Service

Manual

L series
Diesel Engine

934-0750
6-86
Printed in USA.
 Important Safety Precautions
Read and observe these safety precautions when using Warning: Engine exhaust is known to the State of
or working on electric generators, engines and related California to cause cancer, birth defects and other
equipment. Also read and follow the literature provided reproductive harm.
with the equipment.
Make sure exhaust is properly ventilated.
Proper operation and maintenance are critical to perfor-
mance and safety. Electricity, fuel, exhaust, moving parts Vessel bilge must have an operating power
and batteries present hazards that can cause severe exhaust.
personal injury or death.
Vehicle exhaust system must extend beyond ve-
FUEL, ENGINE OIL, AND FUMES ARE hicle perimeter and not near windows, doors or
FLAMMABLE AND TOXIC vents.
Fire, explosion, and personal injury can result from im- Do not use engine or genset cooling air to heat an
proper practices. area.
Used engine oil, and benzene and lead, found in Do not operate enginelgenset in enclosed area
some gasoline, have been identified by government without ample fresh air ventilation.
agencies as causing cancer or reproductive toxicity. Expel exhaust away from enclosed, sheltered, or
When checking, draining or adding fuel or oil, do not
ingest, breathe the fumes, or contact gasoline or occupied areas.
used oil. Make sure exhaust system components are se-
Do not fill tanks with engine running. Do not smoke curely fastened and not warped.
around the area. Wipe up oil or fuel spills. Do not
leave rags in engine compartment or on equipment. MOVING PARTS CAN CAUSE SEVERE
Keep this and surrounding area clean. PERSONAL INJURY OR DEATH
Inspect fuel system before each operation and peri- Do not remove any guards or covers with the equip-
odically while running. ment running.
Equip fuel supply with a positive fuel shutoff. Keep hands, clothing, hair, and jewelry away from
moving parts.
Do not store or transport equipment with fuel in tank.
Before performing any maintenance, disconnect
Keep an ABGrated fire extinguisher available near
battery (negative [-I cable first) to prevent acciden-
equipment and adjacent areas for use on all types of tal starting.
fires except alcohol.
Unless provided with equipment or noted otherwise Make sure fasteners and joints are secure. Tighten
in installation manual, fuel lines must be copper or supports and clamps, keep guards in position over
steel, secured, free of leaks and separated or fans, drive belts, etc.
shielded from electrical wiring. If adjustments must be made while equipment is
Use approved, nonconductive flexible fuel hose for running, use extreme caution around hot manifolds
fuel connections. Do not use copper tubing as a flex- and moving parts, etc. Wear safety glasses and pro-
ible connection. It will work-harden and break. tective clothing.

EXHAUST GAS IS DEADLY BATTERY GAS IS EXPLOSIVE

Engine exhaust contains carbon monoxide (CO), Wear safety glasses and do not smoke while servic-
an odorless, invisible, poisonous gas. Learn the ing batteries.
symptoms of CO poisoning. Always disconnect battery negative (-) lead first
Never sleep in a vessel, vehicle, or room with a gen- and reconnect it last. Make sure you connect battery
set or engine running unless the area is equipped correctly. A direct short across battery terminals can
with an operating CO detector with an audible cause an explosion. Do not smoke while servicing
alarm. batteries. Hydrogen gas given off during charging is
explosive.
Each time the engine or genset is started, or at least
every day, thoroughly inspect the exhaust system. Do not disconnect or connect battery cables iffuel
Shut down the unit and repair leaks immediately. vapors are present. Ventilate the area thoroughly.
DO NOT OPERATE IN FLAMMABLE AND If the cabinet must be opened for any reason:
EXPLOSIVE ENVIRONMENTS 1. Move genset operation switch or StopIAutol
Flammable vapor can be ignited by equipment operation Handcrank switch (whichever applies) to Stop.
or cause a diesel engine to overspeed and become diff i- 2. Disconnect genset batteries (negative [-I lead
cult to stop, resulting in possible fire, explosion, severe first).
personal injury and death. Do not operate diesel equip-
ment where a flammable vapor environment can be 3. Remove AC power to automatic transfer
created by fuel spill, leak, etc., unless equipped with switch. If instructions require otherwise, use
an automatic safety device to block the air intake and extreme caution due to shock hazard.
stop the engine.
MEDIUM VOLTAGE GENERATOR SETS
HOT COOLANT CAN CAUSE SEVERE (601V TO 15kV)
PERSONAL INJURY Medium voltage acts differently than low voltage.
Hot coolant is under pressure. Do not loosen the Special equipment and training are required to work
coolant pressure cap while the engine is hot. Let the on or around medium voltage equipment. Operation
engine cool before opening the pressure cap. and maintenance must be done only by persons
trained and qualified to work on such devices. Im-
ELECTRICAL SHOCK CAN CAUSE SEVERE proper use or procedures will result in severe per-
PERSONAL INJURY OR DEATH sonal injury or death.
Do not service control panel or engine with unit run- Do not work on energized equipment. Unauthorized
ning. High voltages are present. Work that must be personnel must not be permitted near energized
done while unit is running should be done only by equipment. Induced voltage remains even after
qualified service personnel. equipment is disconnected from the power source.
Do not connect the generator set to the public utility Plan maintenance with authorized personnel so
or to any other electrical power system. Electrocu- equipment can be de-energized and safely
tion can occur at a remote site where line or equip- grounded.
ment repairs are being made. An approved transfer GENERAL SAFETY PRECAUTIONS
switch must be used if more than one power source
is connected. Do not work on equipment when mentally or physi-
cally fatigued or after consuming alcohol or drugs.
Disconnect starting battery (negative [-I cable first)
before removing protective shields or touching elec- Carefully follow all applicable local, state and feder-
trical equipment. Use insulative mats placed on dry al codes.
wood platforms. Do not wear jewelry, damp clothing Never step on equipment (as when entering or leav-
or allow skin surface to be damp when handling ing the engine compartment). It can stress and
electrical equipment. break unit components, possibly resulting in dan-
Use insulated tools. Do not tamper with interlocks. gerous operating conditions from leaking fuel, leak-
ing exhaust fumes, etc.
Follow all applicable state and local electrical
codes. Have all electrical installations performed by Keep equipment and area clean. Oil, grease, dirt, or
a qualified licensed electrician. Tag open switches stowed gear can cause fire or damage equipment
to avoid accidental closure. by restricting airflow.
With transfer switches, keep cabinet closed and Equipment owners and operators are solely re-
locked. Only authorized personnel should have sponsible for operating equipment safely. Contact
cabinet or operational keys. Due to serious shock your authorized OnanICummins dealer or distribu-
hazard from high voltages within cabinet, all service tor for more information.
and adjustments must be performed by an electri- KEEP THIS DOCUMENT NEAR EQUIPMENT FOR
cian or authorized service representative. EASY REFERENCE.
 Safety Precautions
It is recommended that you read your engine manual and Fud Systm
become thoroughly acquainted with your equipment before DO NOT fill fuel tanks while engine is running.
you start the engine.
DO NOT smoke or use an open flame in the vicinity of the
engine or fuel tank Internalcombustionengine fuels ant
highly flamfnabl8.
Fuel lines must be of steel piping, adequately secured,
and free from leaks. Piping at the engine should be
I / This symbd mlbn to a hazard or
~ n S 8 kpractice which can result in
severe personal iniury or death.
approved flexible line. Do not use copper piping for
flexible lines as copper will work harden and become
brittle enough to break.

Thk symbol refers to a hazard or Be sure all fuel supplies have a positive shutoff valve.
unsafe practice which can result in
personal injury or product or p m W damage. Exhaust System
Exhaust products of any internal combustion engine are
Fuels, electrical equipment, batteries. exhaust gases and toxic and can cause injury, or death if inhaled. All engine
moving parts present potential hazards that can result in applications. especially those within a confined area,
serious, personal injury. Take care in following these recom- should be equipped with an exhaust system to discharge
mended procedures.All local, state and federal codes should gases to the outside atmosphere.
be consulted and complied with. Do not use exhaust gases to heat a compartment.

I
to/ ,or any
Thh engine is not designed or in-
use in type of airera&
Use of this engine in aircraft can msullin engine failurn
Make sure that your exhaust system is free of leaks.
Ensure that exhaust manifolds are secure and are not
warped by bolts unevenly torqued.
and causer sodous personal injury or W t h .
Exhaust Gas h Dudlyl
Gonemi Exhaust gases contain carbon monoxide, a poisonous gas
Provideappropriate fire extinguishersand install them in that can cause unconsciousnessand death. It is an odorless
convenient locations. Use an extinguisher rated ABC by and colorless gas formed during combustion of hydrocarbon
NFPA. fuels. Symptoms of carbon monoxide poisoning are:

Make surethat all fasteners on the engineare secureand Dizziness Vomiting

Headache Muscular Twitching
accurately torqued. Keep guards in position over fans W
- a M Sleepiness Throbbing in Temples
driving belts, etc.
If you experienceany of these symptoms. get out into fresh air
If it is necessary to make adjustments while the engine is immediately, shut down the unit and do not use until it has
running, useextreme caution when closeto hot exhausts. been inspected.
moving parts, etc.
The best protection against carbon monoxide inhalation is
proper installation and regular, frequent inspections of the
Prote~tA~MovingP~ complete exhaust system. If you notice a change in the sound
Do not wear loose clothing in the vicinity of moving parts, or appearance of exhaust system. shut the unit down
such as PTO shafts, flywheels, blowers, couplings, fans, immediately and have it inspected and repaired at once by a
Wts. etc. competent mechanic.

Keep your hands away from moving parts. codkr0a-n

Coolants under pressurehavea higher boilingpoint than
watetr. 00 NOT open a radiator pressure cap when
Battah coolant temperature is above 212OF (lOO°C) or while
Before starting work on the engine, disconnect batteries engine is running
to prevent inadvertent starting of the engine.
Keoptheltnitmd~AnrCkan
DO NOT SMOKE while servicing batteria Lead acid Makesure that oily rags are not left on or near the engine.
batteries give off a highly explosive hydrogen gas which
can be ignited by flame. dectrical arcing or by smoking. Remove all unnecessary grease and oil from the untt
Accumulated gre8se and oil can cause overheating and
Verify b a r n polarity before c o n n m battery cables subsequent engine damage and present a potential fire
Connectnegativecabiotast haz8a
 Foreword

This manual is designed to assist all service personnel with the maintenance and overhaul of Onan L series
dieselengines. It presents a description of each systems function together with instructions on servicing and
overhaul procedures. A DIMENSIONS AND CLEARANCES SECTION is provided and must be closely
followed when overhauling or servicing any part of engine.

Unless otherwise specified the information applies to all L diesel engines. Where information applies to a
specific engine it is so noted.

These engines have a counterclockwise rotation when viewed from the rear, flywheel end of engine.
Throughout this manual, "right-handMand"left-handMsidesare determined by facing the drive end (flywheel)
of engine.

The manner in which the engine is operated and the maintenance performed on it will determine its
performance, safety, and durability. Equally important is the use of proper procedures during engine over-
haul. Before operating, servicing, or beginning an overhaul, read this manual carefully to familiarize yourself
with the engine procedures involved, and the tools required. Keep this manual handy and refer to it often.

This manual is divided into 11 SECTIONS covering the topics listed on the CONTENTS page. At the
beginning of each SECTION is an index of the subjects covered. Pages are numbered consecutively,
beginning with a new Page 1 at the outset of each SECTION. Each page number is preceded by the
appropriate reference number for that SECTION. All illustrations are numbered consecur~vely,beginning
with a new Figure 1 in each SEC'TION.

Always give complete MODEL and SERIAL NO. of engine being serviced when ordering replacement parts.
Contents

SECTION AND TITLE

1. Specifications
2. Dimensions and Clearances
3. Torques
4. Special Tools
5. Troubleshooting
6. Start-Up
7. Maintenance
8. Oil System
9. Cooling System
10. Fuel System
11. Exhaust System
12. Electrical System
13. Engine Disassembly
14. Turbocharger

!-GziGZl
INCORRECT SERVICE OR REPLACEMENT OF PARTS CAN RESULT IN
SEVERE PERSONAL lNJURY AND/OR EQUIPMENT DAMAGE. SERVICE
PERSONNEL MUST BE QUALIFIED TO PERFORM ELECTREAL AND/OR
MECHANICAL SERVICE.
1. Specifications

SUBJECT PAGE
. . . . ......-1-1
ENGINE . . .. .. . . .. . . . . . . . .... . . . .. . . . . . . . . .. . . ..., . ...... . .. .
.
STATIC PUMP TlMlNG ....... .. . . .......... . . ... ....... . .. . .. .. .......-1-5
 INDUSTRIAL ENGINE
UNIT OF L SERIES
SPECIFICATION MEASURE L317 L423 L634 L634T
Number of Cyl~nders 3 4 6 6
Diesel Fuel ASTM2-D ASTM2-D ASTM2-0 ASTM2-D
Bore mm 89 89 89 89
(in) (3.50) (3.50) (3.50) (3 50)
Stroke mm 92 92 92 92
(in) (3.62) (3.62) (3.62) (3.62)
Displacement litre 1.7 2.3 3.4 3.4
(cu in) (105) ( 140) (210) (210)
Compression Ratio 21.5 to 1 21.5 to 1 21.5 to 1 21 5 t o 1
Rated Speed (Maximum) RPM 3600 3600 3600 3600
Power (rntermrttent) at kW 31.3 43.3 65.0 85.8
Rated Speed' (BHP) (42.0) (58.0) (87.0) (115.0)
Power (continuous) at kW 28.5 39.4 59.1 78.0
Rated Speed' (BHP) (38.0) (52.7) (79.1) (104 5)
Firing Order 132 1243 153624 153624
Crankshaft Rotation Counter - Counter Counter Counter
(viewed from flywheel) Clockwise Clockwise Clockwise Clockwise
Governor Variable Speed Mechan~cal Variable Speed Mechanical
Valve Lash (Spec A to C) +
Intake mm 0.20 0.20 0.20 0.30
(in) (0.008) (0.008) (0.008) (0.012)
Exhaust mm 0.30 0.30 0.30 0.30
(in) (0.012) (0.012) (0.012) (0.012)
Oil Filter Full Flow Full Flow Full Flow Full Flow
Crankcase Capacity litre 5.7 5.7 8.5 11.4
with filter change (qt) (6) (6) (9) (12)
All dtmensions ~nmetr~c(U S customary units of measure ~nparentheses) unless otherw~sespecified
- Power obtained and corrected tn accordance with SAEJ1349 [I00kPa (29 61 ~nchesHg) barometric pressure at 2S°C (77°F) alr tnlet
temperature] wtthout air cleaner. fan, and exhaust muffler on naturally aspirated englnes
Power losses for typlcal air cleaner and muffler tnstallations ~ncludedon turbocharged engtnes
+- Begtnn~ngSpec 0 no valve lash adjucmnerrt requtred.
 MARINE ENGINE
UNIT OF L SERIES
SPECIFICATION MEASURE L317D-M L4230-M
Number of Cylinders 3 4
Diesel Fuel ASTM2-D ASTM2-D
Bore
(in) (3.50) (3.50)
Stroke mm 92 92

Displacement litre 1.7 2.3

(cu in) ( 105) (140)
Compression Ratio 21.5 to 1 21.5 to 1
Rated Speed (Maximum) RPM 3600 3600
Power (intermittent) at kW 32.4 44.7
Rated Speed* (BHP) (43.5) (60.0)
Power (continuous) at kW 29.5 40.7
Rated Speed' (BHP) (39.5) (54.5)
Firing Order 132 1243
Crankshaft Rotation Counter Counter
(viewed from flywheel) Clockwise Clockwise
Governor Variable Speed Mechanical
Valve Lash (Spec A to C) +

Intake mm 0.20 0.20

(in) (0.008) (0.008)
Exhaust mm 0.30 0.30
(in) (0012) (0.012)
Oil Filter Full Flow Full Flow
Crankcase Capacity litre 5.7 5.7
with filter change (9t) (6) (6)
Coolant Capacity litre 6.8 9.1
with heat exchanger (qt) (7.2) (9.6)

All dimensions in metric (US. customary units of measure in parentheses) unless otherwise specified.
- Power obtained with 100 kPa (29 .92 inchw Hg) barometric pressure at 1S0C (60°F)air inlet
temperature without air cleaner or exhaust muffler.
+- Beg~nntngSpec D no valve lash adjustment required.
 POWER UNlT
UNIT OF L SERIES
SPECIFICATION MEASURE L423 L634 L634T
Number of Cyl~nders 4 6 6
Dtesel Fuel ASTM2-D ASTM2-D ASTM2-D
Bore mm 89 89 89
(in) (3.50) (3.50) (3.50)
Stroke mm 92 92 92
(in) (3.62) (3.62) (3.62)
Displacement litre 2.3 3.4 34
(CU~ n ) (140) (210) (210)
compresslon Ratlo 21.5 to 1 21.5 to 1 20.5 to 1
Rated Speed (Maximum) RPM 2600 3600 3200
Power (intermittent) at kW 33.9 59.7 80.2
Rated Speed* (BHP) (45.5) (80.0) (107.5)
Power (continuous) at kW 30.9 54.2 72.9
Rated Speed* (BHP) (41.4) (72.7) (97.7)
Firlng Order 1243 153624 153624
Crankshaft Rotation Counter Counter Counter
(v~ewedfrom flywheel) Clockwise Clockw~se Clockwlse
Governor Var~ableSpeed Mechan~cal
Valve Lash (Spec A to C) '
Intake mm 0.20 0.20 0.30
(in) (0.008) (0.008) (0.012)
Exhaust mm 0.30 0.30 0.30
(in) (0.012) (0.012) (0.012)
Oil Filter Full Flow Full Flow Full Flow
Crankcase Capacity litre 5.7 8.5 11.4
wlth fllter change (qt) (6) (9) (12)
Cooling System Capacity
Englnes w~thout litre 13.1 16.6
oil cooler (qt) (13.9) (17.5)
Englnes wlth litre 13.5 17.1 17.1
oil cooler (qt) (14.2) (18.1) (18.1)

All dlmens~onsIn metrlc (US. customary un~tsof measure in parentheses)unless othemlse specified.
*- Power obta~nedand corrected in accordance wlth SAW1349 [I00 kPa (29.61 Inches HG) barometr~cpressure at 2S°C (77°F) alr Inlet
temperature], wlth air cleaner and fan.
-- Beglnn~ngSpec 0 no valve lash adjustment required.
 AUTOMOTIVE ENGINE
UNIT OF L SERIES
SPECIFICATION MEASURE L634T-A
Number of Cylinders 6
Diesel Fuel ASTM2-D
Bore mm 89
(in) (3.50)
Stroke mm 92
(in) (3.62)
Displacement litre 3.4
(CU in) (210)
Compression Ratio 20.5 to 1
Rated Speed (Maximum) RPM 2800 3600
Power at kW 83.5 89.5
Rated Speed* (BHP) (112.0) (120.0)
Firing Order 153624
Crankshaft Rotation Counter
(viewed from flywheel) Clockwise
Governor Min.-Max.
Valve Lash (Spec A to C) +
Intake mm 0.30
- -
(in1 (0.012)
Exhaust mm 0.30
(in) (0.012)
Oil Filter Full Flow
Crankcase Capacity litre Refer to
with filter change (@) Engine Nameplate

All dimensions in metric (U.S. customary units of measure in parentheses) unless otherwise 3pecified.
- Power obtatned and corrected in accordance with SAEJ1349 1100 kPa (29.61 inch- HG) barometric pressure at 25OC (77'F) alr lnlet
temperature], without fan.
Power losses for typical air cleaner and muffler installations included on turbocharged engnes.
Refer to engine nameplats for rated speed and powof.
+- Beg~nningSpec 0 no valve lash adjumemt required.
 STATIC PUMP TIMING SPECIFICATIONS

I n February 1983 a change Was made in the internal timing of the fuel injection pump and to the pump part
numbering system. AS a result of these changes, it may be necessary to change the engine static timing when
installing a replacement fuel injection pump.

~ 1 fuel
1 injection pumps built before February 1983 are marked with a seven digit (Example: 147-0453) Onan part
number. Fuel injection pumps built after February f983are marked with a ninedigit (Example: 147-0462-02) Onan
pafinumber, The Onan part number is stamped On the injection pump name plate. Engine performance is the
same for both injection pumps when engtne static timing is correctly set.

Find the seven or nine digit Onan part number stamped on the replacement pump and refer to Table 1 for the
correct static timing specification.

Refer to SECTION 10, FUEL SYSTEM for complete fuel injection pump installation instructions.

TABLE 1. STATIC PUMP TIMING SPECIFICATIONS

Replacement Pump Original Pump Static Timing

9 digit 7 digit 15' BTDC* All Engine applications.
9 digit 9 digit 15' BTDC All engine applications. No change to
engine model label required.
7 digit 9 digit 14.5' BTDC* 4 cylinder (700-3600 rpm)
15' BTDC* 6 cylinder (700-3600 rpm)
19' BTDC* 4 and 6 cylinder (1500 and 1800 rpm)
7 digit 7 digit Refer to engine model !abel for correct static
timing specification.
'Change static timing specification on engine model label.
2. Dimensions and Clearances

SUBJECT PAGE
DIMENSIONS AND CLEARANCES . . . . . . ... . ... . . . . . .. .. . . . . . . . . . . . . . . . . . 2-1
 DIMENSIONS AND CLEARANCES

All clearances given at room temperature of 21°C (7o0F). All dimensions in millimetre~~approximate
inch dimensions in
parentheses) unless otherwise specified.

Maximum allowablewear limit of a part is the point at which its proper function becomes impaired. Even though parts are still
within the specified wear limits at time of rebuild, other considerations should also be used in evaluating the parts continued
use.

IPCAUTIONI Metric measuring tools, metric dimensions, and clearances must be used when servicing the
onan L Engine. The use ot inch measuring tools and approximate inch dimensions and
clearances will cause stack up tolerances to be greater than specified.

