10 mm wc
too high (flow rate 60 - 100 l/min.)
Closed crankcase ventilation: -50 - +20 mm wc
Leaky crankshaft seal
Leakage at liner seal

via overflow hole in
cylinder block

gasket
Leakage in manifold Low load

joint
External fuel leakage
Damaged injector and

injection pump connec
tions/gaskets
Defective pulsation
damper
Leakage at high
Blocked overflow valve engine speed and low
power output

External coolant leakage
Leakage in cylinder
liner seal
Change to original
Cold leakage hoses

gasket
Check at the water
pump housing’s telltale
Water pump leakage
hole
Leakage at charge air

cooler connection
Oil pressed out via crankcase ventilation
Hole in piston crown Increases when white

smoke limiting device
Bearing seizure in is engaged or exhaust
turbocharger brake applied
Oil seepage via pistons

- liner
Oil seepage in air com

pressor
Turbocharger breakdown
Excessive bearing play

in turbocharger
Loss of power Lubrication piping

between turbocharger
and filter incorrectly Check the connections
connected


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Engine Ch 1 page 

SHOP MANUAL MT41 - 12.2004

Continuation next page

SHOP MANUAL MT41 - 12.2004

Pistons and cylinder liners................................................................... 75

Continuation next page

SHOP MANUAL MT41 - 12.2004

Cooling system................................................................................... 136

SHOP MANUAL MT41 - 12.2004

Apply articulation lock.

Look in OPERATION & MAINTENANCE MANUAL chapter 2 for instructions.

Place wheel chocks to the front wheel

Turn the direction valve on the pump in lifting up

With the handle, pump and raise the cab.

SHOP MANUAL MT41 - 12.2004

Disconnect the brake hose from the magnetic valve.

(Left side behind the cab bracket)

SHOP MANUAL MT41 - 12.2004

Disasssemble the cable to the Air filter sensor and cable to

Disassemble the clamps for the wiring on the filter stand

Disconnect the exhaust pipe from the turbo pipe bend.

SHOP MANUAL MT41 - 12.2004

Slack the transmission belt.

Disassemble the ground wiring.

Disconnect the hose from the termostathousing,

Disconnect the retur hose. (Engine - ekspantionstank)

(Quick release coupling)

(Front of the engine, view from the right hand side)

SHOP MANUAL MT41 - 12.2004

Disconnect the cables between starter motor and the frame

Disconnect the contact on the dynamo.

SHOP MANUAL MT41 - 12.2004

SHOP MANUAL MT41 - 12.2004

Lifting the engine

- Fasten the lifting chain 8373 to the rear

- Fasten the lever block 8394 to the front

With attention, lift the engine out from the frame

SHOP MANUAL MT41 - 12.2004

The engine designation indicates, in the form of a code, the type of

Performance and certification code

Type of regul ator

SHOP MANUAL MT41 - 12.2004

The purpose of the overflow valve is to limit the pressure in the

Opening pressure is 0.6 - 0.8 bar.

SHOP MANUAL MT41 - 12.2004

Apart from fuel lines and a fuel tank, a PDE

Diesel fuel oil

Density at 15°C 0.82 - 0.86 kg/dm3

Sulphur (concentration by mass) max. 0.3%

Ignitability (CET rating) min. 49

Environmentally favourable fuels (low sulphur fuels)

SHOP MANUAL MT41 - 12.2004

The filter consists of a metal container with a folded paper ele-

Water separating prefilter

The same intervals between changes apply as

SHOP MANUAL MT41 - 12.2004

Temperature dependence of diesel fuel

At temperatures lower than those specified for the diesel

- If the fuel concerned cannot cope with the expected

Engine Ch 1 page