DESCRIPTION DIMENSION MAXIMUM

OF ALLOWABLE
NEW PARTS WEAR LIMIT
millimetre (inch) millimetre
CYLINDER BLOCK
Cylinder Bore Honed Diameter .............. 88.987-89.013 (3.5034-3.5044)
Cylinder Bore Out-of-Round
Cylinder Bore Taper
Main Bearing Bore (Cap in place without bearing,
and capscrews properly torqued.) .......... 80.880-80.906 (3.1843-3.1853) 80 .906
Main Bearing Bore (Bearings installed and See main bearing
capscrews properly torqued.) .............. 76.040-76.090 (2.9937-2.9956) journal clearance
Undersize Main Bearings (Available for
N.A. Engines Only). ..................... 0.25 mm, 0.50 mm, and 0.75 mm
Camshaft Bearing Bore (Without bearing) .... 53.164-53.188 (2.0930-2.0940) 53.188
Camshaft Bearing Bore (Bearing installed) ... 50.044-50.1 16 (1.9702-1.9730) See camshaft
bearing clearance
Valve Tappet Bore .......................... 26.070-26.1 00 (1.0263-1.0276) See valve tappet
clearance in bore
CRANKSHAFT
Main Bearing Journal Diameter ................ .75.99-76.01 (2.9917-2.9925) See main bearing
journal clearance
Main Bearing Clearance ..........................0.03-0.10 (0.0012-0.0039) 0.15
Main Bearing Journal Out-of-Round ........................ 0.007 (0.0003) 0.010
Main Bearing Journal Taper ................................0.005 (0.0002) 0.007
Connecting Rod Journal Diameter ..............55.99-56.01 (2.2043-2.2051) See connecting rod
bearing-to-crankshaft
clearance
Connecting Rod Journal Out-of-Round.. .................... 0.005 (.0.0002) 0.007
Connecting Rod Journal Taper ............................. 0.005 (0.0002) 0.007
Crankshaft End Play ............................ .0.10-0.33 (0.0039-0.01 29) 0.38
Crankshaft Straightness Runout of Center Main.. ............. 0.05-(0.0019) 0.10

CONNECTING ROD
Large Bearing Bore to Small Bearing Bore
(Center-to-Center) ...................... 155.975-156.025 (6.1407-6.1427)
Large Bore Diameter (Without bearing installed
and rod nuts properly torqu,&. ............. 59.860-59.875 (2.3567-2.3572) 59.875
~earing"toCrankshaft Cleafgktce. ..:,......:... .0.030-0.091 (0.0012-0.0036) 0.1 5
Connecting Rod Side Clearance .: ............... .0.05-0.45 (0.0019-0.0177) ($45
Piston Pin Bushing Bore (Without bearing) ..... .35.20-35.23 (1.3858-1.3870) 35.23
Piston Pin Bushing Bore with Bearing, See clearance
(Finished bore) :..............................32.01-32.02 (1.2602-1.2606) connecting rod
bushing
Large Bore Diameter (With bearing installed and See connecting rod
rod nuts properly torqued). ................ 56.040-56.081 (2.2063-2.2079) bearing-to-crankshaft
clearance
Undersize Connecting Rod Bearings (Available for
N.A. Engines Only). .....................
0.25 mm, 0.50 mm, and 0.75 mm
DESCRIPTION DIMENSION MAXIMUM
OF ALLOWABLE
NEW PARTS WEAR LIMIT
millimetre (inch) millimetre
CAMSHAFT
Bearing Journal Diameter ......................49.988-50.014 (1.9680-1.9691) See camshaft bearing
clearance
Bearing Clearance .............................. 0.030-0.1 27 (0.0011-0.0050) 0.1 50
End Play ..........................................0.10-0.50 (0.0039-0.01 97) 0.70
Journal Runout ............................................... 0.05 (0.0019) 0.10
Intake and Exhaust Lobe, Base-to-Tip
(Spec A to C) ................................. 42.95-43.1 5 (1.6909-1.6988)
Intake Lobe, Base-to-Tip (Begin Spec D) .......... 42.56-42.86 (1.6756-1.6874)
Exhaust Lobe, Base-to-Tip (Begin Spec D) ......... 42.86-43.1 6 (1.6874-1.6992)

PISTON
Clearance in Cylinder (Measure 90' to pin, 13 mm below oil ring)
Naturally Aspirated Engines .................... 0.145-0.201 (0.0057-0.0079)
Turbocharged Engines ......................... 0.137-0.1 93 (0.0054-0.076)
Diameter (Measure 90' to pin, 13 mm below oil ring)
Naturally Aspirated Engines .................. 88.812-88.842 (3.4965-3.497 7) See piston to
cylinder clearance
Turbocharged Engines ...................... 88.820-88.850 (3.4969-3.4980) See piston to
cylinder clearance
Piston Pin Bore ................................32.003-32.009 (1.2599-1.2601

Ring Groove Width

Y See piston pin
clearance in piston

Top 1 Compression Ring.. ....................... .2.04-2.10 (0.0803-0.0827)

No. 2 Compression Ring ......................... .2.54-2.56 (0.1000-0.1 007)
No. 3 Oil Control Ring ............................4.04-4.06 (0.1590-0.1 598)
*Top 1 Compression Ring Groove
Dimension over 2.60 mm diameter
gauge wire.. ................................. 88.13-88.33 v.4697-3.4776)
*No. 2 Compression Ring .........................2.59-2.61 (0.1019- 0.1028)

PISTON PIN
Clearance in Piston ............................. 0.003-0.014 (0.0001 -0.0005) 0.03
Clearance, Connecting Rod Bushing .............. 0.010-0.025 (0.0004-0.0010) 0.05
Diameter ...................................... 31.995-32.00 (1.2596-1.2598) See clearance,
connecting bushing

PISTON RINGS
Clearance
Top Groove .................................... .0.05-0.13 (0.001 9-0.0051) -.-, 025
*Top Groove Ring Drop ........................ 0.027-0.52 (0.0011-0.0205) Seb piston.top.
groove dimension
................................... .0.05-b.e (0.0419-0.0035)
2nd~ r o o v e 0.25
*2nd Groove ............r .......................0.10-.0.14 ( 0 . w - 0 . w )
Oil eoove .................................. 0.050-0.095 (0.0019-0-0037)
End Gap
Top 1 Compression ............................. .0.31-0.57 (0.0-122-0.02a-
No.2 Compression ...............................0.3 -0.57 (0.01 22-0.0224)
No. 3 Oil ........................................0.22-0.58 (0.0087-0.0228)
/-

Oversize Pistons and Rings Available

for Service .......................... 0.25mm, QSOmm, 0.75mm. and l.Omm
Turbocharged engine.
 DIMENSION MAXIMUM.
OF ALLOWABLE
NEW PARTS WEAR LIMIT
millimetre (inch) millimetre

See stem to
guide clearance
*Stem Diameter.. .............................. .7.95-7.97 (0.3130-0.3138) See stem to
guide clearance
clearance (Stem to Guide) .......................0.04-0.08 (0.0016-0.0031) 0.16
'Clearance (Stem to Guide) .................... .0.02-0.06 (0.0008-0.0024) 0.14
Clearance (Lash) (Spec A to C) ................................. 0.20 (0.0078) Adjustable
*clearance (Lash) (Spec A to C) ............................... 0.30 (0.0118) Adjustable
TOP of Valve Recessed
Below Cylinder Head Deck ..................... 0.48-1.1 3 (0.0189-0.0445)
valveFace Angle .................................................... 2g0

INTAKE VALVE SEAT INSERT

Seat Insert Cylinder Head Bore Diameter ....... .40.30-40.32 (1.5866-1.5874)
Seat Insert Cylinder Head Bore Depth ..............8.40-8.50 (0.3307-0.3346)
Seat InsertOutside Diameter ...................40.37-40.40 (1.5894-1.5906)
Valve Seat Width .................................0.88-2.30 (0.0346-0.0906)
Valve Seat Angle ..................................................... 30°
Valve Seat Runout ..........................................0.05 (0.0019)
Available Insert Sizes.. .....................Std., 0.25mm, and 0.50 oversize
Naturally aspirated engines do not have intake valve seat inserts.

EXHAUST VALVE
Stem Diameter. ..................................7.93-7.95 (0.3122-0.31 30) See stem to
guide clearance
Clearance (Stem to Guide) ...................... .0.04-0.08 (0.0016-0.0031 ) 0.16
Clearance (Lash) (Spec A to C) ................................ 0.30 (0.011 Adjustable
Top of Valve Recessed
below Cylinder Head Deck .................... .0.67-1.33 (0.0264-0.0524)
Valve Face Angle ....................................................44O

EXHAUST VALVE SEAT INSERT

Seat Insert Cylinder Head Bore Diameter .......
.36.93-36.95 (1.4539-1.4547)
Seat Insert Cylinder Head Bore Depth ............ .8.49-8.59 (0.3342-0.3381)
Seat Insert Outside Diameter ..................
.37.00-37.03 (1.4567-1.4579)
Valve Seat Width.. ....... .........,.. .......
:-. ; .0.88-2.30 (0.0346-0.0906)
Valve Seat Angle.. .................................................... 45'
Valve Seat Runout ........................................... 0.05 (0.0019)
Available Insert Oversize ................................ .0.25 and 0.50mm

VALVE GUIDE . .
Length
lntake........................................ .56.5-57.3 (2.2244-2.2560)
Exhaust ............................... ...
-1.. .62.5--63.3 (2.4606-2.4921 )
Inside Diameter (after reaming) .
Intake........................................ .7.99-8.01 (0.3146-0.3154)
Exhaust ............................,., .........7.99-8.01 (0.3146-0.3154)
Height Above Counterbore
Without Valve Rotators (Spec A & 6)............. 15.6-16.4 (0.6142-0.6457)
: (i Without Valve Rotators (Begin Spec C) .......... 14.8-15.6 (0.5827-0.6142)
..
With Valve Rotatem or Spacer (Begin Spec C) .22.3-23.1 (0.8779-0.9094)
Valve guides in new and factory service heads do not require reaming.

' Turbocharged engine.

DESCRIPTION DIMENSION MAXIMUM
OF ALLOWABLE
NEW PARTS WEAR LIMIT
s millimetre (inch) millimetre
TAPPET
Body Diameter (Spec A to C)................... 26.000-26.01 5 (1.0236-1.0242) See tappet clearance
in bore
Body Diameter (Begin Spec D). ................. 26.027-26.043 (1.0247-1.0253) See tappet clearance
in bore
Overall Length (Spec A to C) ..................... 50.00-50.50 (1.9685-1.9882) -
Clearance in Bore (Spec A to C) .................. 0.055-0.100 (0.0022-0.0039) 0.1 50
Clearance in Bore (Begin Spec 0). ................. 0.043-0.057 (0.0016-0.002) 0.1 25

VALVE SPRINGS INTAKE AND EXHAUST

Valve Spring Free Length (Approx.) ............................. .51.0 (2.0)
Valve Spring Length
Valve Open ................................................. .32.8 (1.29)
Valve Closed ............................................... .42.5 (1.67)
Spring Load @ 42.5 mm (Valve Closed). ............. 29.2-31.2 kg (64-69 Ib)
Spring Load @ 32.8 mm (Valve Open) ............. 62.7-66.7 kg (138-147 Ib)

GEAR BACKLASH
Crankshaft to Idler ............................ .0.050-0.223 (0.0019-0.0087)
Idler to Camshaft ............................. .0.045-0.264 (0.0017-0.0104)
Idler to Injection Pump .........................0.075-0.326 (0.0030-0.0128)
Oil Pump Idler to Crankshaft.. ................. .0.041-0.256 (0.0016-0.0101)
Oil Pump Idler to Oil Pump Drive.. ..............0.044-0.262 (0.0017-0.0103)
Oil Pump Element Gears ...................... .0.076-0.430 (0.0029-0.0169)

CYLINDER HEAD
Flatness (In 150.0 mm [5.91] of length) ....................... 0.03 (0.0012)
IDLER GEAR ASSEMBLY OIL PUMP-
Bearing Bore ............................... 25.030-25.054 (0.9854-0.9863) See bore to
shaft clearance
Idler Gear Shaft Diameter ................... 24.986-25.000 (0.9837-0.9842) See bore to
shaft clearance
Bore to Shaft Clearance ........................0.030-0.068 (0.0012-0.0027) 0.100
End Play .......................................... 0.05-0.25 (0.002-0.010) 0.30

-
IDLER GEAR ASSEMBLY CAM AND INJECTION PUMP
Bearing Bore ............................... 40.030-40.054 (1.5760-1.5770) See bore to
shaft clearance
Idler Gear Shaft Diameter ................... 39.98640.000 (1.5742-1.5748) See bore to
shaft clearance
Bore to Shaft Clearance ....................... .0.030-0.068 (0.0012-0.0027) 0.100
End Play ....................................... .0.15-0.35 (0.0059-0.0138) 0.40

INJECTION NOZZLE
Opening Pressure
New'Nozzle Tip and Spring ............ 13,000-1 3.800 kPa (1890-2000 psi) $11,,000 kPa
'Opening Pressure
New Nozzle Tip and Spring ............ 17.000-17,800 kPa (2470-2580 psi) $13,800 kPa

$ Nozzle opening pressure between cylinders must not vary more than f600kPa (87 psi).
' Turbocharged engine
 DIMENSION MAXIMUM
OF ALL0 WABLE
NEW PARTS WEAR LIMIT
millimetre (inch) millimetre

OIL PUMP BODY

Shaft Bore Diameter
Idler ..................................... 11.918-1 1.942 (0.4692-0.4702) -
Drive ..................................... 11.918-1 1942 (0.4692-0.4702) 11.97
pump Gear Bore Diameter.. ................... .35.69-35.74 (1.4051-1.4071) See oil pump gear
radial clearance
in body bore
pump Gear Bore Depth
L317, L423. ..................................15.07-15.12 (0.5933-0.5953) See oil pump
L634 ........................................24.07-24.12 (0.9476-0.9496) gear end clearance
L634T .......................................32.07-32.12 (1.2626-1.2646) to body

OIL PUMP SHAFTS

Diameter
Drive-in Body ............................. 11.888-11.902 (0.4680-0.4686) See drive shaft
clearance in body
Drive-in Bushing .......................... 15.986-16.000 (0.6294-0.6299) See drive shaft
clearance in bushing
Idler ..................................... 11.955-11.970 (0.4707-0.4713) See idler shaft
clearance in gear
Drive Shaft Clearance in Body ..................0.016-0.054 (0.0006-0.0021) 0.07
Drive Shaft Clearance in Bushing .............. .0.017-0.103 (0.0007-0.0041) 0.15
Idler Shaft Clearance in Gear .................. .0.016-0.045 (0.0006-0.0018) 0.060

OIL PUMP GEARS

Inside Diameter (Both) ...................... 11.986-12.000 (0.4719-0.4724) See ldler shaft
clearance in gear
Outside Diameter (Both) .................... 35.474-35.500 (1.3966-1.3976) See clearance
in body bore
Radial Clearance in Body Bore.. ................0.095-0.133 (0.0037-0.0052) 0.175
End Clearance to Body .........................0.056-0.134 (0.0022-0.0053) 0.150
Gear Length (Both)
3 and 4 Cylinder N.A.. ........................14.986-15.014 (0.59-0.5911) See end
6 Cylinder N.A. ........................... 23.986-24.01 4 (0.9443-0.9454) clearance
6 Cylinder Turbocharged .................. 31.986-32.014 (1.2592-1.2604) to body

TURBOCHARGER
Holset
End Play ........................................ 0.1 0-0.16 (0.004-0.006)
Radial Play ...................................... 0.30-0.46 (0.012-0.018)
Ai research
End Play ........................................ 0.03-0.08 (0.00 1-0.003)
Radial Play ...................................... 0.08-0.1 5 (0.003-0.006)
.
3 Torques
SUBJECT PAGE
ENGINE ASSEMBLY TORQUES .................................. 3-1
INJECTION PUMP TORQUES .................................... 3-2
 ENGlNE ASSEMBLY TORQUES

The torque values given in Table 1 have been deter- Joint Design Practices were utilized that do not require
mined for the specific applications. Standard torque lockwashers or gaskets. Do not attempt to use lock-
values mus: not be used where those listed in Table 1 washers with these bolts, it will defeat their purpose.
and Figure 1 apply. The engine assembly torques given Check all studs, nuts, and capscrews, and tighten as
here will assure proper tightness without danger of required to keep them from working loose. Refer to the
stripping threads. All threads must be clean and PARTS MANUAL for the location of washers and
lubricated with new engine oil before torquing. Proper capscrews.

TABLE 1.
L

All torque8 are in Newton-Melre, Nm (approximatetoot-pound

toques, Ft.-Lb., in parentheses) unless othorwiiw specilkd.

TORQUE TORQUE
DESCRIPTION SIZE CUSS SPEClFlCATlON DESCRIPTION SIZE CUSS SPECIFICATION
Nm Ft.-Lb. Nm Ft.-Lb.
Matn Bearing Cap 12 109 123 (90) Inpcbon Pump Gear
Connect~ngRod 10 129 85 (63) Stanadyne Pump 14 - 52 (38)
Rear Seal Plate 8 88 23 (17) Bosch Pump 14 - 80 (58)
Backplate (Gearcase) 8 88 23 (17) Gear Cover 8 88 23 (17)
Camshaft Retamer 8 88 23 (17) Injectton Noule
011Pump 8 88 23 (17) Assembly 22 - 69 (51)
Idler Gear 10 88 52 (39) Installation 24 - 69 (51)
Pump Idler 8 88 23 (17) Intake Man~fold 8 88 23 (17)
Pump Dr~ve 8 88 23 (17) Exhaust Mantfold*
Gearcase 8 8.8 23 (17) Caprcrew and Flatwasher 8 88 28 (21)
Gearcase 12 8.8 64 (62) Flangehead Capscrew 8 - 35 (26)
Iron1Pulley 16 8.8 1 (98) Exhaust Stack 10 88 52 (39)
-
9.-Ftywheel Housing 12 8.8 84 (62) Water Pump Pulley 8 88 23 (17)
Flywhee4 10 10.9 68 (50) Alternator Bracket 8 88 23 (17)
011Ptckup Brace 8 8.8 23 (17) Alternator Pivot 10 88 52 (39)
Turbocharger 10 - 52 (39) Alternator Adj 8 88 23 (17)
011Pan 8 8.8 11 (a31 Smter 12 88 84 (62)
Cyltnder Head 12 10.9 129 (95) 011Filter Adapter 8 88 23 (17)
Rocker Studs 10 8.8 52 (39) Fud Ftlter Mounting 10 88 30 (22)
Water Pump Cover 6 8.8 11 (8) Transfer Pump 6 88 11 (8)
Water Pump 8 8.8 23 (17) ' Glow Pfuga 12 - 19 (14)
Water Pump Plugs - - 17 (12) Injection bne Nuts 12 - 24 (18)
Thermostat Cover 8 8.8 23 (17) Oil Coder 8 129 23 (17)
In~ecttonPump 8 8.8 23 (17) Rocker Nut Locknuto* 15 109 34 (25)
Rocker Cove Cap Nut 10 - 18 (13)

*Exhaust capcrews must be torqued In the p r o w ~ O U W ~toO P m t

wupn~ of exhaust man- and posstble kaka!p ot exhaust WsOS.
**This toque 1s due to fncnon between the threads only and locks the nut In
place. Use the rocker arm, nut to adjust valve lash.
Y
I
 STANADYNE
INJECTION PUMP 1ORQUES
All t0qu.r in Newton-Metm (inch-pound In pmntheses) unless otherwise s p ~ i f i d .

'41-50 Nm
(mIN.4
(See Note)

'Critical Torque Values

Note: Apply Lubriplate (630AA) to Chamfer

of pressure plate and cap threads.

FIGURE 1. FUEL INJECTION PUMP TOROMS

4. Special Tools

SUBJECT PAGE
SPECIAL TOOLS.. . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . .. . . . . . . . . . 4-1
 SPECIAL TOOLS

The following special tool listing was prepared to aid service and maintenance personnel in obtaining the proper
tools to accomplish the various service and maintenance operations described and illustrated in this manual.

The special tools listed below are available from Onan to aid service and repair work .

Diesel Nozzle Tester ............................................................................420-0184

Diesel Pintle Nozzle Cleaning Tool Set ...........................................................420-0208
Deep Socket 27mm 112" Drive (Injection Nozzle) ................................................. 420-0425
crowfoot Wrench 17mm 318" Drive (High Pressure Line Nuts) ..................................... 4 20-0426
Gear Puller Kit Injection Pump and Front Crankshaft Pulley ....................................... 4 20-0427
Socket. Transfer Pump Removal .................................................................420-0429
Injection Pump Tools. Stanadyne
shutoff Cam Removal Tool ...................................................................420-0430
Throttle Shaft Seal Spreader ..................................................................420-0431
~dvancePlug Wrench . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 2 0-0432
Socket Driver (End Cap Locking Screw) .......................................................420-0433
lntakeValveSeatDriver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 2 0-0421
Exhaust Valve Seat Driver .......................................................................420-0420
valve Spring Compressor ....................................................................... 420-01 19
valveseat Remover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 2 0-0436
Valve Guide Removal Tool ...................................................................... 420-0443
Valve Guide Installation Tool ................................................................... -420-OW
ValveGuideReamer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 2 0-0439
Valve Seat Concentricity Indicator ............................................................... 420-0437
Rear Oil Seal Driver-Wear Sleeve Installing Tool .................................................. 420-0417
Engine Application Test Kit ..................................................................... 420-0434
Engine Stand Mounting Plate (&cylinder) ........................................................ 420-0424
Engine Stand .................................................................................. 420-0441
-
Front Wear Sleeve Oil Seal Installing Tool ...................................................... 420-0418
Cam Bearing Puller ............................................................................. 4204428
Cam Bearing Puller (Head only) ................................................................ -4204422
CylinderLeakageTester ........................................................................ 4204343
Oil Cooler Test Fixture ........................................................................ -420-0435
Fan BeltTensionTool .......................................................................... 42G0438
Valve Rocker Stud Socket ....................................................................... 4204423
Onan Tool Catalog ............................................................................ -900-0019
 .
5 Troubleshooting

SUBJECT PAGE
ENGINE ...................................................... 5-1
CYLINDER LEAK DOWN TEST PROCEDURE ........................ 5-5
ELECTRICAL SYSTEM .......................................... 5-6
FUEL SYSTEM ................................................. 5-7
COOLING SYSTEM ............................................. 5-8
OIL SYSTEM .............................................................
5.9
TURBOCHARGER ......................................................5-10
Most of the troubles that occur in engine operation In most instances, when a problem is detected and
can be avoided when those responsible for engine fixed immediately,a more expensive, time consuming
maintenance adhere to an adequate program of lub- repair will be avoided. The following list of troubles.
rication, inspection and maintenance. The time and causes and remedies is supplied to aid the operator/
expense involved in a good maintenance and inspec- service person in locating and correcting mechanical
tion program is only a small portion of that incurred and electrical troubles as soon as possible. For spe-
when poor maintenance practice results in a major cific inspection and service procedures for any given
malfunction or breakdown. component, refer to that section or subject in this
manual pertaining to the part, assembly or system.

ENGINE

TROUBLE POSSIBLE CAUSES REMEDY

Engine will not turn or 1. Batteries weak. 1. Recharge or replace.
crank
2. Starter or starter switch 2. Repair or replace defective paits.
inoperative.
3. Engine locked or seized. 3. This can be due to extended idle or
storage periods, or to improper
preparation of the engine for storage, in
which case the parts may be rusted,
corroded orseized. Broken piston rings,
gears, etc., may also cause seizing.
Repair or replace defective parts.
4. Hydro-static lock. 4. This can be due to rain water entering
uncovered exhaust pipe, leaking
cylinder head gasket, cracked block or
cylinder head. Repair or replace
defective parts.
1. Slow cranking speed. 1. Specific gravity of batteries too low.
Charge batteries. Starter not delivering
maximum torque. Repair or replace
defective parts. Poor connection and/or
high cable resistance.
2. Glow plugs. 2. Check fuse, glow plugs, and wiring.
3. Engine controls out of 3. Check all engine controls for proper
adjustment. adjustment and operation.
4. Insufficient supply of fuel to 4. Check fuel systemdrain water separator,
injection nozzles. and replace fuel filter.
5. Injection nozzles not operating 5. Test and repair or replace nozzles.
Properly-
6. Incorrect valve lash. 6. Adjust valve clearance.
 ENGINE

REMEDY
1
TROUBLE POSSIBLE CAUSES
Engine hard to start 1. Batteries weak. 1. Recharge or replace batteries.
2. Insufficient fuel in fuel tank. 2. Check fuel level in tank. Fill with
specified fuel if necessary.
3. Incorrect grade of fuel. 3. Drain fuel system. Fill the tank with the
specified fuel.
4. Clogged filterlsediment bowl. 4. Replace filter, clean sediment bowl,
when used.
1 5. Injection nozzles not operating
properly.
1 5. Test and repair or replace nozzles.
1
6. Fuel transfer pump not operating 6. Repair or replace fuel transfer pump.
properly. Clean transfer pump filter.
7. Air in fuel system. 7. Correct air leaks in low pressure side of
fuel system. Prime fuel system.

I
8. Insufficient air supply to cylinders. 8. Clean air cleaner and intake manifold.
9. Fuel injection pump improperly 9. Time fuel injection pump.
timed.
0. Valve lash incorrect. 10. Adjust valve lash clearance.
1. Piston rings or cylinders worn. 11. Replace affected parts. Perform
- cylinder leak down test.
12. Valves warped or pitted. 12. Recondition or replace
valves and/or guides.
Engine stops frequently 1. Idling speed too low. 1. Adjust low idle speed.
2. Restricted fuel supply. 2. Check fuel system for blockage.
3. Fuel shut-off solenoid. 3. Check fuel solenoid.
Engine stops suddenly 1. Out of fuel. 1. Fill fuel tank with specified fuel and
prime fuel system.
2. Restricted fuel supply or fuel 2. Check fuel system for blocked lines and
return line. clogged filter.
3. Radiator air passages clogged. 3. Remove debris from radiator core.
4. Fan belts loose. 4. Adjust fan belts to proper tension.
5. Thermostat inoperative. 5. Test the thermostat for proper
operation.
6. Malfunctioning fuel solenoid, 6. Check fuel solenoid, and other safety
or safety switch. shutdown switches.
7. Poor engine lubrication. 7. check for operation of engine oil
I pump.
8. Water pump malfunctioning. 8. Repair or replace the water pump.
9. Major engine failure. 9. Perform cylinder leak down test.
 ENGINE

TROUBLE POSSIBLE CAUSES REMEDY

Engine shows loss of 1. Insufficient supply of air to 1. Clean air intake system. Clean exhaust
power cylinders. Restricted exhaust system.
system.
2. Insufficient supply of fuel to 2. Check fuel system. Drain water
injection nozzles. Water in separator.
fuel system.
3. Governor not operating properly. 3. Check engine operating speed.
4. Air in fuel system. 4. Prime fuel system. Check for air leaks on
suction side of fuel transfer pump.
Check for air in return fuel.
5. Clogged fuel filter. 5. Change filter.
6. Improper valve lash. 6. Adjust valve lash clearance.
7. Fuel injection pump improperly 7. Time fuel injection pump.
timed.
8. Inoperative fuel injection pump 8. Repair or replace affected parts.
or injection nozzles.
9. Cylinder cutting out. 9. Locate "missing" cylinder as follows:
Run engine at low idle speed and cut out
each fuel injection nozzle in turn by
loosening the fuel injection line nut
attaching line to fuel injection pump.

I Cover fittings before

loosening. Fuel under
pressure can ponetmte the skin and can
cause blood poisoning or a serious skin
infection.
Adecrease in engine speed with line nut
loosened indicates nozzle for that
cylinder is functioning properly. If
engine speed does not decrease, nozzle
is malfunctioning and must be serviced.
10. Loss of compression. 10. This may be due to leaking valves or to
worn piston rings or cylinder bores. Use
a suitable leak down tester and check
each cylinder as detailed later in this
section.
 - -

IEngine runs unevenly

TROUBLE POSSIBLE CAUSES
1. Idle speed.
REMEDY
1. Adjust idle speed.
and vibrates
excessively 2. Fuel supply erratic or insufficient 2. Check fuel system and air intake.
air intake.
3. Fuel injection pump malfunctions. 3. Check fuel injection pump.
4. Valves in bad condition. 4. Recondition valves and seats.
5. Plugged fuel filter. 5. Replace filter.
6. Fuel injection nozzle malfunctions. 6. Repair nozzle.
1. Air system clogged. 1. Check enaine air intake system.
smoke from exhaust 2. Incorrect injection pump timing. 2. Check f u i injection pump timing.
3. Improper fuel. 3. Drain fuel system and refill with speci-
fied fuel.
4. Lack of good injection nozzle 4. Clean and adjust nozzles.
spray pattern.
Engine emits bluish- 1. Engine operating temperature 1. Check thermostat operation.
white smoke from too low.
exhaust 2. Failed glow plugs(s). 2. Check continuity.
3. Clogged injection nozzles. 3. Clean and adjust nozzles.
4. Low compression. 4. Make cylinder leakdown test and neces-
sary repairs.
5. Early fuel injection pump 5. Check and adjust timing.
timing.
1. Fuel pump improperly timed. 1. Check and adjust.
knocks
2. Loose bearings. 2. Replace bearings.
3. Loose piston. 3. Inspect piston assembly. Replace parts
required.
4. Loose flywheel. 4. Check tightness of flywheel bolts.
Tighten or replace parts required.
5. Improperly adjusted valve(s). 5. Check and adjust valve lash clearance.
6. Foreign material in cylinder(s). 6. Make necessary repairs.
 CYLINDER LEAK DOWN Cylinder Leakage Test
TEST PROCEDURE With engine at normal operating temperature air
pressure is applied when the piston is at TDC of the
(Using Onan Cylinder Leakage compression stroke. At this time both valves are
Tester No. 420-0343) closed and except for a small amount of air leaking
past the piston ring end gap no air should escape
from a good cylinder. Check each cylinder for leak-
age as follows:
The Cylinder Leakage Tester is used to determine the 1. Set-up Cylinder Leakage Tester and calibrate.
location and relative amounts of compression losses
in an engine. This test can locate leaks at the intake 2. Connect the remote start switch to the start
and exhaust valves, head gaskets, and excessive solenoid.
leakage past the rings. 3. Clean area around injection nozzles and remove
all nozzles.
In order to obtain an accurate test, make certain the 4. Remove air cleaner, oil fill cap, and radiator cap.
cylinder leakdown tester has been properly tested 5. Install Tester in same manner the fuel injection
and calibrated. Do not rebuild an engine because of nozzle was installed. Make certain the cylinder
high cylinder leakage readings obtained with a leak- being tested is at TDC of the compression stroke.
down tester unless the unit is known to be accurate.
6. Connect test to adapter. Watch the engine crank-
shaft. If it turns stop the test. Remove the tester
and reposition piston at TDC.
7. Listen for air leakage at exhaust pipe, intake
manifold, and from crankcase.
8. Check gauge and record reading. A leakage read-
ing of less than 20°h and no "air leaking" heard in
Regulator Calibration exhaust pipe, air intake, or crankcase indicates a
The Cylinder Leakage Tester (CLT) requires an out- good cylinder.
side source of air pressure [483 to 1380kPa (70to 200 A leakage reading greater than 20% on a properly
psi)] to be connected to the air inlet fitting. broken-in engine or "air leaking" heard at
exhaust pipe, air intake, or crankcase indicates a
1. Before connecting air to the inlet fitting, turn the need for service.
CLT regulator to the left a couple of turns.
2. Connect air to inlet fitting and turn CLTregulator A. Air escaping at air intake indicates a leak at the
to the right in small steps until the gauge reads intake valve.
zero. 8. Air escaping at exhaust pipe indicates a leak at
3. Momentarily depress the valve in the connection the exhaust valve.
end of the outlet to engine hose. The needle C. Air escaping at radiator filler cap indicates a
should rise, then return to zero. blown head gasket or a crack in the water
4. If needle does not return to zero repeat Steps 1.2, jacket.
and 3. When the Cylinder Leakage Tester reads D. Air leaking into crankcase indicates worn or
zero it is properly calibrated and ready to use. broken rings or scored cylinder walls.
 ELECTRICAL SYSTEM

TROUBLE POSSIBLE CAUSES REMEDY

Alternator not charging 1. Alternator drive belt loose or 1. Adjust or replace drive belt.
broken.
2. Alternator regulator inoperative. 2. Remove regulator and replace.
3. Alternator inoperative. 3. Remove alternator for repairs or
replacement.
Alternator output low 1. Alternator drive belt improperly 1. Adjust drive belt.
and/or unsteady adjusted.
2. Brushes sticking in brush holders. 2. Free brushes in holders.
3. Brush spring tension too low. 3. Replace brush springs.
4. Slip ring dirty or worn. 4. Clean slip ring or remove alternator
for repair or replacement.
5. Voltage regulator operating 5. Remove regulator and replace.
improperly.
Batteries will not 1. Loose terminals or 1. Tighten affected parts.
hold charge connections.
2. Short in electrical system. 2. Correct short.
3. Short circuit or bad 3. Remove and replace battery.
cell in battery.
4. Electrolyte level low 4. Reduce charging rate. Remove and
(alternator output excessive replace battery or add water.
or cracked battery case.)
5. Voltage regulator inoperative. 5. Remove regulator and replace.
Starter will not crank 1. Batteries weak. 1. Check batteries.
engine. 2. Cables and/or connections 2. Tighten all loose connections
loose or corroded. and clean corrosion from all terminals.
3. Starter switch inoperative. 3. Replace switch.
4. Starter brushes worn or not 4. Install new brushes.
contacting properly.
5. Starter brush springs weak. 5. Check brush spring tension, replace
springs if necessary.
6. Starter commutator dirty 6. Clean commutator, machine
or worn. commutator and undercut mica if
necessary.
7. Starter armature shaft 7. Replace worn bearings and
bearings worn (armature related items.
drags on fields).
8. Starter armature burned out. 8. Replace armature.
Starter pinion will 1. Broken or excessively 1. Replace broken or worn parts.
not engage with worn parts.
flywheel ring gear 2. Defective solenoid. 2. Replace solenoid.
3. Worn overrunning clutch. 3. Replace clutch.
 FUEL SYSTEM

-
TROUBLE POSSIBLE CAUSES REMEDY
lnsuffic~entfuel 1. No fuel in fuel tank. 1. Fill fuel tank with specified fuel.
supply to injection Prime fuel system.
nozzles
2. Inoperative or plugged fuel 2. Repair or replace transfer pump.
transfer pump. Clean inlet filter.
3. Injection nozzle valve 3. Replace seal and valve
sticking in valve body. assembly in nozzle holder body.
4. Fuel lines/fuel filter/clogged. 4. Clean fuel system components,
replace fuel filter.
5. Fuel injection pump 5. Remove fuel injection pump for
malfunctioning. service.
6. Injection nozzles improperly 6. Adjust injection nozzles.
- adjusted.
Air in fuel system 1. Loose fuel line fitting or leak 1. Tighten loose fitting or replace
in fuel line on suction side damaged line.
of fuel transfer pump.
2. Damaged fuel filter. 2. Replace fuel filter.
Insufficient air supply 1. Air cleaner clogged. 1. Replace air filter element.
to cylinders
2. Excessive dirt buildup 2. Thoroughly clean turbocharger.
in turbocharger.
3. Leaks in engine intake and/or 3. Tighten loose manifold retaining
exhaust manifolds reducing nuts or capscrews. Replace manifold
turbocharger efficiency. gaskets.
4. Turbocharger rotating assembly 4. Overhaul turbocharger.
bearing seized.
Rapid wear on engine 1. Dirt admitted with 1. Inspect air cleaner body, pipe,
parts intake air. connecting hoses, gaskets, etc.,
thoroughly for cracks or openings
which would allow air to enter engine
without passing through air cleaner.
Make necessary repairs.
2. Dirty crankcase oil. 2. Change engine oil and the oil filter
element at the intervals
recommended. Keep oil clean when
filling engine.
3. Improper fuel. 3. Use the proper fuel. It is important that
the fuel be within the specified limits
for ash, carbon, sulphur. etc., to pre-
vent excessive wear on engine parts.
4. Valves hitting pistons. 4. Check valve recession in head.
 COOLING SYSTEM

TROUBLE POSSIBLE CAUSES REMEDY

Engine operating 1. Temperature gauge inoperative. 1. Check gauge. Replace if necessary.
temperature too high
with ample coolant
in system
2. Radiator air passages 2. Clean exterior of
restricted. radiator.
3. Thermostat inoperative. 3. Replace thermostat.
4. Loose or broken fan belts. 4. Adjust or replace fan belts.
5. Lime deposits in water 5. Thoroughly clean affected areas.
passages of radiator,
cylinder head and/or
cylinder block.
6. Water pump inoperative. 6. Replace water pump.
7. Engine pulling excessive load. 7. Reduce load.
8. Engine speed set too high. 8. Adjust speed to within
specified rpm limits.
Engine operating 1. External leaks. 1. Repair affected parts.
temperature too high
due to loss of coolant
2. Ruptured oil cooler core 2. Replace oil cooler core.
(oil in coolant).
3. Engine cylinder head 3. Replace gasket and torque
gasket leaking. cylinder head bolts as specified.
4. Engine cylinder head cracked. 4. Replace cylinder head.
5. Engine cylinder block cracked. 5. Replace cylinder block.
Engine operating 1. Thermostat stuck in open 1. Replace thermostat.
temperature too low position.
2. Operating in extremely 2. Provide covers for radiator
cold weather. and engine side openings.
 OIL SYSTEM

POSSIBLE CAUSES REMEDY

No oil pressure 1. lnsufficient 011in crankcase. 1. Fill crankcase to proper level.
2. Oil pressure gauge inoperative. 2. Replace gauge.
3. Oil pickup cracked or clogged. 3. Remove and clean the screen or
replace pickup assembly.
4. Oil pump inoperative. 4. Repair or replace oil pump.
5. Regulating valve stuck open. 5. Remove and clean.
Low oil pressure with 1. Oil pressure gauge inaccurate. 1. Check gauge. Replace if necessary.
proper oil level in
crankcase
2. lmproper crankcase oil or 2. Fill crankcase with specified crankcase
diluted with fuel. oil.
3. Oil pressure relief valve or 3. Clean, repair, or replace
regulator valve stuck in open affected parts.
position.
4. Main and/or connecting 4. Replace bearings.

k
rod bearings worn.
5. Camshaft bearings worn. 5. Replace bearings.
6. Oil pump worn. 6. Repair or replace oil pump.
Excessive oil pressure 1. Oil pressure gauge inaccurate. 1. Check gauge. Replace if necessary.
2. Oil pressure regulating valve 2. Clean, repair, or replace regulating
sticking. valve.
3. lmproper crankcase oil. 3. Fill crankcase with specified oil.
1. lnsufficient oil in crankcase. 1. Fill crankcase to proper level.
lubricating oil
2. Engine oil cooler clogged. 2. Clean or replace the oil cooler.
1. External oil leakage 1. Correct all external leaks.
consumption (gaskets, etc.).
2. Engine oil seals worn or 2. Replace oil seals.
damaged.
3. Crankcase oil diluted 3. Fill crankcase with specified oil.
with fuel.
1. Pistons, rings, and/or 4. Replace or repair affected parts.
cylinder bores worn.
3. Rings stuck in piston 5. Clean ring grooves and
ring grooves. replace rings.
6. Valve guides and seals worn. 6. Replace valve guides. Check related
parts.
7. Plugged breather. 7. Clean breather.
Excessive oil 1. Rings not seated properly. 1. Allow more time for break-in.
consumption during Make certain specified
first 250 hours crankcase oil is used
of operation and no and engine is at operating
indication of temperature.
improvement
2. Pistons or cylinders 2. Check cylinder leakage.
scored.
Rapid wear on engine 1. Crankcase oil contaminated. 1. GI system with clean
parts engine oil. Replace engine
oil filter.
2. lmproper engine lubricating 2. Fill system with crankcase oil
oil beina used. of proper specifications.
 TURBOCHARGER

When operating, each turbocharged engine has its A turbocharger cannot correct or overcome engine
own distinctive sound or noise level. In many in- malfunctions or deficiencies in the fuel and air intake
stances, malfunctions can be detected when the system. If a turbocharged engine has malfunctioned
noise level changes. A change in noise level to a and turbocharger has been inspected and is in good
high-pitched screech indicates an air leak between operating condition, proceed with troubleshooting
air cleaner and engine or an exhaust gas leak in the as though engine were not turbocharged.
exhaust system, between turbocharger and exhaust
manifold. Noise level cycling from one level to another Simply replacing a good turbocharger with another
is an indication of a plugged air cleaner, a restriction will not correct engine malfunctions. Too often turbo-
in air intake piping, heavy build up of foreign matter in chargers are removed from engines before the cause
compressor, or operation at altitudes above 3048 m of a malfunction has been determined. Always inspect
(10,000ft). A sudden reduction in noise level and and assess turbocharger condition before removal
power loss that results in black or blue smoke and from engine.
excessiveoil leakage indicatesa turbocharger failure. Usethe troubleshooting list that follows in diagnosing
and correcting unsatisfactoryturbocharger operation
and related engine operation.

TURBOCHARGER

<

TROUBLE POSSIBLE CAUSES REMEDY

Noisy operation 1. Restricted air intake piping or air 1. Remove restrictions and clean or
cleaner. replace air cleaner.
2. Leak in air intake piping or exhaust 2. Tighten all connections and replace
system. gaskets as required.
3. Damaged bearing or other 3. Remove turbocharger for
components causing compressor replacement or repair.
impeller or turbine wheel to rub
against housing. I

Loss of engine power. 1. Leak in air intake piping or exhaust 1. Tighten loose connections or
excess smoke manifold. replace exhaust manifold gaskets.
2. Restricted air intake piping or dirty 2. Remove restrictions and clean or
air cleaner. replace air cleaner.
3. Foreign matter lodged in 3. Clean or replace turbocharger if
compressor impeller or turbine damaged. Determine source of
wheel. Damaged impeller or debris.
turbine wheel. 4. Thoroughly clean compressor
4. Excessive build up of foreign assembly. Clean or replace air
matter in compressor. cleaner and check for leaks.
5. Oil leakage from seals. 5. Remove turbocharger for
6. Back pressure on turbo exhaust replacement or repair.
, too high. 6. Correct restriction in exhaust
system.
7. Interference or binding in rotating
assembly. Bearing seizure. 7. Remove turbocharger for
8. Insufficient fuel supply to engine. replacement or repair.
8. Replace fuel filter and inspect fuel
system.

Oil in intake manifold 1. Seal failure. 1. Replace or repair turbocharger.

or exhaust pipe 2. Restriction in air cleaner or air 2. Remove the restriction.
intake creating suction.

Vibration and noise 1. Damaged impeller or turbine 1. Replace or repair turbocharger.

blades. Worn or damaged bearing. 2. Inspect and clean air cleaner and
2. Restricted air intake system. air intake piping.
SU~JECT PAGE
E~~l~ESET-UP ............................................... 6-1
.................................................... 6-1
~~tteries
................................. 6-1
Crankcase Oil Recommendations
Fuel commendations ........................................6-1
FuelTankandLineS ...........................................6-1
coolingsystem ..............................................6-2
Exhaustsystem ..............................................6-2
p ~ ~ ...................................... 6-2
~ INSTRUCTIONS
. ~ ~ ~ T
F~~~ SYSTEMPRIMING ......................................... 6-2
p ~ ~ . ~ ~ AND .................................... 6-4
~ T STARTING
I N G
..................................... 6-4
Twenty Second Glow Plugs
...................................... 6-4
Seven Second Glow Plugs
ENGINE SHUTDOWN ........................................... 6-4
OPERATION .................................................. 6-5
ApplyingLoad ............................................... 6-5
...................... 6.5
Exercise of Engine on Generator Set Application
DustandDirt ................................................6-5
.................................................6-5
HighAltitude
............................................ 6-5
High Temperatures
LOW Temperatures ............................................ 6-5
....................................... 6.6
Out-Of Service Protection
....................................... 6-6
Returning Unit to Service
 ENGINE SET-UP Fuel Recommendations
inspect the engine visually. Check for loose or missing Fill the fuel tank with a good quality fuel obtained from a
parts and any damage that may have occurred in reputable supplier. The quality of fuel used IS important
shipment. in obtaining dependable performance and satisfactory
engine life. Fuels must be clean, completely distilled,
~ c ~ " i TOil,~fuel,
o and
~ coolant have been well refined, and non-corrosive to fuel system parts.
drained from the engine prior to
shipping from Onan. Severe damage will result if 1- Due to the precise tolerances of die-
sel injection systems, it is extremely
engine is started without oil.
important the fuel be kept clean and free of water. Dirt
Batteries or water in the system can cause severe damage to
The batteries and battery cables used for starting the both the injection pump and the injection nozzles.
engine should be of sufficient size to provide prompt Fuel vapors create fire and explosion
starting. Undersized batteries will result in poor starter hazards which can result in severe
operation and a very short starter service life. personal injury or death. Do not add gasoline, gasohol,
or alcohol to diesel fuel. Do not permit any flame,
1-r Explosive gases are emitted from
batteries while charging. Ignition of
these gases can result in an explosion and severe
cigarette, or other igniter near the fuel system.
Use ASTM2-D (No. 2 Diesel), ASTM1-D (No. 1 Diesel)
personal injury. Do not smoke or allow any spark fuel with a minimum Cetane number of 40*. Number 2
producing device near batteries while servicing. diesel fuel gives the best economy and performance --
Crankcase Oil Recommendations under most operating conditons. ~t temperatures below
0°C (32"F), Number 2-0 fuel may pose operating
Fill crankcase with correct amount of oil. Refer to problems. At colder temperatures, use Number 1-D fuel
SPECIFICATIONS section for crankcase capacity. (if available) or use a "winterized" Number 2-0 (a blend
When adding oil between oil changes, it is preferable to of Number 1-D and Number 2-0). The blended fuel is
use the same brand, as various brands of oil may not be normally called Number 2-0 also, but can be used in
compatible together. Refer to SECTION 7, MAINTE- colder temperaturesthan non "winterized" Number 2-0
NANCEfor recommended oil change procedures. fuel.
Do not overfill crankcase. Excess oil Do not add gasoline, gasohol, or
causes foaming and can cause loss alcohol to diesel fuel. Damage to fuel
of lubrication and higher operating temperatures, injection system or engine may result.
resulting in engine damage.
Recommended L engine oil specifications are 15W-40, *NOTE: Fuels with Cotam numbersh i g h than 40 may be needed in
higher aHitudr or whon exbumdy low ambient temperatures a n
30W, 20W-20.1OW oil meetingthe American Petroleum encountwed to prevent midires and resultant excessive smoke.
Institute (API) classification CD/SF, CD/SE, or Military
Specification MIL-L-2104C. When a SW-20 or SW-30 oil Use low sulfur content fuel having a cloud point of at
is required, it must be a synthetic oil meeting Military least 10degrees below the lowest expectedfuel temper-
Specification MIL-L-46167. MIL-L-2104C. or MIL- ature. Cloud point is the temperature at which wax
L-461528. crystals begin to form in diesel fuel.
SpiIIed fuel can ignite and cause
serious personal injury or death.
Nww #/ th.iue/ iank when the engine is running.
Fuel leaks create fire and explosion
hazards which can resun in severe
persondinjury or death. Always usea length of flexible
tcsWngbeiwe8nengineand the fuelsupply line to avoid
tinotailurn and leaks due k vibrstion. The fuel system
must med applicable codes.
Fud T'@and Ucrss
When more than one engine share the same fuel tank,
do not connect to an existing fuel line at a point above
the fuel supply level. Install a fuel shut-off valve in the
tank for service convenience.
: M -20 '0 2 ,O 20 XI 40
Tmmraw,. You E s W I 8.(m N u t OtI C M p .
T h m g i n e requires a fuel supply line wtth a separate
return line. Both lines should be connected to stand-
Ls.(OP pipes in Redank wtth the opening for each 2" minimum
SW-20 and 5W-30 minerat base oils are not recom- from the W m of the tank to allow space for water and
mended-* wij$w&%r)wm any ccmMm... sedimenk to settfeand 6 elimihate siq&q$$g~rc+blems.
 Installthe fuel supply line from tank to the inlet in the fuel Exhaust System
pump. Connect fuel return line to tee fitting at injection The exhaust system must efficiently expel all engine
pump. Use approved flexiblefuel lines or connections at combustion products and muffle exhaust noises with
the engine to absorb vibration. minimum back pressure. If back pressure is too high, the
volumetric efficiency of the engine is reduced, fuel
economy drops, exhaust temperature increases, and
Do not use dissimilar metal lines,
I - isystem. fittings, and fuel tanks in the fuel
Hazardous fuel leaks may be caused by
valve life is shortened.

Exhaust products of any internal combustion engine are

electrolytic corrosion. An explosion or fire can cause toxic and can cause injury, or death if inhaled. All engine
severe personal injury or death. applications, especially those within a confined area.
should be equipped with an exhaust system to discharge
gases to the outside atmosphere.

On service calls, always inspect

Coolant System / exhaust systems for possible leaks.
Report any exhaust hazards to the owner/operator and
Verify that all drain cocks are closed and all hose warn them of the potential dangers to life i f not
clamps secure. Onan recommends the use of clean repaired.
ethylene glycol anti-freeze solutions in closed cooling
systems during normal operation and storage periods.
Be sure anti-freeze solution will protect the cooling PRE-START INSTRUCTIONS
system during the coldest winter weather. Use only a Preparations for the initial start up and each additional
reliable brand of ethylene glycol (permanent type) anti- start up thereafter should include careful checks of the
freeze which contains a rust inhibitor but does not following:
contain a stop-leak additive.
1. Check all componentsfor mechanical security. If an
Coolant fill rate must not exceed 11.4
:*-ON !
liln.(3.0 gallons) per minute. Filling
too fast may result in incompleteengine coolant filling
abnormal condition or defective part is detected.
repair or service as required. The engine should be
kept free of dust, dirt, and spilled oil or fuel.
and possible engine damage at start-up.
2. Check engine crankcase oil level.
Use a minimum 50-50 mix of ethyleneglycolanti-freeze
and soft water to fill the cooling system. Use soft water 3. Check radiator coolant level.
whenever available. Well water often contains lime and
other minerals which eventually may clog the radiator 4. Check fuel supply level.
core and reduce the cooling efficiency. Check cooling
system for leaks after anti-freeze solution has been 5. Inspect the air cleaner; service if necessary.
added.
6. lnspect exhaust system for possible leakage and
Fill cooling system with appropriate mixture of anti- cracks.
freeze. To assure complete filling of the cooling system
the cylinder head and block should bled to prevent
air lock. This can bedone by looseningoneof the plugs

-
or senders located in the water pump before filling. FUEL SYSTEM PRIMING
When coolant appears, retorqueplug to T7 Nm (150 in-
Ib) and finish filling. An additional pocket of air will The fuel system must be primedprior to initial start up or
remain in the cylinder headStart engineandoperatefor after engine has run out of fuel.
approximately 10 minutes or untilm o s t a t opens. As
Due to fho
coolant circulates, air trapped in the cylinder head will
be released. I s i
dh.,tuclk
imporbnt dean h m of
k@
-88

and
td.rsnces of die-
system,, i s ext-y
waier. Dirt
Fill with additional coolant as r w . Coolant lwel ormt.rinfho~cur~~18esewred8msgoto
should be maintained ata level midway betuueen top of both fho injection pukp and the injection nozzles.
radiator core and fMer neck. if vehicte is equipped with a
coolant recovery tank. coolant lever in recovery tank 1. Priming (transfer pump, fuel filter, and injection
must be between cold and hot marks. pump housing).low pressure fuel system.
A. Chedc fuel level in fuel tank. Open fuel shut off
valve if one is present

8. Loosenthehretfi{$erto@jection pump line at the

t'irtgni'. ,ir- *7:
Ir :Y?~-
 2. Priming High Pressure Fuel System.
INJECTOR
This part of the system is usually self-priming since
any trapped air in the injection pump is usually
forced out through the injection nozzle. If, however,
engine has run out of fuel, been shut down for an
extended period, or has had fuel injection lines
removed, it may be necessary to prime as follows:

A. Loosen fuel injection line connecting nut (Fig-

ure 1) attaching each line to corresponding
nozzle holder.

8. Place speed control in high speed position and

stop control in RUN position.

C. Energize starting motor. (Do not operate starting

motor for more than 30 seconds at a time
without pausing two minutes to permit starter to
cool.)

1AWARNING 1 Fuel penetration of the skin

can cause severe personal
injury. Do not let the n o u k high-pressure
fud spray against skin surf8ces.
FIGURE 1. INJECTION PUMP AND NOZZLE
D. When fuel flows from the end of high pressure
fuel injection lines, stop starting motor and
C. Actuate the priming lever (Figure 2) on the torque connection nuts.
side of the transfer pump until fuel flowsfrom
the fitting.
Ifreslstantr Is not felt whon opomtlng priming hver the
camshaft transfer pump l o b is up. Turn engine one
revolution to permit hand priming.
D. Tighten fuel line at the injection pump inlet.

FIGURE 2. FUEL TRANSFER PUMP

 PREHEATING AND STARTING 6. If engine fails to start after 30 seconds, wait two
The engine starting procedure depends on the controls mirstes before recranking, and repeat steps 3 and 4
and safety shutdown equipment furnished by Onan or abo.,e. Absence of bluelwhite exhaust smoke
the original equipment manufacturer. during cranking indicates no fuel being delivered. If
engine does not start on first attempt, check fuel
When controls are furnished by the original equipment supply system.
manufacturer (OEM), follow their instructions for stop-
ping, starting, and operating the engine and their 7. Allow engine to warm up before applying load.
equipment.
Seven Second Glow Plugs
The following instructions supplement OEM starting 1. Place transmission in park or neutral position.
instructions and should be followed when controls are
furnished by Onan. To aid in starting of all indirect 2. Turn key switch to engine run position.
injection L-SeriesDieselengines, preheating is required
at temperatures below 21 OC (70°F). 3. Wait until glow plug preheat light goes out before
cranking engine.
Do not engage starter for periods
longer than 30 seconds without 4. Turn key switch to start position to engage starter.
allowing 2 minutes tor starter to cool. On engines equipped with manual cold start ad-
vance pull cold start advance knob out at temper-
Use of ether as a starting aid can atures below O°C (32'F). Push knob in after engine
cause an explosion resulting in starts and runs for approximately two minutes.
severe personal injury. Heat of compression or hot
glow plugs can cause a sudden ignition of the ether
vapor. Do not use ether as a starting aid. 5. If engine fails to start after 30 seconds, wait two
minutes before recranking, and repeat steps 3 and 4
Use of ether as a starting aid can above. Absence of blue/white exhaust smoke
causean explosionmsultingin engine during cranking indicates no fuel being delivered. If
damage. Heat of compression or hot glow plugs can engine does not start on first attempt, check fuel
cause ignition ot the ether vapor. Do not use ether as a supply system.
starting aid.
6. Allow engine to warm up before applying load.
Twenty Second Glow Plugs
1. Disconnect load from the engine. Within seconds after starting engine, oil pressureshould
exceed 60 kPa (10 psi) minimum. After engine has
2. Energize fuel solenoid or place all controls in reached operating temperature, oil pressure should be
START/ RUN position. in the range of 207 to 380 kPa (30 to 55 psi) at full load
rpm.
3. On engines equipped with a glow plug preheat
indicator light, preheat until light goes out indicating Overvoltagewill immediately destroy
engine is ready for starting. the glow plugs. Do not apply over-
to the sbrting c i m H at any ffmo. If it becomes
4. On engines equipped with twenty second glow nec&sary to use m aWtlonal source otpower to start
plugs and no preheat lamp energize preheat circuit the engine, use a &thry of equal voltageconnectedin
for specified period of time, determined by ambient padW.
temperature.

Ambient T m p m t w r PnhratTkm ENGINE SHUTDOWN

Above21°C(700F) ........................ 10-20seconds
1. De-energize fuel solenoid or turn STARTISTOP
-18°Ct~210C(O-700F).................... 25-35secOnds
Below -18°C (0"F) ........................ 30-45 seconds switch to stop position.

Limit preheating to recommended 2. If stop circuit fails, close manual fuel valve. This
periods; longer periods a n in the manual-valve is optional.
heater element.
1- Always allow engine to run at idle
without I d for at least 2 minutes
5. Continue to preheat while energizing the start
circuit De-energize preheat and start circuits when ktom s w n g . mis allows engine to cod gradually
engine will run without the aid of the starter motor. and rnlfomly.
 OPERATION Dust and Dirt
Operation, following prestart, preheat and starting, 1. Keep engine clean.
involves several checking and servicing procedures 2. Service air cleaner prior to each start-up.
that will help the owner-operator extend the engine's 3. Change crankcase oil every 100 operating hours.
life. 4. Keep oil and fuel in dust-tight containers.
5. Keep throttle linkage clean.

Applying Load
High Altitude and High Temperatures
If practical, allow the engine to warm up before
connecting a load. Continuous engine overloading Maximum power will be reduced approximately 3
causes higher operating temperatures that can percent for each 304.8 m (1000 ft.) above 90 m
damage the engine. The exhaust system may become (295 ft.) on naturally aspirated engines, and above
- fouled by combustion deposits during periods of 1525 m (5000 ft.) on turbocharged engines.
operation at light loads.
Maximum power will be reduced approximately 1.8%
per 10°C (1% per 10" F) above 25OC (77°F).
Exercise of Engine on See that nothing obstructs air flow to and from the
Generator Set Application engine. Keep cooling system filled to proper level
with coolant. Be sure that thermostat and pressure
A diesel engine on stand-by service that is relied cap function properly. Keep cooling system clean.
upon to perform under critical conditions, should be If permanent application is expected to exceed
exercised at least every 30 days. 1000 m (3280 ft.) on naturally aspirated engines,
Exercise period should be of sufficient duration to 1525 m (5000 ft.) on turbo engines or, if normal air
allow engine to reach normal operating temperature inlet temperature exceeds 40° C (105°F) or if a total
while carrying at least 50% of normal load. power reduction due to both pressure and temper-
ature exceeds 1O0/0, an injection pump change is
When the engine is used under conditions of extreme recommended to reduce the fuel flow rate.
temperatures, humidity, dust, sand, etc., it may be
necessary to accelerate maintenance intervals and
exercise periods to as often as weekly.
Low Temperatures
To exercise engine: Diesel fuels are sensitive to changes in ambient
1. Before starting, check lubricating oil and coolant temperature. All diesel fuels have a certain amount of
levels. Make complete visual check of unit. heavy paraffin-like (wax) components, which are
high in energy value and help improve fuel economy.
2. Start engine and run 15 minutes with speed When fuel temperatures fall to less than about -7°C
control at half position. (20°F), the heavy paraffin components begin to
solidify into wax flakes. If fuel temperatures become
3. Run engine at rated speed with whatever load is low enough, the flakes can build up in the fuel filters
available, up to full load, for the-time needed to and prevent fuel from reaching the engine.
obtain two consecutive water temperature read-
ings of 71°C (190°F) minimum at 15 minutes. Number 2-0 fuel hasa higher level of heavy components
Check and correct.any coolant or oil leaks. and is more subject to waxing than Number 1-0 (or a
"winterized" 2-0) fuel. When operating at temperatures
Contact wlth hot coohnt might
lbPWaRNl NG 1u,t,8wbw,,,,t
i d hot, pre88urit.d coolant from a c i d
below 0°C (32OF), use Number 1-D, or Number 2-0 that
has been blended with Number 1-0 for winter use.
cooling ryrtem. To improve c ~ l weather
d starting and operat~on,use of
an engine block heater is recommended. A fuel heater
4. Run engine at half speed with no load for 5 properly insWed helps prevent wax from plugging the
minutes to allow engine to cool evenly. fuel filter.
5. Stop engine.
1. Usehcorrectv f d t y oil for temperatureconditions.
If accumulated hours of operation during exercise Change oil only when engine is warm. If an unex-
periods do not total 200 hours within a 6 month pectedtemperaturedrop requiresan emergency oil
period, the oil filter and lubricating oil should be change, move the engine to a warm location or
changed regardless of hours. If in a 12 month period apply heatedair (never useopen flame) externally to
engine hours do not total 400, replace the fuel filter. the oil pan until oil flows freely.
 2. Use fresh fuel. Protect against moisture conden- 2. Shut down engineand drain crankcase oil while still
sation. Keep fuel tanks full. Temperature of fuel warm. Refill and attach a warning tag indicating
delivered to engine filter must be above its cloud viscosity of oil used.
point to prevent filter blockage. 3. Remove glow plugs and pump 28 grams (1 ounce)
of rust inhibitor (or SAE #10 oil) into each cylinder.
Use of ether as a starting aid can Use starter to turn engine over three to four
cause an expIosion resulting in revolutions. This will evenly distribute the rust
severe personal injury. Heat of compression or hot inhibitor in the cylinders. Install glow plugs.
glow plugs can cause a sudden ignition of the ether
4. Service air cleaner per OEM specifications.
vapor. Do not use ether as a starting aid.
5. Clean throttle linkage and protect with a light coat of
Use of ether as a starting aid can oil.
cause an explosion resulting in 6. Plug exhaust outlet to prevent entrance of moisture,
engine damage. Heat of compression or hot glow bugs, dirt, etc.
plugs can cause an ignition of the ether vapor. Do 7. Clean and wipe entire unit. Coat parts susceptible to
not use ether as a starting aid. to rust with a light coat of grease or oil.
3. Keep fuel system clean, and batteries in a well 8. Disconnect battery and follow standard battery
charged condition. storage procedure.

Overvoltage will immediately Returning Unit to Service

destroy glow plugs. Do not apply 1. Removecover and all protectivewrapping. Remove
overvoltage to the starting circuit at any time. If it plug from exhaust outlet.
6ecomes necessary to use an additional source of 2. Check tag on oil dipstick and verify that oil viscosity
power to start the engine, use a suitable battery of is still correct for existing ambient temperatures.
equal voltage connected inparallel. Check oil level.
3. Clean and check battery. See SECTION 7.
Out-Of-Service Protection MAlNTENANCEfor instructions.
The inherent lubricating qualities of No. 2 diesel fuel 4. Check that glow plugs are secure, correctly torqued,
should protect the cylinders of a diesel engine for at and electrical leads connected.
least 30 days when the unit is not in service. To protect 5. Connect battery (ground terminal last).
an engine that will be out of service for more than 30
days, proceed as follows: 6. Prime fuel system.
7. Refer to starting instructions for start-up.
1. Exercise the engine as outlined in EXERClSE OF
ENGINE ON GENERATOR SET APPLlCATlON After engine has started, excessive blue smoke is
section. exhausted until the rust inhibitor has burned away.

EXHAUST GAS IS DEADLY!

Exhaust gases contain carbon monoxide, a pdsonous gas that a n cause

u n c o n s c b w m s and death. It h an odorless and coWess gas formed during
combustion of hydrocarbon fuels. Symptoms of carbon monoxide poisoning are:

W*ss v m n g
Headache Mtltcukr Twitching
4W&mssand Sbpiness Throbbing in Temples

H you expedence any of these symptoms, get out into tmsh air irnnmdiahly~shut
down the unit and do not use until it has bmh in8pedd.

ThebestprotscBionagainst carbonmonoxideinhalation isproper installationand

regular, frqient hpections d the con#@& exftw8i syrlwR. H you notice a
change ifi fhe swnd or apps.rance of exhaust system* shut the unit down
immediately and have it inspoctedand repahodat onceby[, com&nt mechanic.

-. V
.
7 Maintenance

SUBJECT PAGE
ENGINE INSPECTION ........................................... 7-1
DAILY CHECKS ................................................ 7-1
OILCHANGE ..................................................7-1
OIL FILTER CHANGE ........................................... 7-1
COOLING SYSTEM ............................................. 7-1
Cleaning................................................... 7-2
BAmERlES ................................................... 7-2
...................................................7-2
Cleaning
....................................... 7-2
Checking Specific Gravity
...................................... 7-2
Checking Electrolyte Level
....................................................7-2
Storage
FANBELT ....................................................7-3
FUELSYSTEM ................................................ 7-3
...................................................7-3
FuelFilter
........................................... 7-3
Fuel Injection Pump
CRANKCASE BREATHER ........................................ 7-4
VALVECLEARANCE ............................................7-4
PERIODIC MAINTENANCE SCHEDULE .............................. 7-4
AIRCLEANER .................................................7-4
TURBOCHARGER .............................................. 7-4
 ENGINE INSPECTION

Accidental starting of the engine or

PWARN~NG~electrica~arcing can cause severe
personal injury or death. Disconnect the battery cable
when repairs are made to the engine, controls, or
associated equipment.
Onan doer not recommend washlng CAUTION: 00 NOT
the dlerel englne. However, It you OVERFILL
muat warh the englne, do so only when the englne b
cold. Never wash a warm, hot, or runnlng englne.
Spnylng water or cleanlng solutlonr on a warm
englne or lnjectlonpump can cause terlous damage
to the englne fuel ryrtem.
After starting the operator should make a complete
visual and audible inspection of the engine. lnspect
exhaust system for possible leakage and cracks. - FULL
Locate leaks in muffler and piping while the engine is
operating. Repair all leaks immediately after they are
- ADD
detected for personnel safety. I

DAILY CHECKS
FIGURE 1. CRANKCASE DIPSTICK
Check the following before starting the engine for the
first time each day:
1. Check all fuel lines and fittings for possible
leakage.
2. lnspect cooling system for possible leaks. Cool-
ant level should be maintained at a level midway
between top of radiator core and filler neck. If in a To drain oil, place a pan under the drain outlet, and
vehicle equipped with a coolant recovery tank, remove the oil drain plug. After the oil is completely
coolant level in recovery tank must be between drained, replacethe drain plug. Spin off oil filter element
cold and hot marks. Maintain coolant at a and discard it Thoroughly clean filter mountingsurface.
concentration that will prevent freezing and
system corrosion. Make sure new gasket is insertedin the element. Apply a
thin film of clean oil to the gasket Spin element down by
3. Drain moisturefrom condensation traps and fuel- hand until gasket just touches mounting pad, and then
water separator (if so equipped). tighten an additional 1/ 4-3/ 4 turn. Do not overtighten.
4. lnspect intake system for leaks. Makecertain that
all clamps and fittings are tight and free of Refill with oil of the correct API classification and
potential leaks. appropriate SAE viscosity grade for the anticipated
5. Check crankcase oil levelwith theengine off. If oil temperature conditions (refer to SECTION 6, START-
level is at or below " a d d mark on dipstick UP).Start engine and run for a short time to check for oil
(Figure 1), add sufficient oil of the proper viscosity leaks around the drain plug and filter element Stop
as specified in SECTION 6, START-UP to bring engine and check oil level. Oil level should be to the
oil level to the full mark on the dipstick. Do not FULL mark on the dipstick.
operate engine with oil level below the "add"
mark.

OIL AND FILTER CHANGE

Refer to Periodic Maintenance Schedulefor oil and filter Oil level should beto the "full" mark of the dipstick. Start
change interval. Change oil and filter more frequently if engine and run for a short time to check for oil leaks
engine operation includes extended periods of low- around the drain plug.
speed operation or exposure to extreme dust and dirt.
COOLING SYSTEM
H o i crankcase oil can cause bums H
bsEEEl S H I M or sda- on s m no..
lingers and ha& clear whGn mmovlng the oil d&
The engine may beequippedwith a pressurizedcooling
system. This system will not operate properly unless it is
air-tight, without looseconnectionsor leaks. Otherwise,
Plug and wear protective clothing. New mnove dl pressurewill not be maintained,and lossof coolant and
drain plug from a hot engine. overheating will result
 Cleaning
Proper operating temperature is maintained by a
thermostat located in the water outlet manifold. Keep the batteries clean by wiping them with a damp
cloth whenever dirt appears excessive.
Contact with hot coolant can result in
If corrosion is present around the terminal connec-
serious burns. Do not bleed hot, pres- tions, remove battery cables and wash the terminals
surized coolant from a closed cooling system.
with an ammonia solution or a solution consisting of
1/4 pound of baking soda added to 1 quart of water.
Prior to cold weather and extended storage (30 days or
more), drain, flush, and fill the cooling system. Run the Be sure the vent plugs are tight to prevent cleaning
engine until it reaches normal operating temperature. solution from entering the cells.
This allows the thermostat to open and assures the
solution is circulated throughout the entire cooling After cleaning, flush the outside of the battery, the
system. battery compartment, and surrounding areas with
clear water.
1- At ambient temperatures below O0 C
(32" F), when engine is not in use, sea Keep the battery terminals clean and tight. After mak-
water side of marine cooling system must be drained. ing connections, coat the terminals with a light appli-
This will prevent cooling system damage caused by cation of petroleum jelly or non-conductive grease to
freezing. retard corrosion.

Checking Specific Gravity

Cleaning Use a battery hydrometer to check the specific grav-
ity of the electrolyte in each battery cell.
For efficient operation, the cooling system should be
drained, flushed. and refilled once a year. Hold the hydrometer vertical and take the reading.
Correct the reading by adding four gravity points
To drain the system completely, the radiator drain and (0.004) for every five degrees the electrolyte tempera-
the cylinder block drain, located on the right side of ture is above 27" C (80" F) or subtracting four gravity
engine, must be opened. points for every five degrees below 27" C (80°F). A
fully charged battery will have a corrected specific
Clean the cooling system using a good radiator cleaning gravity of 1.260. Charge the battery if the reading is
compound in accordance with instructions furnished below 1.215.
with the compound.
Checking Electrolyte Level
To drain sea water side of marine cooling system
remove sea water hose from sea water pump outlet or Check the level of the electrolyte (acid and water
solution) in the batteries at least every 200 hours of
remove drain plug from sea water tube. operation.
Remove front heat exchanger cover to clean debris or Fill the battery cells to the bottom of the filler neck. If
sediment from sea water side of cooling system. Refer to cells are low on water, add distilled water and
Periodic Maintenance Schedule for cleaning interval. recharge. If one cell is low, check case for leaks. Keep
the battery case clean and dry. An accumulation of
After the system is completely drained, close the drains. moisture will lead to a more rapid discharge and bat-
refill as specified in SECTION 6. START-UP. tery failure.

BATTERIES I,,
Do not add water in freezing
uniew the engine is to be
run- long! enough (two or dhme hours) to assure a
Disconnect negative ground strap from the battery thorough mixlng of water and electrdyte.
before working on any part of the electrical system or
engine.
&% -

If the engine is to be stored for more than 30 days,

~irconnect pobiive terminals bef&e charging batteries removethe batteries. Wtth the electrolyte level at the
to avoid damaging alternator or regulator. bottom of the split ring, charge the battery before
storing it. After every 30days the battery is in storage.
Ignition of e x p h h bdhry gates bring it back up to full charge. To reduce self-
can cause s e m pwsonal injury. Do discharge, store the battery in as cool a place as
not smoke while servicing brtteries. possible so long as the electrolyte does not freeze.
 FAN BELT Fuel injection Pump
To adjust, loosen alternator bolt that passes through Onan does not recommend washing
elongated slot in mounting bracket. Slide alternator the dlesel englne. However, M you
until the correct fan belt tension is obtained. See must wash the englne, do so only when the englne k
SECTION 9, COOLING SYSTEM for belt tension. cold. Never was a warm, hot, or runnlng englne.
Tighten alternator mounting bolt to lock alternator in Spraying water or cleaning solutions on a warm
place. Recheck tension; repeat if necessary. englne or lnlectlon pump can cause sertous damage
to the englne fuel system.
FUEL SYSTEM Before leaving the factory, all engines are equipped
Due to the proelse tolemnces of with carefully calibrated fuel injection pumps which
d b d lnlectlon systems9 It /s ex- have been adjusted to a factory approved power
tremely Impodant the fuel be kept clean and free o i setting. Injection pump and aneroid adjustments are
water. Old or water In the system might cause severe preset and sealed at the factory. Preset adjustments
damage to both the Inlectlon pump and the lnlectlon should not be disturbed.
nozzles.
Adjustments to Inlectlon pump or
Fuel Filter anerold that do not meet spec*
The combination primary and secondary fuel filter is lcatlons may vlolete Fedeml, state, and/or local
a disposable type. Any dirt that passes through the regulations. Emlsslonsand mechanical wammty may
primary section is trapped by the secondary section. also be volded by adjustmentsmade, that do not meet
This prevents dirt from entering fuel injection pump. specIfIcatlon8. Adjustments made by non-authorized
personnel may void mechanical warranty.
The filter replacement interval will vary according to
the fuel quality and cleanliness. Using the wrong fuel Do not cut seals on the throttle stop
or dirty fuel will shorten the service life of the filter.
Refer to the Periodic Maintenance Schedule for the
Ithrottle I scmwa.
pamoN stop scmm Improper adlustmennh of
can cause permanent englne
recommended filter change interval. However, if the damage. Tampering wlth sealed adlustmenh wlll
engineshows signs of fuel starvation (reduced power vow warranty.
or surging), change the fuel filter. Use the following
procedures to replace.
1. Close the fuel tank shut off valve.
SPEED CON1ROL LEVER
2. Clean all dirt from around filter, filter base and HIGH IDLE (SPRING LOADED)
surrounding area. ADJUSTING SCREW

3. Disconnect negative battery cable from batteries. LOW IDLE

'ADJUSTING SCREW
4. Remove filter retaining clip or clips from fuel filter
(see Figure 2).
5. Remove old filter and dispose of it properly.
6. lnstall new fuel filter. Installretaining clip, make sure
retaining clip does not contact glow plugs or wiring.
7. Open fuel tank shut off valve, if used.
8. Prime fuel system.

n-im
FIGURE 3. STANADYNE INJECTION PUMP

All injectionpump sentice and adjust-

ments must ba &no by qualifkl
&@tion p r r ~ n p#mice persmml. Topmwnt possible
RETAMING equipment damage, it is imperative that service
' CUPS personnel be qualmd.
ff 'kigine has beon operating while
RETAINING
CUP '
FS-liO
/ o f t h e , glow phg damage may
BCnUTK)N
result. RwR itijodon rbcimp timing and check or
FIGURE 2 FUEL FILTERS replace glow plugs.
NO lubricationor regularly scheduled service, checks, VALVE CLEARANCE
are requiredon the injection pump. If engine speed is C o m t valve cloatance b very lm-
irregular, check fuel system and all other engine popont In d l u ) engine pertom-
adjustments before having fuel injection pump set- ance, bacau8e of the hlgh c o m p ~ dwelopd
n In
tings checked by a qualified service dealer or dis- the cyllndem. lncomct v a h cl.mnce wlll cau88
tributor. Injection pump dealers or distributors are 1088 of comprwrlon, mltfldng, nolae, a d m a y event-
equipped with injection pump test stands, special ually I d to damaged .ngIne compomtn
tools requiredfor repairing, testing, and adjusting the
pump. Adjustment of injection pump and aneroid for
optimum performance and low exhaust emissions PERIODIC MAINTENANCE SCHEDULE
requires highly specialized equipment and special
training. If at any time the injection pump needs
repair or adjustment, it should be taken to an author- Followa regularschedule of inspectionand servicing,
ized injection pump service dealer or distributor. It is based on operating hours. Keep an accurate logbook
important that the servicing dealer be furnished with of maintenance, servicing, and operating time. Use
the pump model number, as well as engine model and the factory recommended Periodic Maintenance
serial number, to facilitate the repair. Schedule (based on favorable operating conditions)
to serve as a guide to get long and efficient engine
life. Regular service periods are recommended for
normal service and operating conditions. For con-
CRANKCASEBREATHER tinuous duty, extreme temperature, etc., service more
(Turbocharged Engines) frequently. For infrequent use, light duty, etc., service
periods can be lengthened accordingly. Neglecting
Clean crankcase breather each time valve clearance routine maintenance can result in engine failure or
adjustments are made. Refer to the Periodic Main- permanent damage. Refer to OPERA TORS MANUAL
tenance Schedule for the recommended cleaning for Periodic Maintenance Schedule.
interval. Use the following procedure when cleaning
crankcase breather.
AIR CLEANER
1. Remove breather cap and' lift out the breather
element (Figure 4). A variety of air cleaners are available and used on this
series of engines. The required service interval.
2. Clean breather cap and element in cleaning regardlessof the type of air cleaner used, depends on
solvent. Dry thoroughly with low pressure (under the amount of foreign material in the air surrounding
241 kPa [35 psi]) compressed air.
3. Install a clean or new breather element in the
-
the enaine.
Inspect the air cleaner body periodically for dents
valve cover. Do not pack element in valve cover. and cracks. Check for damaged gaskets and hoses.
4. Install clamp, breather cap, and connect breather loose hose clamps, and for leaks that would allow
tube. unfiltered air to enter the engine. Correct any such
Overtlghtenlng of the clamp wlll condition by the immediate repair or replacement of

*
tmrbmth~ap. the faulty parts.
Some dry type air cleaners are equipped with a filter
service indicator. Service or replacethe filter when so
indicated. However, if a service indicator is not used,
BREATHERCAP
refer to the equipment manufacturer's operators
manual for specific air cleaner service instructions.
BREATHER
ELEMENT TURBOCHARGER
No calibration or adjustment procedures are possible
on a turbocharger in-service. Since all lubrication
requirementsare supplied by the engine, no periodic
maintenance in the usual sense is required. Due to
the wide variation in operating modes and conditions
to which turbochargers are subjected, maintenance
procedures based on specific numbers of engine
operating hours, vehicle miles, or calendar periods
are not practical.

Ahmy8 allow engine to run at idle

IPCAUTK)hll spud without 1- tor at least 2
houm before rtopplng. This allom turbocharger to
c-lor) cool gmdually and unlfomly, helplng to prevent
beadng ~ z u m .
FIGURE 4. CRANKCASf BREATHER
.
8 Oil System

SUBJECT PAGE
OIL PRESSURE SYSTEM ........................................ 8-1
OILPAN .......................................................8-1
........................................ 8-1
Removal and Inspection
.................................................. 8-1
Installation
OILPUMP ....................................................8-2
...................................... 8-2
Removal and Disassembly
........................................ 8-2
Cleaning and Inspection
Assembly ................................................... 8-3
CRANKCASE VENTILATION ..................................... 8-3
.......................... 8-4
IDLER GEAR AND SHAFT (Oil Pump Drive)
. ...................................... 8-4
Removal and Inspection ;
..................................................8-4
Installation
OIL COOLER PRESSURE RELIEF VALVE ............................ 8-4
........................................ 8-4
Removal and Inspection
..................................................8-5
Installation
OIL PRESSURE REGULATING VALVE ..............................8-5
........................................ 8-5
Removal and Inspection
.................................................. 8-6
Installation
OILCOOLER .................................................. 8-7
........................................ 8-7
Removal and Inspection
.................................................. 8-7
Installation
OIL SPRAY NOZZLE .....................................................8.8
.................................................8 4
Removal and Inspection
.............................................................8 4
Installation
OILLINES ...............................................................8 4
 OIL PRESSURE SYSTEM
Refer to SECTION 7, MAINTENANCE for additional
information relative to oil system. The lubrication system
is designed so that all internal parts are pressure
lubricated by a gear type oil pump. The pump is driven
by the crankshaft through an idler gear. It is located at
the front of engine behind the gearcase backplate.
Engines equipped with an oil cooler have an oil pump
pressure relief valve located in cylinder block just above
the oil pump. This relief valve is set to open when the
discharge pressure exceeds 827 kPa (120 psi) and
bypasses oil back to the oil pan.

Oil pressure is maintained by an oil pressure regulating

valve located in cylinder block main oil gallery at the
front. This valve also serves as the pressure relief valve
on engines that do not have an oil cooler. Oil pressure at LS-1062
normal operating temperatureand full throttle should be
344 to 380 kPa (50 to 55 psi).
FIGURE 1. OIL FLOW SCHEMATIC DIAGRAM

A bypass valve is located in the oil filter. If engine oil is

too thick to circulate freely through filter, or filter
becomes clogged, the bypass valve opens allowing oil OIL PAN
to flow directly into main oil gallery. The oil pan is the reservoir for engine lubricating oil
and has a drain for regular oil draining. Capscrews
The oil pump draws oil from engine sump, through with Belville washers secure oil pan to engine. A
suction screen and circulates it under pressure through gasket is used to seal the oil pan to cylinder block,
oil cooler (if applicable), across front of cylinder block to gearcover, and rear seal plate.
the oil filter (Figure 1). Oil then flows into a main oil
gallery running along the block. Oil passages transport
oil from the main oil gallery to each main bearing, Removal and Inspection
connecting rod bearing, camshaft bearing and the idler
gear bearing. Piston pins and connecting rod bushings 1. Remove drain plug from oil pan and allow oil to
are lubricated through a funnel shaped cavity located in drain from engine.
the top of each connecting rod. A sufficient quantity of 2. Remove capscrews and Belville washers secur-
oil splashed in the crankcase catches in each cavity ing oil pan to cylinder block, gearcover, and rear
keeping it full and feeding each connecting rod bushing. seal plate.
3. Tap oil pan loose with a plastic or rubber mallet,
On Spec A to C engines an oil line extends along the and remove oil pan.
cylinder head under the rocker arm cover spraying oil
onto rocker arms. Oil returning by gravity from valve 4. Wash oil pan in cleaning solvent and clean gasket
cover to oil pan lubricates the push rodsand tappets. sealing surfaces on oil pan and cylinder block.
5. Inspect oil pan for cracks or other damage.
Beginning with Spec D engines, oil is fed from the third Inspect drain plug boss for evidence of leakage
cam bearing to an oil gallery runningthrough thetappet and damaged threads. Repair or replace oil pan if
bores. Oil enters the hydraulic tappets where it is necessary.
pumped through the hollow push rodsto the rocker arm
assemblies.
Instdb9)on
On naturally aspiraw ptgines, cylinder walls are
lubricated by s p h h grid w y c r ~ . & y - t h d w. 1.. PI- a ~$w~~gask&me@$ pan.
crankshaft and connecting rods. "On turbocharged 2. P* &kw on-cyfiylinder block and hold it in
engines, oil is sprayed through nozzles onto the botbm ,.position by loosely inserting a capscrew and Bel-
of each piston torool and lubricate'thepistor.cylinder viile w q h e f in each corner. Install remaining
walls, and conrsecting rqd bushing. Oilthrown by drive capscrebs and Belvitk washers, but do not
gears lubricates the gear train. tighten them until all capscrews are started, so
the oil pap can W i e d if necessary.
On engines equipped with a turbocharger, oil issuplied 3. Tighten all capscrews securely to a torque of 11
to and returned from the turbocharger through external Nm (8 Ft.-Lb.) starting at the center and work out
lines. .to each end.
 screw. ,
Do not overtoque pan cap-
ldlstorf
PCAUTl O
011 pan
N * , ,
it to leak.
causing
toque wlll
011 Removal and Disassembly

1. Drain engine oil and remove oil pan.

4. Install oil drain plug into oil pan and tighten 2. Remove capscrew that secures oil pickup sup-
securely. port to cylinder block.
5. Fill oil pan to proper level with the specified 3. Remove the three capscrews and washers secur-
engine oil. Refer to SECTION 6, START-UP for ing oil pickup to oil pump. Note location of the
correct type and amount. Run engine and check shorter capscrew (Figure 3).
for oil leaks. 4. Remove remaining two capscrews and washers
from oil pump.
OIL PUMP 5. Remove oil pump housing with pump idler gear.
A gear type oil pump is mounted on the gearcase 6. Loosen capscrew that secures oil pump drive
backplate. Theoil pump (Figure 2) has a helical drive gear to input shaft.
gear that meshes with an idler gear located directly 7. Tap on capscrew with a soft hammer to free drive
below the crankshaft. The oil pump drive gear is gear from the input shaft. Remove capscrew,
pressed onto a tapered driveshaft and is secured with washer and drive gear.
a flat washer and capscrew. A precision bearing
pressed into gearcase backplate supports oil pump 8. Remove input shaft and oil pump plate.
drive shaft.
Cleaning and Inspection

1. Wash all oil pump components in clean solvent.

Inspect all parts before installing pump. The prin-
cipal wearing parts are the bushings, drive gears,
and pumping gears. If dirt and sludge have been
allowed to accumulate in the lubricating system,
oil pump gear wear may be rather extreme after a
short period of time. If oil has been kept clean and
oil filter serviced regularly, wear on these parts
should be slight.
2. Inspect pump gear teeth, drive gear teeth. pump
DRIVE SHAFT body (inside), oil pump plate, and drive shaft for
wear or scoring. Gear teeth, inside of the pump
body, and pump plate must all be smooth and
have no scratches, score marks, or rough spots. If
FIGURE 2 OIL PUMP worn or damaged parts are found replace the
entire pump.

OIL PICK-UP

- < G - ". .> "-.

FWSlRE 3. OIL PICK-UP MOUNTING
3. Check backlash between oil pump element gears. 9. Install oil pan and new oil pan gasket by following
Measureoil pump element gears end clearance to the procedure described earlier in this section.
body. 10. Fill engine oil pan to the proper level with the
4. Inspect oil pump drive shaft and bearing for specified engine oil. Check for oil leaks.
excessive wear or scoring and replace as neces-
sary. Use a dial bore gauge or a telescopic gauge
and micrometer to measure inside diameter of
bearing. Replace bearing if the clearance to oil
pump drive shaft is greater than specified. This
bearing requires no machining after installation.
CRANKCASE VENTILATION
Assembly
1. Position oil pump plate over pump shaft. Install During normal operation, unburned fuel and water
this assembly with pump shaft through gearcase vapor are formed in theengine. If allowed to condense,
backplate. these vapors become contaminating liquids that
2. Place a 15 mm (0.5906 inch) O-ring over pump drain into the crankcase. Purpose of the ventilation
shaft, between oil pump drive gear and backplate. system is to circulate fresh air through crankcase to
Secure gear to shaft with capscrew and washer. carry away these harmful vapors.
3. Place pump element gear into pump body.
Lubricate pump element gears with clean engine If crankcase breather becomes clogged, vapors are
oil. Mount pump with two flatwashers and cap- trapped within the engine. The resulting pressure
screws, placed in top two mounting holes of the build-up will force oil past the crankcase seals,
pump housing. Do not torque until oil pickup tube dipstick, and valve cover gasket.
is installed.
4. Inspect and thoroughly clean oil pickup screen Crankcase ventilation on naturally aspirated engines
assembly. is achieved through internal breather tubes located
under the valve cover (Figure 4). If crankcase shows
5. Place a new pickup gasket on oil pump. mount oil
pickup assembly, and tighten all oil pump mount- signs of pressurization, clean breather tubes. Clean
ing screws to the specified torque in two even the passages in cylinder head that lead to the valve
steps. Make sure oil pump turns freely after port area. Apply Loctite 325 to breather tubes and
torquing. install, if removed.
6. Secure oil pickup support to cylinder block with
capscrew and flatwasher. Crankcase ventilation on turbocharged engines is
achieved through an external breather, that is a part
7. Remove drive gear and O-ring. Make sure oil of the oil fill cap. This crankcase breather must be
pump turns freely. cleaned after every 400 hours of engine operation.
8. Place drive gear on shaft and secure with washer Remove breather assembly, clean breather with
and capscrew. cleaning solvent, allow to dry, and replace on engine.

FffiM?E 4. CRANKCASE VEN'TIUTION (N/A ENGINE)

- *,A - .- A$? ,.-
> ~ ' .. ..
 IDLER GEAR AND SHAFT Installation
(Oil Pump Drive) 1. To install a new idler gear shaft, position it in bore
of backplate. Drive idler gear shaft in with a brass
The idler gear has a steel backed bronze bearing hammer until it protrudes 17.1-17.2 mm (0.673-
pressed into it. This bearing is lubricated with engine 0.677 inch) from the backplate surface.
oil splashed by the rotating gears. The idler gear is
secured with a flat washer and capscrew that threads 2. Place idler gear on idler gear shaft and secure
into the idler shaft, which is pressed into gearcase with capscrew and washer. Check idler gear end
backplate. play.
3. Install gearcase cover. Refer to SECTION 13,
ENGINE DISASSEMBLY, Gearcase Cover Instal-
Removal and Inspection lation procedure.
4. Apply a bead of "RTV" Sealant to the junctions of
To gain access to idler gear the gearcase cover and oil pan, gearcase cover, and backplate.
oil pan must first be removed from engine. Refer to 5. Install oil pan. Refer to procedureoutlined earlier
SECTION 13, ENGINE DISASSEMBLY, Gearcase in this section.
Cover Removal procedure.
1. Remove capscrew and washer from idler gear. . OIL COOLER PRESSURE RELIEF VALVE
2. Remove idler gear from shaft. (Engine With Oil Cooler)
A pressure relief valve is located in the cylinder block
3. Inspect idler gear for nicked, worn, or pitted above the oil pump. This valve bypasses oil back to
teeth. Replace if necessary. the oil pan when pump discharge pressure exceeds
4. Measure inside diameter of idler gear bearing. 826 kPa (120 psi).
Replace bearing if it is nicked, scored, or worn. When engine is being overhauled or oil pressue is
After pressing a new bearing into gear, bearing low, remove, clean, and inspect oil pump pressure
must be reamed to the correct inside diameter. relief valve parts. To service relief valve gearcase
5. Inspect idler gear shaft. If shaft is worn or scored backplate must first be removed. Refer to SECTION
it must be replaced. 13, ENGINE DISASSEMBLY, Gearcase Backplate
Removal procedure.
6. To remove a worn idler gear shaft thread a 8 mm
adapter into the shaft. Removal and Inspection
7. Install the end of aslide hammer into adapter and 1. Using a snap ring pliers remove internal retaining
remove idler gear shaft from backplate. ring from relief valve (Figure 5).

RELIEF VALVE
ASSEMBLY
 2. Remove relief valve piston and spring. The regulating valve may not work properly if sludge
3. Wash parts in cleaning solvent and inspect care- is allowed to build-up in the lubrication system. If
fully. The piston must slide smoothly in bore of valve sticks in open position, a sharp drop in oil pres-
valve body. sure will occur. If valve sticks in closed position, a
sharp rise in engine oil pressure will occur.
4. Replace piston if it is scratched or shows any sign
of wear. Remove, clean, and inspect oil pressure regulating
valve whenever engine is being overhauled. To ser-
Installation vice regulating valve the gearcase backplate must be
removed from the cylinder block. Refer to SECTION
1. Lubricate piston and spring with clean engine 13, ENGINE DISASSEMBLY, Gearcase Backplate
lubricating oil. Removal procedure.
2. Place piston over spring and insert spring first
into cylinder block.
3. Push piston and spring into valve body and hold
in place with a screwdriver (Figure 6). Removal and Inspection
4. Using a snap ring pliers, install retaining ring in
Remove the regulating valve from cylinder block as
cylinder block.
follows:
5. Assemble Darts removed to aain access to Dres-
sure relief valve by a direct re;ersal of the removal 1. Using a hammer and punch, drive out regulating
procedure. valve retaining pin.

OIL PRESSURE REGULATING VALVE Be careful when removing re-

An oil pressure regulating valve is located in the taining pin. Drjving removai'tooi
cylinder block at the front lower right corner of main Into the pin born too far will damage block.
oil gallery. Purpose of the valve is to maintain a stable
2. Remove washer, spring, and piston.
oil pressure in the lubrication system. When oil pres-
sure at the regulating valve exceeds approximately 3. Wash valve parts in cleaning solvent and inspect
380 kPa (55 psi.), the valve piston is raised off its seat, carefully for wear or damage. Replace any worn
and oil is bypassed directly from cylinder block oil or damaged parts.
gallery to oil pan. 4. Thoroughly clean valve bore in cylinder block.

RELIEF VALVE
PISTON
SNAP RING
/

FIGURE 6. INSTA~~INGPRESSURE RELIEF VALVE

Installation
1. Lubricate valve piston with clean engine oil. 2. Compress spring and washer while driving re-
Install piston, spring, and washer (Figure 7). taining pin into cylinder block (Figure 8).

FIGURE 7. REGULATING VALVE INSTALLATION

/ RETAINING PIN

FIGURE 8. RETAINING PIN INSTAUATION

a .
 OIL COOLER Installation
The engine oil cooler, located on left side of engine, When installing the oil cooler use new gaskets, and
consists of a cooling core and cover, which forms a be sure the socket head capscrews are. properly
tank. The engine oil pressure pump circulates oil torqued.
through the cooling core while coolant circulates 1. Position baffles (when used) in oil cooler cover,
through tank, around outside of cooling core, con- with notches over cover mounting hole casting
trolling oil temperature. bosses. Lower baffle has a hole that lines up with
The cooling core consists of several thin plates which coolant drain.
dissipate heat from the oil to engine coolant. If the 2. Place cover gasket on cover and set cooler core
proper lubricating oil maintenance procedures are onto cover.
not followed, impurities will be depositied in oil
cooler that can restrict oil flow through the cooling 3. Install gasket onto cylinder block lining up
core plates. A drop in oil pressure due to oil over- elongated slot in gasket with elongated recess in
heating, usually indicates a restricted oil cooler. If cylinder block.
this occurs, oil cooler must be cleaned or replaced. 4. Using the torque sequence (Figure 9), gradually
Various sizes of oil coolers are used, depending upon and uniformly tighten oil cooler sockethead cap-
the oil cooling requirements of the engine. The screws to atorqueof 22 Nm (16 Ft-Lb). Retorque
number of plates in the cooling core determines the oil cooler sockethead capscrews after two hours
amount of heat dissipated to the coolant. Baffles are of operation.
used in some oil coolers to control coolant flow.

Removal and Inspection

1. Drain cooling system. (Remove drain plug from
oil cooler to drain coolant from oil cooler.)
2. Remove socket head screws that secure oil cooler
assembly to cylinder block and remove oil cooler
assembly.
3. Scrape off any gasket material remnants that
remain on block after oil cooler is removed.
4. Clean oil cooler cover and cooling core. Scrape
off any gasket material that remains on cover and
cooling core.
Replace the oil cooler when there has been an
engine failure and metal paticles may have been LS-1040
drawn into the lubrication system. Do not attempt
to clean an oil cooler that has been contaminated
with metal particles. FIGURE 9. OIL COOLER TORQUE SEQUENCE
S..lnspect all gasket surfaces for scratches and
nicks. Check surfaces of oil cooler for warpage
using a straight edge. Pressure test oil cooler
core for leaks as follows:
A. Secure oil cooler test fixture to cooler core
with capscrews and hex nuts.
6. Attach an air hose to regulator in fixture.
Submerge cooler in water. Test for leaks with
air pressureof not morethan 138 kPa (20 psi).
C. Any air bubbles observed indicate the cooler
core has a puncture or may be defective in
some other way. If cooler core is faulty it must
be replaced.
6. Replace any part that is severely scratched or
warped. If oil cooler core is badly clogged, a new
core must be installed.
 OIL SPRAY NOZZLE Installation
Oil is sprayed onto the bottom of each piston for 1. Install new O-ring on oil spray nozzle.
cooling and lubrication on all turbocharged engines. 2. Push nozzle into bore in cylinder block.
The oil spray nozzle is located in the cylinder block 3. Secure oil spray nozzle to cylinder block with
below each cylinder (Figure 10). special socket head capscrew.
Use of the incorrect oil spray

result in Interference wlth the crankshaft.

OIL LINES (Spec A to C)

When cylinder head is removed for service, the rocker
arm oiling tube should be flushed with solvent. Use a
fine wire (Figure 11) to clean the small holes.

OILING

FIGURE 10. OIL SPRAY NOZZLE

Removal and Inspection

Oil spray nozzles must be removed before doing any
cylinder bore refinishing. A dirty nozzle can be FIGURE 11. ROCKER ARM OILING TUBE
cleaned by removing oil gallery plug from side of
block and pushing afine wire through nozzle, without
removing noule assembly.
1. Remove crankshaft. Refer to SECTION 13, EN- Whenever the engine is disassembled or overhauled,
GlNE DISASSEMBLY. clean all oil galleries and drillings with a solvent and
dry with low pressure compressed air.
2. Remove special capscrew that secures oil spray
nozzle to cylinder block.
3. Remove oil spray nozzle from cylinder block.
Remove O-ring from spray nozzle.
4. Clean nozzlejet by passing afine wire through jet
and soaking in solvent.

a
pwoN 011 spmy n w r S allgnmmt I8
I nozzle Is bent, crush-
cdtlcal. N
ed, or damaged In any way replace spmy not-
210 888embly.
.
9 Cooling System
SUBJECT PAGE
COOLING SYSTEM ...................................................... 9.1
ANTI-FREEZE AND CORROSION ......................................... 9.1
HIGH TEMPERATURE CUT-OFF SWITCH .................................9.1
MAINTENANCE .......................................................... 91 .
Draining Cooling System ................................................9.1
Cleaning and Flushing Cooling System ..................................9.1
Engine Water Jacket and Cylinder Head ..................................9.2
FILLING COOLING SYSTEM .............................................. 92
.
THERMOSTAT ........................................................... 9.3
Removal ...............................................................93 .
Testing ................................................................ 9-3
Installation .............................................................9.3
DRIVE BELTS ............................................................ 9.3
Removal. Inspection. and Installation ....................................93
.
Adjustment .............................................................9 4
ENGINE WATER PUMP ................................................... 94
Service ................................................................ 94
Inspection ............................................................-9-4
Removal ...............................................................9-5
Installation .............................................................95.
RADIATOR COOLED SYSTEM ............................................9.6
Coolant Circulation ..................................................... 9-6
Fanand Pulley .........................................................9-7
Radiator ...............................................................9-7
MARINE COOLING SYSTEM ..............................................98 .
HEAT EXCHANGER COOLING SYSTEM ..................................9-8
Water Flow ............................................................. 96
Sea Water .............................................................. 99
.
Captive Water .......................................................... 9-9
Water Cooled Exhaust .................................................. 99
.
Marine Water Pumps .................................................... 99
.
Heat Exchanger ...................................................... 9-11
 PURPOSE OF COOLING SYSTEM MAINTENANCE
Purpose of the cooling system is to carry heat away Theentirecooling system including the block, should
from hot engine components in order to maintain be cleaned and flushed out every two years or 3000
proper running conditions and clearances. Over- hours. This is especially important prior to cold
heating can severely damage engines. The cooling weather conditions and when preparing engine for
system must carry off the excess heat. extended storage (over 30 days). The cooling system
Regulatingcoolant temperaturehelps keep the engine can work efficiently only when it is clean. A build-up
at the optimal heat level for each operating condition. of rust and scale in cooling system slows down heat
After starting, the engine must warm up quickly. transfer and restricts water flow.
During periods of peak output, it must be adequately
cooled.
Draining Cooling System
1. If engine is installed in a portable or mobile type
of equipment, make certain engine is in a level
position to assure complete draining.
ANTI-FREEZE AND CORROSION
2. Remove filler cap and open radiator or heat
Corrosion can shorten engine life by plugging the exchanger drain.
radiator or heat exchanger core, creating hot spots
near exhaust valves, and settling in low areas of the
block. The corrosive sediment prevents proper heat
transfer and holds heat in. Most metals used in
/ Avoid removing the pressure
cap until unit has cooled. If this
k impractical, the system may be opened while
cooling systems are susceptible to corrosion damage hot If certain precautions are taken. While
which can lead to coolant leaks and overheating. wearfng rubber insuktd gloves for protection,
To prevent corrosion, always use a mixture of anti- slowly open the cap allowing the pressure to
freeze and water as an engine coolant; even when vent. Thk k necessary to avoid personal injury
freezing temperatures are not expected. In addition from scalding coolant or steam.
to lowering the freezing point of water, anti-freeze
contains rust inhibitors that prevent corrosion. Most 3. Open block drain located on right sideof cylinder
anti-freeze manufacturers recommend a minimum block.
50-50 mix of ethylene glycol anti-freeze and water for 4. Remove drain plug from engine oil cooler, if
winter and summer in closed water systems, with a applicable.
complete change every year to prevent corrosion
build-up and more extensive damage.
Use soft water whenever available. Well water often
contains lime and other minerals which eventually Cleaning and Flushing Cooling System
may clog the radiator or heat exchanger core and To clean rust and scale deposits from the cooling
reduce cooling efficiency. system, drain system (as previously described) and
then fill with clean water and cleaner solution. Use an
approved chemical cleaner (such as type used for
cleaning automotive cooling systems) and follow
instructions provided by the supplier.
HIGH TEMPERATURE CUT-OFF SWITCH
Cleaningrolutlons typically contaln
The high temperature cut-off switch shuts down the strong chemicals that can cause
engine if the coolant reaches a dangerously high burns or other injury If u m d Improperly. Read all
temperature. This normally closed switch senses warning label8 carefully before using.
coolant temperature in the engine cooling jacket.
When engine temperature rises beyond a specific
point the switch opens, breaking thecircuit to the fuel When cleaning is complete, drain cleaning solution
solenoid. When coolant temperature falls to a safe and flush system. For best resultsengine and radiator.
operating range the switch closes, permitting engine or heat exchanger, should be reverse flushed. Allow
restarting. engine to cool as much as possible before flushing
with cold water.
Stopping of the engine due to action of the high
temperature cut-off switch is not a normal condition. Never pour cold mter into a hot
Examine the cooling system to determine the cause
enphn. Doing 80 may crack the
of the overheating and repair as required. hoad or tho cyllndor block. Do not oprste englne
Marine propulsion engines are normally equipped without coohnt for wen a h w mlnutes.
with warning lights or alarms rather than cut-off
switches. to alert operator to high temperature Flush system if engine operation indicates clogged
conditions. passages or overheating.
To Flush Engine: 5. Shut off air pressure. Fill heat exchanger with
water again and apply air pressure; repeat until
1. Drain cooling system, remove thermostats, (re- water comes out clean.
install water outlet), and disconnect hoses at
radiator or heat exchanger. 6. Remove flushing gun.
2. Close all drain plugs and attach flushing gun 7. Disconnectsea water hoses at exhaust elbow and
nozzle to water outlet. Restrict normal engine sea water pump.
coolant inlet line opening until system fills with 8. Secure flushing gun in rear hose.
water, then apply air pressure gradually. Repeat
the process until water from cylinder block flow is 9. Fill heat exchanger core with water. Apply air
clean. pressure gradually to avoid damage to heat
exchanger.
TACnmON 1 When flushing the coollng 8ys- 10. Shut off air pressure. Fill heat exchanger core
- . tem using a flurhing gun and with water and apply air pressure; repeat until
air, do not exceed 50 kP8 (7 pal) of alr pressure. water comes out clean.
Excesslve air pressure wlll damage the coollng 11. Remove flushing gun.
system.
3. Remove flushing gun.
4. Reinstall thermostats, hoses, drain plugs, and Engine Water Jacket and Cylinder Head
refill system with proper coolant. External coolant leakage may occur at any of the
joints in the engine water jacket such as the drain
5. When flushing is completed, check system thor-
oughly for any leaks uncovered by the cleaning plugs, core hole plugs, or cylinder head joint. Since
expansion or contraction can aggravate leakage, the
operations.
block should be inspected both hot and cold while
the engine is running.
To Flush Radiator:
Internal leakage occurs when coolant passes into the
1. Drain cooling system and disconnect radiator engine oil through a loose cylinder head joint or a
hoses at engine. cracked or porous casting. The leakage is not visible
2. Secure flushing gun in radiator lower hose with a but may cause extensive damage to the engine.
hose clamp. Coolant mixes with the oil to form sludge which
3. Fill radiator with water. Be sure radiator cap is on causes lubrication failure. Heavy sludge acumulations
tight. Direct upper radiator hose away from engine followed by sticking piston rings, valves, and tappets
to minimize collection of water around engine. are symptoms of internal leakage.
4. Apply air pressure gradually to avoid damage to Sometimes internal leaks are small enough to prevent
radiator. coolant leakage but permit exhaust gases to enter the
cooling system. The exhaust gases dissolve in the
When tlu8hlng the coollng 8y8- coolant, depleting the rust inhibitors and forming
tem uring a flu8hlng gun and acid which causes corrosion.
ah, do not exceed 50 kPa (7 prl) of air p n u u m .
Excesslve alr prertun wlll damage the coollng
system.
FILLING COOLING SYSTEM
5. Shut off air pressure. Fill radiator with water again
1. Close all drains that were opened to drain system.
and apply air pressure; repeat until water comes
out clean. 2. Fill system with a clean anti-freeze and water
solution until level is approximately one inch
6. Remove flushing gun.
below bottom of filler neck. To assure complete
filling of the cooling system the cylinder head and
To Flush Heat Exchangec block should be bled to prevent air lock. This can
1. Drain cooling system and disconnect heat ex- bedone by loosening one of theplugs or senders
changer hoses at engine. located in the water pump before filling. When
2. Secure flushing gun in lower heat exchanger codant appears, retorque plug to 17 Nm (150 in-
W e with a hose clamp. Ib) and finish fijling. An additional pocket of air
3. Fill heat exchanger with water. Make certain fill will remain in the cylinder head.
cap is on tight. In extremely low temperatures, - 3 1 0 ' (-2S0
~ F) or
4. Apply air pressure gradually to avoid damage to lower. it may be necessary to increase the
heat exchanger. percentage of anti-freeze to provide adequate
protection against freezing. Follow suppliers
When flu8hIng the coollng rys- recommendations to determine amount of anti-
tom udng a flushing gun and frqeze needed for protection against the lowest
alr, do.not exceed 50 kPa (7 pri) of ai[,pmuure temperature expected. Anti-freeze solution must
E x c ~ ~ air
~ ~p m
vou u n will m e the coding be able to prevent freezing of cooling system
sy8tem. during the coldest winter weather.
 3. Start engine and operate for approximately 10 1. Suspend thermostat in a pan of clean water.
minutes or until thermostat opens. As coolant Thermostat must be completely immersed but
circulates, air trapped in cylinder head will be not touching bottom of pan.
released. 2. Heat water gradually and stir so heat is evenly
distributed. Ci;eck water temperature with a
Contact with hot coolant can reliable thermometer.
result in serious burns. Allow
cooling system to cool before releasing pressure. 3. Observe thermostat as temperature of water rises.
If it is functioning properly, it should begin to
open when the water temperature is within plus or
4. Fill with additional coolant as required, so coolant minus 3OC (5°F) of the nominal temperature.
level is maintained to within one inch of fill Thermostat should be fully open at about 12O C
opening. (22' F) above the nominal temperature.
5. Shut down unit and replace pressure cap. 4. The thermostat is not adjustable. If it does not
operate within the above limits, it must be
replaced.
THERMOSTAT
One or two thermostats may be used, depending on Installation
engine cooling requirements. When two thermostats
1. Install bypass thermostat in thermostat housing
are used, one is a bellows type and the other is a so bypass plate is positioned above bypass
bellows type with bypass. If only one thermostat is
opening. In large body water pumps, install the
used, it is the bellows type with bypass. The bypass other thermostat in housing.
thermostat is located in the thermostat housing,
directly above the bypass passage. 2. Place a new thermostat cover gasket on top of
housing.
The bypass thermostat is so positioned in system that 3. lnspect thermostat cover and clean if necessary.
when closed, coolant flow from engine to radiator is
4. Position thermostat cover on housing and secure
shut off. During periods of engine warm-up, coolant
with capscrews.
is directed from engine thermostat housing, through
bypass passage in water pump housing, to inlet side 5. Refill cooling system with theappropriate mixture
of water pump. Coolant then flows through engine of coolant.
water jacket back to thermostat housing. When
coolant temperature reaches engine operating tem-
perature the thermostat(s) starts to open. As the
thermostat(s) opens allowing coolant to flow through
radiator, the bypass closes. DRIVE BELTS
The alternator, water pump, and fan (if used) are
Replace thermostat if it is broken, corroded, or sticks in driven simultaneously by the crankshaft pulley
the open or closed position. If engine overheats or does through either a single belt or a matched pair of belts.
not reach and maintain a minimum operating temper-
ature, the thermostat should be removedand tested as a
possible cause. Engines must not be operated without
thermostat(s) or with incorrect thermostat(s) installed. Removal, Inspection, and Installation
1. Remove fan guard or shroud, if applicable.
Removal 2. Loosen capscrews that secure alternator to
mounting brackets. Push alternator in so fan belt
1. Drain cooling system. or belts can be removed from alternator pulley.
2. Remove capscrews that secure thermostat cover Slip belts from water pump pultey and over fan
to water pump housing. blades. Remove belts.
3. Raise thermostat cover with radiator hose intact 3. Inspect fan belts for excessiveslickness, oil soak,
and position it to one side. wear, tear, cracks, and overstretching!: Replace
4. Remove thermostat cover gasket and thermostat. belts-%?,.they
are damaged, badly worn, or soaked
5. Clean, inspect, and remove any gasket material with grease and oil. When a matched pair of belts
from the thermostat cover and housing. is used and only one needs replacement, both
. . belts must be replaced to assure satisfactory belt
performance.
Testing . 4. Install fan belts by slipping-belts over fan blades
Nominal operating temperature of the thermostat is and into pulley ,grooves.
stamped on thermostat body. Note this nominal 5. Adjust pelts and reptace any parts removed to
temperature before using. gain access to belts.
9"; ..
Adjustment The water pump shaft and bearing assembly is sealed
1. Inspect belts frequently and replace belts if they and does not require additional lubrication. A drilled
are oil soaked, damaged, or badly worn. opening in the pump body provides a drain for any
coolant which might seep past seal assembly. This
prevents coolant from coming in contact with water
2. Check tension of fan belts. With engine stopped
pump bearing and relieves pressure build-up on seal
fan belt tension should be:
back. The shaft and bearing assembly is secured in
Single belt 267 N (60 pounds) pump body by a press fit. The seal assembly is spring
Dual belts 222 N (50 pounds) loaded and is pressed into pump body, forming a
leakproof seal at this point. Proper positioning of
3. To obtain proper belt tension, loosen alternator impeller on shaft creates a load on seal assembly,
adjusting bracket and mounting capscrew and forming a tight seal.
move alternator in or out as required (Figure 1).
A pulley hub, pressed on front end of water pump
4. Retighten adjusting bracket and mounting cap- bearing and shaft assembly, serves to mount the
screw. pulley.

CHECK TENSION HERE

Service
The water pump is constructed to provide long life
with a minimum amount of attention when proper
corrosion preventive coolant is used. Care must be
taken to keep grit and abrasive material from being
circulated through cooling system. Water containing
scale-forming materials isespecially harmful to pump
parts.

ADJUSTMENT

Inspection
The pump cannot be rebuilt and must be replaced as
FIGURE 1. FAN BELT AOJUSTMENT
a unit. Check condition of bearing and shaft assembly
by turning water pump pulley. If bearing feels rough
or binds, seal is leaking, or housing is cracked, the
pump must be replaced.

ENGINE WATER PUMP

Two sizes of water pumps along with two different
impellers for each pump and a variety of pulleys are
used on L engines, depending upon the cooling
requirements.

A centrifugal type waterpump (Figurer 2) circulates

coolant through cooling system. The water pump is
secured to cylinder block with three capscrews and is
belt driven from the crankshaft pulley. Coolant is
drawn through pump inlet-opening by the impeller
and forced through outlet opening in backside of
pump into cylinder block. A gasket on water pump
outlet assures a leakproof connection. An O-ring is
used to seal cylinder headcoolant outlet to thermostat
housing.
 CAPSCREW
SOCKETHEAD
CAPSCREW e, THERMOSTAT

\a
COVER BY PASS
THERMOSTAT

GASKET
BELLOWS

BYPASS
THERMOSTAT
, THERMOSTAT

COOLANT

INLET \

SMALL BODY WATER PUMP URGE BODY WATER PUMP

FIGURE 2. WATER PUMPS

Removal Installation
1. Drain cooling system. Refer to procedure out- 1. lnstall O-ring and apply a small amount of grease
lined earlier in this SECTION. to O-ring and groove in water pump adapter on
cylinder head.
2. Remove hose clamps and hoses from the water
pump inlet and thermostat housing outlet. 2. Place new gaskets on water pump and spacer.
lnstall pump assembly, securing with the three
3. Determine if radiator must be removed in your capscrews.
application before removing water pump. Re- 3. lnstall pulley and fan to pulley hub using cap-
move radiator and fan shroud if necessary. screws and flat washers.
4. Loosen alternator capscrew at slotted end of U8e caplcmw8 of the c o m t
mounting bracket. Push alternator in to relieve
tension on belts and remove belts. Refer to th. 8pp10@8te PARTS CATALOG for
cornct u p l c n w . Capscnw8 mrnt thread all the
5. Loosen capscrews that secure fan and pulley to way Into water pomp hub wi#hout coming In
water pump hub. cont.ctwtth ~ r p a n p ~ n g .
6. Remove capscrews, fan, and pulley from water 4. lnstall fan belts. Adjust fan belt tension and
pump hub. tighten capscrew on alternator bracket. Refer to
7. Remove capscrews and washers that secure Fan Belt Adjustment procedure.
water pump to cylinder block and remove water 5. Install radiator and shroud if they were removed
Pump. during the disassembly. Install radiator inlet and
outlet hoses and clamps.
6. Fill cooling system. Refer to Filling Cooling Sys-
tem procedure.
 RADIATOR COOLED SYSTEM
COOLANT
TO BYPASS
THERMOSTAT
The radiator cooling system includes the water Pump,
thermostat housing, engine oil cooler (if applicable),
radiator. hoses, cooling fan, pulleys, engine coolant
!
temperature gauge, and water passages in the
cylinder block and cylinder head.

A pressure cap pressurizes the cooling system which

raises the normal boiling point of clean water at sea
level (100°C/212' F)approximately 1.7' C per 6.9 kPa
(3°F per psi). Operating temperatures above the
coolant's boiling point will cause loss of coolant and
result in engine overheating. Altitude also affects the
point at which coolant will boil. The higher the
altitude, the lower the temperature at which coolant
boils. To estimate coolant boiling point at various
altitudes above sea level, deduct .8'C per 304.8 m
(1.So F per 1000 ft.) from the boiling point established
with a pressure cap at sea level.

I
BY PASS COOLANT
FROM
PASSAGE
RADIATOR

FIGURE 3. ENGINE COOLANT CIRCULATION

The water pump used on L engines is a cetrifugal

type. It mounts on the front of the engine cylinder
Coolant Circulation block and is driven by a belt (or belts). Inlet to the
pump is from the lower radiator hose or thermostat
The water pump draws coolant from the radiator bypass passage. Outlet is through the water pump
through lower hose and forces it into the cylinder housing into the cylinder water jacket.
water jacket. Coolant circulates through cylinder
water jacket, cylinder head, and thermostats and
flows back into the radiator. Coolant then circulates
down through the radiator while the fan blows or
draws air across radiator. Coolant is again drawn
from the radiator to be recirculated.

During engine warm-up the thermostat is closed.

causing coolant to bypass the radiator. Coolant flows
through a bypass passage (Figure 3) in water pump
housing to the water pump inlet and recirculates
through the engine until it reaches normal operating
temperature. Recirculation ensures a rapid and even
temperature rise of all engine parts durig warm-up.
When the thermostat opens, this bypass is blocked.
Coolant then circulates through the radiator and
engine.
Fan and Pulley Radiator

The engine may be equipped with either a pusher For cooling fan to provide positive air flow through
type or suction type fan, depending on application. the iadiator core, a fan shroud is often used behind
The fan pushes or pulls (depending on type used) air radiator to direct air flow. An overflow tube is normally
through the radiator. Engine coolant is cooled as it connected to the radiator filler neck.
circulates through the radiator core. The fan, fan
spacer, and fan pulley are bolted to pulley hub, which
is pressed on the water pump shaft.
lnspectlon and Repalr:
Fan blades seldom require service unless damaged.
Bent blades cause inefficient cooling and affect fan 1. Use a pressure washer to clean radiator exterior
balance. An unbalanced fan mounted on the water and to remove all foreign material from between
pump will damage the water pump bearing. In caseof cooling cores and fins. Be careful not to bend
damage, the fan should be removed and replaced fins. Straighten any that may be bent.
with a new fan.
2. lnspect radiator for clogging or leakage. The
radiator should be repaired only by qualified
personnel. Test radiator under water with com-
Removal, Insptlon, and Installation: The cooling pressed air at not more than 50 kPa (7 psi). Note
system may have to bedrained and radiator removed location of any air bubbles and solder leaks.
prior to removing fan and pulley, depending upon
clearance between fan and radiator. 3. lnspect hoses for any deterioration or damage.
Replace as necessary.
1. Loosen fan belts so belts can be removed from
water pump pulley.

2. Remove capscrews and washers that secure fan

and fan spacer to pulley hub. Removefan and fan Pms8ure Cap: A pressurized system permits oper-
spacer. ation of an engine at a higher temperature without
boiling off the coolant or losing it by evaporation. A
pressure cap permits coolant or steam to escape
3. Slide fan belts off water pump pulley, and remove when system pressure exceeds the pressure cap
pulley from water pump hub. rating. Boiling point of coolant increases as pressure
increases. To prevent damage to the cooling system
from either excessive pressure or vacuum, check the
4. lnspect fan for cracks, loose rivets, or bent cap periodically for proper opening and closing
blades. Replace fan if any of these conditions pressures. If pressure cap is defective, replace it. A
exist. pressure cap cannot be repaired.

5. lnspect fan spacer and water pump pulley for

wear or damage. Replace if necessary.

6. Position fan spacer and water pump hub and

place fan belts in pulley grooves.

7. Install fan spacer and fan, securing with cap-

screws and washers.

8. Adjust alternator and fan belts to the proper

tension.

9. Install radiator and fan shroud. Refill the cooling

system if necessary.
 MARINE COOLING SYSTEM HEAT EXCHANGER COOLING SYSTEM
All Onan L Series Marine Diesel Engines make use of Heat Exchanger Cooling has two separate water
flotation water for exhaust and heat exchanger systems, a captive water and a sea water system. The
cooling. Although flotation water may be an ocean, metal impeller pump (engine water pump) circulates
- lake, or river, the term "sea water" is used to describe captive water through cylinder head, engine block.
any flotation water that is drawn into the boat for heat exchanger shell, water-cooled exhaust manifold,
cooling purposes. Enginecoolant circulating through and expansion tank.
a closed system is called "captive" water.

The heat exchanger cooling system was developed to

keep sea water, and the resulting sediment deposits A rubber impeller pump circulates sea water through
(salt, silt, etc.), from the engine cooling jacket. This the heat exchanger core (cooling the captive water)
system has a fixed quantity of captive water in a and out through the water-cooled exhaust. Figure 4
closed system to cool the engine. Sea water cools the shows a schematic of a typical marine heat exchanger
captive water in the heat exchanger. Sea water and cooling system.
captive water are kept separated, so the engine water
jacket stays clean.

Because marine engines operate typically in very

small compartments, it is important that the heat Water Flow
radiated from the exhaust system be kept to a During normal operation, marine cooling systems
minimum. To accomplish this, the heated sea water is take in more dirt and sediment than a radiator cooled
discharged through the exhaust system. Special system. This contributes to water pump wear and
mufflers, pumps, and anti-siphon devicesare required increases the possibility that water passages will
to avoid interference with the passage of exhaust become clogged or restricted. It is very important that
gases and to prevent entry of sea water into the water flow be checked frequently to insure that
combustion chamber. adequate cooling is maintained.

EXHAUST MANIFOLD

BY PASS
HEATED WATER
FROM ENGINE BLOCK
I / BYPASS
HEATED WATER
EXHAUST MANIFOLD

FROM ENGINE BLOCK

THERMOSTAT THERMOSTAT \

WATER
CS-lrn PUMP CS-l2S8
PUMP

LEGEND
---+ Sea Water Circulated
by Separate Pump
. - Captive Cooling
Water Circulated by
Engine Water Pump
FIGURE 4. HEAT EXCHANGER COOUNG

;.1-~.9-8
Sea Water Water Cooled Exhaust
The heat exchanger cooling system requires a The marine exhaust system is designed so that a
continuous flow of sea water for adequate cooling. minimum amount of heat is radiated from exhaust
Anything that reduces or blocks the flow of water in system components. This is done to keep the heat
the sea water system may cause overheating. Remove build-up in the engine compartment to a minimum.
the filter screen from the inlet water filter on a Exhaust heat is dissipated by using a water cooled
periodic basis and clean away any accumulations of exhaust manifold and a water injected exhaust pipe
dirt and sediment. Flush clean water through the and muffler system. The exhaust manifold is encased
screen before replacing the filter. Check all hoses in a shell through which engine coolant or sea water
and pipes to make sure there are no kinks and bends is circulated. Just beyond the exhaust manifold, a
that could restrict water flow. special elbow is fitted which allows the output water
from the sea water system to be injected into the
When the boat is dry docked, the water inlet strainer exhaust pipe. The injected sea water is carried out
(normally located on outside of hull) should also be through the exhaust system and discharged into the
checked for accumulations of debris and cleaned if flotation water.
necessary. The water inlet should not be directly in
line with other water inlets as this could reduce the
amount of water received by the unit when the boat is
underway. If more than one inlet is present, they
should be staggered. Marine Water Pumps
Two types of marine water pumps are used: the metal
Do not use a scoop-@pe water lnkt impeller engine (captive) water pump and the neo-
fitting. When the 608, is underway prene impeller (sea) water pump. Two types of
and the engine h not running, sutflclent ram pressure pumps are necessary because the water pumps are
can force water past the sea waterpump, tloodlng the used to perform different functions in the cooling
exhaust system, and porslbly tloodlng the engine system. Metal impeller pumps provide no suction lift
cylinders. but can operate in hot or cold water. Neoprene
impeller pumps provide a suction lift but can be used
only with clean cool water. Metal impeller pumps are
Before starting, the sea water pump should be primed used for the captive water system and neoprene
and checked for water flow. The pump is primed by impeller pumps are used for the sea water system. All
removing the outlet hose from the pump connection. marine water pumps are driven by a belt from the
Fill the pump and hose with water and replace the engine crankshaft.
components. With the engine running, check the
exhaust outlet to verify that the pump is delivering
water. An insufficient flow of water indicates that Captive Water Pump: Check captive water pump for
wear or signs of leakage from the shaft seal. Loosen
there are obstructions in the system, the water pump
drive belt and move the water pump pulley back and
belt is loose, or the water pump is faulty. Inspect and
forth. Pulley should be tight on the shaft and only a
replace any hoses or pipes that have become re- slight amount of bearing play should be felt. Remove
stricted or blocked. pump if wear is excessive or if the seal leaks. Refer to
Engine Water Pump Removal and installation pro-
cedures.

Sea Water Pump: The mounting location and size of

the sea water pump may vary depending upon the
cooling and installation requirements of the appli-
Captive Water cation. Check sea water pump for wear or signs of
On marine cooled systems the engine water pump is leakage from the shaft seal. Loosen drive belt and
used to circulate engine coolant continuously through m w e the water pump pulley back and forth. Pulley
the engine water jacket t.0 heat exchanger. Check all should be tight on the shaft and only a slight amount
hoses for kinks or bends tpat could restrict water flow of bearing play should be feJt. Remove pump for
and make any repairs required. repair or replacement, if leakage or G a r is detected.
 Removal and Installation:
1. Remove capscrew that attaches water 4. Remove capscrew attaching water pump
pump to adjusting bracket and loosen to mounting bracket.
capscrew that secures water pump to 5. Install water pump by reversing removal
mounting bracket. procedure.
2. Remove drive belt from pulley. 6. Adjust belt tension. Refer to Drive Belt
3. Loosen clamps and remove coolant hoses Adjustment procedure.
from water pump. Remove capscrews
attaching pulley to water pump hub.

CAPSCREW
I
INTERNAL
PUMP
RETAINING

v
BEARING
1
I
SEAL
I
ASSEMBLY
SHAFT WOODRUFF
KEY
O-RING

END
PLATE
HOUSING

FIGURE 5. SEA WATER PUMP

In8pectlon: It may not be necessary to disas-

semble the pump entirely unless a complete
rebuild is required. First determine cause of
pump failure.

TROUBLE CAUSE
qump or Worn or broken impeller.
cam, or cover.
-sin Worn seal.

Worn bearing or shaft.

j t be replaced together. Do
r without the other. Inspect
dcking and signs of wear. The
riorates with time due to contin-
.g and must be replaced period-
npeller blades have broken, locate
PUMP .ove the particles or they will impede
rter flow. Particles will normally be
J at inlet to heat exchanger.
LEGEND
---
- c Sea Water Circulated
by Separate Pump
Captlve Cooling
Water Circulated by
Engine Water Pump
w c t the Pump body and housing for wear,
b ugh surfaces. or pitting and replace if any
of these conditions exist. Always use a new
end plate gasket and housing O-ring seal
when assembling pump.
 Assembly: Heat Exchanger
1. Apply Permatex No. 1 on the backside of L Series Diesel Engines use a water cooled exhaust
cam and on cam retaining capscrew manifold with integral heat exchanger and expansion
threads. lnstall cam in pump housing. tank. This minimizes the number of hoses and
Remove any Permatex that has gotten connections required.
into impeller cavity. The number of tubes in the heat exchanger core will
2. lnstall a retaining ring on the shaft in the change depending upon the cooling requirements of
second groove from the keyway. the application. When replacing heat exchanger core,
3. Press a ball bearing onto the shaft. (Push always replace with one of the same size.
the bearing on from the pulley hub end.)
Push bearing up against retaining ring.
Press only on the inner bearing race.
4. Place a spacer on the shaft against the
bearing. Press the second ball bearing
onto the shaft. lnstall a retaining ring over
the shaft against the second ball bearing.
5. If large internal retaining ring has been
removed from impeller end of pump
body, it must be installed at this time.
6. Press mechanical seal into pump body
from the impeller end. Make certain
mechanical seal is pressed in straight.
7. Push the bearing and shaft assembly into
pump body (impeller end first). Lock the
bearing assembly in place by installing
the other large internal retaining ring.
8. lnstall seat assembly, thrust washer. and
retaining ring overshaft from the impeller
end. Lubricate rubber part of seat with
clean engine oil. Install seat assembly
with white ceramic surface against the
seal.
9. Press brass woodruff key into pump shaft.
10. lnstall impeller in pump housing. Lubri-
cate impeller with a silicone release agent
such as Dow Corning "Slipicone".
11. Place O-ring in groove of pump housing.
12. Position gasket and end plate on the
pump body and line up capscrew holes.
13. lnstall pump housing with impeller, on
pump body and secure with capscrews.
Fuel System
SUW ECT PAGE
EXHAUST EMISSION LABEL ..................................... 10-1
FUEL SYSTEM OPERATION ..................................... 10-1
FUELFILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.2
....
Replacement ............................................... 10.2
Fuel System Priming .......................................... 10-2
FUEL INJECTION PUMP ........................................ 10-3
STANADYNE DB2 INJECTION PUMP .............................. 10-3
Pump Adjustments .......................................... 10-11
BOSCH VE INJECTION PUMP ................................... 10-13
INJECTION PUMP REPAIR ..................................... 10-17
Fuel Shutoff Solenoid ........................................ 10-17
INJECTION PUMP REMOVAL ................................... 10-18
INJECTION PUMP INSTALLATION AND TIMlNG ..................... 10-19
FUELLINES ................................................ 10-21
FUEL TRANSFER PUMP ....................................... 10-22
Maintenance .............................................. 10-22
Removal and Disassembly .................................... 10-22
Inspection ................................................ 10-22
Assembly and Installation ..................................... 10-22
INJECTION NOZZLES ......................................... 10-23
Operating Principle .......................................... 10-23
NozzleTester .............................................. 10-24
NozzleRemoval ............................................ 10-24
TestingNozzle ............................................. 10-24
Nozzle Opening Pressure Adjustment ............................ 10-26
Disassembly ............................................... 10-26
Inspection and Cleaning ...................................... 10-27
Assembly ................................................. 10-28
Installation ................................................ 10-29
INTAKE MANIFOLD ........................................... 10-29
Removal ........... ...................................... 10-29
Inspection ................................................ 10-29
Installation ................................................ 10-29
AIRCLEANER ............................................... 10-29
 ENGINE EXHAUST EMISSION
CONTROL INFORMATION LABEL
The lmportant Engine lnformation Label is located on Fuel is drawn by the transfer pump from fuel tank
the engine valve cover of every EPA certified heavy duty through the sediment bowl or water separator, then
engine produced by Onan Corporation. The label forced through the fuel filter to the injection pump. A
contains important emission specifications and setting vane type transfer pump in injection pump forces fuel
procedures. to thecam-actuated plungers, which in turn force fuel
under high pressure through the fuel lines to the
When servicing the engine or emission system, the injection nozzles from which fuel enters the combus-
lmportant Engine lnformation Label should be checked tion chambers in a fine cone shaped spray.
for up-to-date information.
The fuel transfer pump delivers more fuel to injection
Ad)ustments made by nonquallfled pump housing than is required for engine operation. A
personnel may violate ~edera/,
s, te, line from the top of fuel injection pump returns surplus
and/or local regulations. Emlsslon8 and mechanlcal fuel back to the fuel tank.
warranty may 8/80 be voided by adjustments made to
lnjectlon pump and anerold by non-quallfled per- Lubrication for injection nozzles is provided by fuel
sonnel. seepage between the lapped surfaces of each nozzle
valve and its body. Leaked fuel accumulates around
spindle in the spring compartment of each nozzle
FUEL SYSTEM OPERATION holder, and is returned to fuel tank through a fuel
return line.
The fuel system consists of a fuel tank, water separa-
tor or fuel sediment bowl, transfer pump, combina-
tion primary and secondary fuel filter, fuel injection A regulating valve in the injection pump allows a large
pump, fuel injection nozzles, and fuel lines. There are share of fuel to be bypassed back to pump inlet side. The
two fuel pressure systems, the low pressureand high fuel bypassed increases in proportion to engine speed.
pressure. The regulating valve is designed so transfer pump
pressure increases with engine speed.

The low pressure system consists of fuel tank, water Care must be taken in the storage of fuel, transfer of
separator or fuel sediment bowl, fuel filter, transfer fuel to fuel tank, and in keeping fuel tank full to pre-
pump, fuel lines between fuel tank and injection vent condensation. Dirt and water entering fuel sys-
pump, and fuel return lines. tem will damage fuel injection pump and injection
nozzles. The fuel filter is installed in fuel system to
clean the fuel before it enters fuel injection pump.
The high pressure system begins in the fuel injection
pump where cam-actuated plungers force fuel into Ignition of fuel can cause serious
I
the outlet ports. From the outlet ports fuel travels
through the high pressure fuel lines to the injection
- -explosion. Do notpersonal injury or death by tire or
permit any flame, cigarette, or other
nozzles. igniter near the fuel system.
 FUEL FILTER A. Check fuel level in fuel tank and open shut off
The combination primary and secondary fuel filter is valve.
a disposable type. Any dirt that passes through the B. Loosen low pressure injection pump line at
primary section is trapped by the secondary section, injection pump fitting.
this prevents dirt from entering fuel injection pump. C. Actuate the fuel priming lever on side of
transfer pump until fuel flows from fitting. If
Replacement the camshaft transfer pump lobe is up, crank
engine one revolution to permit hand priming.
1. Close fuel tank shut off valve. D. Tighten fuel line at injection pump inlet.
2. Clean all dirt from around filter, filter base, and
surrounding area.
3. Remove filter retaining clip or clips from fuel
filter. 2. Priming High Pressure Fuel System
4. Remove old filter and dispose of it-properly.
This part of the system is usually self-priming
Due to the precise tolerances of since any air trapped in injection lines is usually
lPCAUTIOE(I dlesel injecUon 8ysbms, it 1s forced out through injection nozzles. If, however,
extremely Important the fuel be kept clean and engine has run out of fuel, been shut down for an
free of water. Dlrt or water In the system can extended period, or has had fuel injection lines
cause severe damage to both the Injectlon pump removed, it may be necessary to prime as follows:
and the Injection nozzles.
A. Loosen fuel injection line connecting nut, at-
5. Install new fuel filter and prime fuel system. taching each line to corresponding nozzle
holder.
8. Place speed control in high speed position
and stop control in RUN Position.
Fuel System Priming C. Energize starting motor. (Do not operate
The fuel system must be primed: (1)whenever filter is starting motor for more than 30 seconds at a
changed, (2) if there is air in lines, (3) engine has run time without pausing two minutes to permit
out of fuel, or (4) prior to initial start-up. For addi- starter to cool.)
tional priming information see SECTION 6,
D. When fuel flows from the end of all high pres-
START-UP. sure fuel injection lines, stop starting motor
and tighten connection nuts.
I. Priming (transfer pump, fuel filter, and injection
pump housing) low pressure fuel system.

DUO to thepr~C/Se
tolef811ce8of
/BCAUTK)N diem1 Injection 8ptem8, It I8
extremeiy important the fuel be kept c h n and Keep hands away from spray.
free of water. Dlrf or water In the 8yrtrm q n
cause seven, damage to both the injocdlon pump
1penetrate
A ~ A W ' N G The discharge pressure can
the skin and can cause blood
and the InjecUon nozzles. poisoning or a serious skin infection.
 FUEL INJECTION PUMP STANADYNE DB2 INJECTION PUMP
Purpose of the injection pump is to meter and deliver The Stanadyne 082 fuel injection pump incorporates
fuel accurately under high pressureto injection nozzles inlet metering and opposed plungers actuated by an
during the required injection period. The pump is self- internal cam ring with automatic advance.
lubricating, except for the drive shaft bearing which is
splash-lubricated by engine oil. To understandthe operating principles of the DB2 pump
one has to become familiar with the main components
Onan recommends that all aneroid and theirfunctions. Refer to Figure 1 for injection pump
AwARN'NG and injection pump service and components.
adjustments be done by qualified injection pump
service personnel. From the stand point of possible The main rotating components are the drive shaft,
injury and/or equipment damage, it is imperative that transfer pump blades, distributor head, rotor, and
service personnel be qualified. governor.

Before leaving thefactory, all engines are equipped with The pump drive shaft Dasses through the governor
carefully calibrated fuel injection pumps which have thrust sleeve and washer into the distributor rotor in the
been adjusted to a factory approved power setting. hydraulic head. The driven end of the rotor incorporates
two pumping plungers.
No lubrication or regularly scheduled service, other
than operational checks, are required on the injection The plungers are pushed towards each other at the
pump. If engine speed is irregular, check fuel system same time by an internal cam ring through rollers and
and all other engine adjustments before having afactory shoes that are carried in slots in the rotor.
trained mechanic adjust fuel injection pump settings.

The injection pump is driven by a gear that is secured to

the pump drive shaft with a hex nut. The injection pump
drive gear is driven by the idler gear, which in turn is
driven by the crankshaft gear.

METERING VALVE

4-
HOUSING

FRONT
\ HYDRAULIC HEAD ASSEMBLY

TRANSFER PUMP BLADES

DISTRIBUTOR ROTOR

/ END CAP
1
PUMPING PLUNGERS - FUEL INLET
STRAINER

INTERNAL CAM RING /

REAR

TRANSFER PUMP
PRESSURE REGULATOR
ASSEMBLY

FIGURE 1. INJECTION PUMP COMPONENTS

w .
10-3
 INLET PRESSURE

0 TRANSFER PRESSURE
HOUSING PRESSURE
INJECTION PRESSURE

LUBE OIL

/
yTRANSFER
INTERNAL
PUMP
REAR

TRANSFER PUMP
INLET PASSAGES
PRESSURE REGULATOR
PUMPING CHAMBER
HEAD CHARGING PORT ROTOR RETAINER
RADIAL
CHARGING CONNECTING PASSAGE
PASSAGE \\ DISTRIBUTOR ROTOR
RADIAL PASSAGE

ELECTRICAL SHUT-OFF

BALL CHECK ASSY

AND BLEED ORIFICE

VALVE

FIGURE 2 CUTAWAY AN0 FUEL FLOW SCHEMATIC

" 10-4
The internal transfer pump (Figure 2) located at the As rotor turns, two rotor inlet passages register with
rear of the rotor, is a positive displacement vane type the charging ports in pump head, allowing fuel to flow
and is enclosed by the end cap. A fuel inlet strainer into pumping chamber. With further rotation, inlet
and transfer pump pressure regulator are also located passages move out of re'gistry and the discharge port
under the end cap. The distributor rotor has two registers with one of the discharge fittings. While the
radial charging passages and a single axial bore with discharge port is open, cam rollers (Figure 5) contact
one discharge port to service all discharge fittings to the internal cam ring lobes, forcing plungers together.
the injection lines. Fuel trapped between plungers is then pressurized
and delivered to the combustion chamber.
The hydraulic head assembly (Figure 1) contains the
bore in which the rotor turns, metering valve bore,
charging passages, and discharge fittings. Injection Self-lubricationof the pump is an inherentfeature of the
nozzle high pressure lines are fastened to the dis- 082 design. As fuel at transfer pump pressure reaches
charge fittings. charging ports, slots on rotor allow fuel and any trapped
air to flow into the pump housing.
A mechanical-centrifugal type governor controls fuel
delivery and, therefore, maintains the desired engine A vent wire assembly in the hydraulic head connects
speed within the operating range under various load outlet sideof transfer pump with pump housing. This
settings. The governor is driven directly off the pump allows air and some fuel to be bled back to fuel tank
drive shaft without gearing. Governor weight centrif- through the fuel return line. The bypassed fuel fills
ugal force is transmitted through a thrust sleeve to pump housing, lubricates internal components, cools,
the governor arm linkage and metering valve. The and carries off any small air bubbles in the pump. The
metering valve can be closed to shut off fuel supply to pump operates with housing completely full. A
the distributor rotor (Figure 6). housing pressure regulator (check valve) in the fuel
return line fitting maintains a housing pressure of 55
The electric solenoid within the injection pump opens or to 69 kPa (8 to 10 psi). There are no dead air spaces
closes the metering valve to permit or stop the flow of anywhere in pump.
fuel. De-energizing the solenoid shuts off fuel delivery
and stops engine, since solenoid is of the energized-to-
run type (opens metering valve when energized). An
optional energized-to-stop fuel solenoid is used in
some marine applications.

Fuel Flow: The mechanical or electric transfer pump

pulls fuel from the fuel tank (Figure 2). The transfer
pump pushes fuel through the filter, where it is
cleaned. The fuel is then pushed on to the injection
pump where it is pressurized and delivered to each
injection nozzle. Injection pump operating principles
are better understood by following the fuel circuit
during a complete pump cycle (Figure 2). Also, see
exploded view of rotor assembly (Figure 3).

Fuel is drawn from the filter through the fuel inlet

strainer by the vane type internal transfer pump.
Some fuel is bypassedthrough the pressureregulator
assembly to suction side of pump.

LEAF SPRING SCREW

Fuel, under transfer pump pressure, flows through the
center of transfer pump rotor, past rotor retainers into a
circular groove on rotor. Fuel then flows through a
connecting passage in pump head to the automatic
advance and up through a radial passage- to the
metering valve. Position of metering valve controlled by
the governor, regulates fuel flow into the charging
passage, which includes the head charging ports. FGURE 3. ROTOR ASSEMBLY
Charglng Cycle: As distributor rotor revolves, two admitted into pumping chamber, plungers move out
inlet passages in rotor line up with the circular a short distance. Maximum plunger travel and fuel
charging passages (Figure 4). Fuel controlled by the delivery is limited by the leaf spring contacting roller
opening of metering valve, under transfer pump shoe edges. When engine is operating at full load the
pressure, flows into pumping chamber forcing plung- plungers move to the most outward position. Note
ers apart. that while rotor inlet passages are in registry with the
The plungers move outward a distance equal to the ports in charging passage, rotor discharge port is not
amount of fuel required for injection on the next in registry with a head outlet, also the rollers are off
stroke. At idle, when only a small quantity of fuel is the internal cam ring lobes.

PLUNGER

ROLLER BETWEEN
CAM LOBES
I
METERI/NG VALVE
\

CIRCULAR FUEL PASSAGE

TOR

INLET PASSAGE
CHARGING PASSAGE

TRANSFER PUMP PRESSURE

FS-1387

FIGURE 4. HYDRAULIC HEAD ASSEMBLY-CHARGING CYCLE

Dkcharge Cycle: As distributor rotor turns, the inlet rotate the rollers move up cam lobes pushing plungers
passages move out of alignment with charging inward. During the discharge stroke fuel pressurized
passages. As rotor discharge port opens to one of the between plungers flows through rotor passage and
discharge fittings, rollers contact the cam lobes discharge port to injection line. Fuel delivery to injection
forcing shoes in against plungers and high pressure line continues until rollers pass the highest point on cam
pumping begins (Figure 5). lobe and begin to move outward. As rollers move off
cam lobes, pressure in axial passage is reduced
The beginning of injection varies according to load allowing injection nozzle to close. This is the end of fuel
(amount of charging fuel). As rotor continues to delivery.

/ CAM
DISTRIBUTOR
ROL.LER CON1ACTS

DISCHARGE FITTING

DISCHARGE PORT

DELIVERY VALVE

INJECTION PRESSURE

Fs-1388

FIGURE 5. HYDRAULIC HEAD ASSEMBLY-DISCHARGE CYCLE

Gowmoc The injection pump has a mechanical fly- A speed increase due to a load reduction, increases
weight type integral governor which controls the centrifugal force on the governor weights rotating
amount of fuel delivered to injection nozzles (Figure metering valve, reducing fuel flow. This limits the
6). By controlling fuel delivered to injection nozzles, speed increase (within engine operating range) to a
the governor maintains the desired engine speed value determined by the governor spring rate and
within the operating range under various load throttle setting.
conditions.

The governor obtains its energy from weights pivot-

ing in the weight retainer. The weight's movement As load on engine is increased, the speed tends to
against governor thrust sleeve rotates metering valve fall. Lower speed reduces force generated by the
by means of the governor arm and linkage hook. This weights permitting spring force to rotate metering
rotation varies metering valve opening registry with valve increasing fuel flow. Engine speed at any point
passage to the rotor, controlling fuel flow. Centrifu- within the operating range is dependent upon the
gal force tips the weights outward, moving governor combination of load on engine, governor spring rate,
thrust sleeve against governor arm. The force of and speed setting established by throttle position. A
weights against governor arm is balanced by the gov- light idle spring is provided for moresensitive regula-
ernor spring force, which is controlled by the manu- tion when the weight energy is low in the lower speed
ally positioned throttle lever for the desired engine ranges. The limits of throttle travel are set by high idle
speed. and low idle adjusting screws.
On highway applications, direct control from the
accelerator to the meteringvalve is desired. For this type
of application a min-wax governor is used. A min-max
governor typically governs only in the engine low idle A light tension spring on the linkage assembly takes
speed range and at the maximum rated speed. At up any slack in linkage joints allowing metering valve
speeds between the idle speed range and maximum to close without having to overcome governor spring
rated speed, the throttle lever directly controls metering force. Only a very light force is required to rotate
valve position. metering valve to the closed position.

LINKAGE HOOK
\ GOVERNOR SPRING

THROTTLE LEVER

1HROlTLE SHAFT

PIVOT SHAFT
SPRING CAPSULE

VALVE

GOVERNOR
THRUST SLEEVE
AND WASHER
Automatic Advance: The DB2 injection pump design Cold Staff Mechanical Advance: Cold starting of
permits the use of a simple, direct acting hydraulic some variable speed turbocharged engines is im-
mechanism, powered by fuel pressure from the integral proved by advancing the timing at cranking speeds.
transfer pump. This feature is standard on all L engine This is done by extending the advance range above
variable speed pumps. The hydraulic mechanism rotates the optimum timing required for operating speeds
cam slightly and varies fuel delivery timing. below 2200 rpm.

Fuel delivery timing will normally retard with in- The cold start advance is operated by a lever located on
creasing speed due to the length of time required for the injection pump (Figure 8). Cold start advance is
fuel to travel to injection nozzles. Use of an advance obtained by rotating the lever in a counter clockwise
mechanism allows earlier fuel delivery to injection direction.
nozzles to insure optimum performance at higher
speeds and loads.
When installing and timing injection pump, engine
1. Speed/Light Load Advance cold start mechanicaladvance lever must be in the off
(Hydraulic) position.
To obtain optimum performance both speed and
load timing is needed on some engines. This
advance gives normal advanced timing in the full
load speed range as well as further advance at
reduced engine loads.
2. Speed/Light Load Advance
(Mechanical)
This advance reduces emissions by increasing
injection timing at low throttle settings. Con-
sequently this improves combustion efficiency at
lower engine speeds. This advance is used only
on injection pumps equipped with min-max type
governors.

COLD START
ADVANCE LEVE

FIGURE 8. COW START AOVANCE

FIGURE 7. MECHANICAL SPEED/LKlHT LOAD ADVANCE

Houdng P m w m Cdd A d w o (HPCA): The HPCA When manifold pressure is at its peak, engine at rated
located under the governor cover provides cold speed and load, the aneroid piston is pushed out
cranking speed advance, as well as reduced white positioningits operating rod and pump shut-off lever in
smoke and hydro carbon emissions during warm-up. the RUN position.' A reduction in intake manifold
By unseating the housing pressure regulator the pressureallowsthe spring loaded pistonto pull the lever
HPCA solenoidallowsadditionaladvancethroughout toward the shut-off position. As the lever is moved
the advance range. A thermo sensor located in water forward, shut-off cam pushes linkage hook slightly to
pump housing controls HPCA solenoid operation. the rear, reducing fuel flow past the metering valve
(Figure 10).

HOUSING PRESSURE REGULATOR

-
HPCA ON

GOVERNOR COVER

METERING VALVE

FIGURE 9. HOUSING PRESSURE COW ADVAKE flGURE 10. ANEROID OPERATION

Aneroid (Acceleration Smoke Control): This is a As turbocharger speed increases intake manifold
pressure sensitive fuel reduction control used on most pressure increases overcoming aneroid spring force.
variable speed turbocharged engine applications. The The piston then pushes theshut-off lever to the full RUN
aneroid matches injection pumpfuel delivery quantity to position allowing full load fuel delivery.
engine intake manifold pressure during periods of
acceleration. Aneroid operation may bechecked with engine stopped
by connecting a regulated air pressure source to the
aneroid (boost pressure)inlet fitting. Becauseoperating
pressuresare very low, a mercury manometer is required
to measure the air pressure applied to the aneroid.
During the acceleration period the injection pump
delivers full load fuel quantity whila-the turbocharger Increase air pressure and observe pump shut-off lever
speed lags behind engine speedi W full turbo speed (Figure 11). Clearance between pump shut-off lever.
is attained, insufficient air is supplied to the combustion forward screw, andst@ is preset at the fat4ory to 0.006
chambers for complete combustion of full load fuel to 0.010 inch (0.1 5 100.25 mm) at 5 inchesof mercury on
quantity. To prevent overfuelingand excessivesmoke, a automotiveengines, or 4 inchesof mercury on industrial
reduction in the full load fuel quantity delivered during engines. Full pump shut-off lever travel should occur at
acceleration is needed. The aneroid senses intake 24 to 28 incyes of mercury. If pump shut-off lever does
manifold pressure and reduces fuel quantity until not move, or an air leak is noted, aneroid must be
turbocharger gains speed and is abte to provide replacedas an assembly. Aneroid can bedisassembled,
sufficient air for efficient combustion. but internal parts are not serviceable.
NOTE: Adjustments to injection pump that do not meet specifications It is not recommended to make injection pump adjust-
may violate Federal, state, andlor local regulations. Emissions and ments in the field. It must be clearly understood by the
mechanical warranty may also be voided by adjustmentsthat do not owners and by Onan service personnelthat tampering
meet specifications. Adjustments made by non-authorizedpersonnel
may void mechanical warranty. or inept repair attempts can cause irrepairable damage
to pumpsthat will not be covered by the manufacturers
warranties or exchangeagreements. Contact an author-
ized injection pump service dealer or distributor for
expert repair service on injection pumps.

Adjustments made by non-qualified

PUMP 1- personnel may violate federal, state,
and/or local regulations. Emissions and mechanical
warranty may also be voided by adjustments made to
injection pumpandaneroidby non-qualifiedpersonnel.
LEVER
TRAVEL

Injection pump dealers are equipped with injection

pump test stands, special tools required for repairing,
testing, and adjusting the pump. If at any time the
injection pump needs repair or adjustment, it should be
removed and taken to an authorized injection pump
service dealer or distributor. It is imporrnt that the
servicing dealer be furnished with the pamp model
number, as well as engine model and serial number, to
facilitate the repair.

FIGURE 11. PUMP SHUT-OFF LEVER

The repair service should include cleaning, part replace-

ment, static pressure tests for internal and external
leaks, internal pump timing, and calibration and adjust-
IF PAINT SEAL ON ADJUSTMENT SCREWS IS NOT ment to the manufacturer's specification.
BROKEN, ANEROID CAN BE REPLACED WITHOUT
REMOVING INJECTION PUMP FROM THE ENGINE. IF
ADJUSTMENT SCREWS ON PUMP SHUT-OFF LEVER
HAVE BEEN TAMPERED WITH (PAINT SEAL BROKEN)
SINCE CALIBRATION BY AN AUTHORIZED SERVICE CheckingEngineSpeed: Enginespeed may be checked
CENTER, INJECTIONPUMP MUST BE REMOVEDAND with a panel mounted tachometer if unit is equipped with
CALIBRATEDAT AN AUTHORIZED STANADYNE SER- one. If unit does not have a panel mountedtachometer a
VICE OUTLET. strobe light tachometer can be used.
Never submerge the aneroid assm-
.ACAUnoN I

My in oi/ or solvmts. A dry lubricant

is used on the internal diaphragm. Washing of ihe 1. Start engine and run until minimum operating tem-
assembly will remove tho lubricant and possibly perature is obtained.
damage the diaphragm.

Injection Pump Adjustments Rotating machinery can cause

Fuel injection pumps ace adjusted at the factory for a &-NG se@ow p n o n a l&jury or death-
governor breakpoint of 40 to 60 rpm above rated speed S k y dear of rotating equipment and ensure that
with a high idle setting of 7 to 10 percentgreater than the protective shields and guards are in place.
specifiedspeed. The high idleadjusting screw is locked
and sealed at the factory. Pump adjustment is seldom
necessary. Low idle speed is factory set at 775 to 825
rpm. The low idle adjusting screw is not sealed; adjus- 2. Move throttle control to both low and high speed
tment is permissible to achieve a suitable low idle positions. Make sure control moves speed control
Speed. level on injection pump through its full arc of travel.
3. Move throttle control to low idle position and check
engine speed. Make sure engine rpm is within the
normal range 775 to 825 rpm. Low idle speed varies
1 High idle screw is factory set
and sealed. Only authorized
Onan service personnel are to make
depending upon engine application. pump adjustments and re-seal the injection pump.
4. Connect throttle control cable to speed control lever
4. Move throttle control to high idle position. Check on injection pump. Makesurethat when throttle is in
engine speed. High idle speed should be 7 to 10 the idle position, the control lever low idle adjust~ng
percent greater than speed stamped on injection screw contacts pump housing lever stop. When
pump nameplate. throttle is in the fast (high idle) position the high
speed adjusting screw must contact lever stop.
5. If engine speed is not within the specified ranges,
governor (speed control adjustment screws) must
be adjusted.
-
Speed Control Adjustments Optional 4.5 Percent
Regulation (Generator Application):An external speed
droop adjustment screw located at rear of injection
pump housing, controls governor sensitivity. The droop
-
Speed Control Adjustments Standard 10 Percent screw adjustment varies the governor regulation by
Regulation: changing the effective spring rate. This adjustment will
1 . Remove throttle control cable from fuel injection affect both full load and no load frequency settings and
pump speed control lever so lever can be moved by may require that the high speed stop screw be reset.
hand. After each adjustment of the droop screw, engine must
be shut down briefly in order to allow the governor
2. With engine running at operating temperature. spring to unload and the adjusting mechanism to seek
loosen locknut (Figure 12) on low idle adjusting its final position in the spring. Turning screw In shortens
screw. Push speed control toward front (fan end) of control spring making it less sensitive and increases
engine so low idle adjusting screw touches lever speed droop. Turning adjusting screw out has the
stop. Turn low idle screw in to increasespeed or out opposite effect. Speed droop is the injection pump's
to decrease speed. When low idle rpm is obtained, ability to respond to changing engine loads. Adjust
hold adjusting screw and tighten locknut. governor as follows:
SPEED CONTROL LEVER (SPRING LOADED) 1. Check engine operating speed. Adjust as outlined
in preceding procedure for standard governor.
LOW IDLE ADJUSTING SCREW 2. To adjust speed droop:
HIGH IDLE /
A. Run engine until normal operating temperature
LOCKNUT
is obtained.
6. Apply full rated load. With engine running at
rated speed, droop is determined by removing
load and noting the no-load speed. In the case
LEVER STOP of. a generator set note the difference in
frequency.
UEL INJECTION PUMP C. Turn adjusting screw, at back of injection pump
(Figure 13), clockwise to increase speed droop
or counterclockwise to decrease speed droop.
A small correction in throttle positon may be
necessary. Re-seal adjusting screws.
ELECTRIC FUEL SOLENOID
TERMINALS

FIGURE 12 SPEED ADJUSTMENT

3. With engine running at operating temperature

remove seal and loosen locknut (Figure 12) on high
idle adjusting screw. Push speed control lever
toward rear (away from fan) of engine so high idle SPEED DROOP
adjusting screw touches lever stop. Turn high idle ADJUSTMENT SCREW
screw in to decrease or out to increase engine
speed. After correct high idle speed is obtained.
hold adjusting screw and tighten locknut FIGURE 13. SPEED DROOP ADJUSTMENT
 BOSCH VE INJECTION PUMP screws. Hydraulic head assembly also contains the fuel
In contrast to the Stanadyne 082 injection pump the solenoid for interrupting the fuel supply, delivery-valve
Bosch VE injection pump has only one pump barrel and assemblies, and delivery-valve holders.
one pump plunger. Fuel delivered by the injection pump
is distributed via a distribution groove in the plunger to A governor drive gear located on the drive shaft drives
the discharge fittings. The Bosch VE pump is of a the flyweight assembly. This assembly is equipped with
modular design and can be equipped with various flyweights and a sliding sleeve.
additional modules. This allows for greater versatility in
matching the pump to the engine. The governor assembly consisting of the adjusting
lever, starting lever, and tensioning lever is mounted in
To understandtheVE pump one has to become familiar the pump housing. Governor assembly changes the
with the main components and their functions. Refer to position of the control collar thereby controlling fuel
Figure 14 for VE injection pump components. delivery.

The drive shaft is supported by the pump housing and A hydraulic timing device is located on the underside of
drives the vane-type fuel supply pump. The cam plate the pump and is controlled by fuel housing pressure.
rides against the cam roller ring producing a rotating
stroke motion that is transferred to the distributor-pump The pump housing is enclosed at the top by a governor
plunger. Distributor-pump plunger is guided by the cover containing the control lever, speed adjusting
hydraulic head, which is secured to pump housing with screws, and full load-delivery adjusting screw.

SLIDING SLEEVE
RATED-SPEED ADJUSTING SCREW \ IDLE-SPEED ADJUSTING SCREW

CONTROL-LEVER SHAFT \ \ 1 GOVERNORSPRING

OVERFLOW RESTRICTION
ADJUSTING LEVER
GOVERNOR COVER

FLYWEIGHT ASSEMBLY FULL-LOAD-DELIVERY

ADJUSTING SCREW
PIVOT FOR ADJUSTING

FUEL SHUTOFF

PUMP HOUSING
BLEEDER SCREW

CAM ROUER RlNG

ROLLERS OF CAM ROUER RING

LIVERY-VALVE HOLDER

EUMRY-VALVE ASSEMBLY

PLUNGER RETURN SPRINGS DISTRIBUTOR-PUMP PLUNGER

FIGURE 14. VE INJECTIONPUMP COMPONENTS

Fcnl Flow: The mechanical or electric transfer pump plunger. As cam plate turns, riding over the cam rollers
pulls fuel from the fuel tank (Figure 15). The transfer in the cam roller ring, a rotating stroke motion is
pump pushes fuel through the filter, where it is cleaned. transferredto the distributor pump plunger. The rotating
The fuel isthenpushedon tothe injectionpump where it motion producesanopening and closingof the metering
is pressurized and delivered to each injection nozzle. slits and spill ports located in the distributor pump
Injection pump operating principles are better under- plunger and hydraulic head assembly.
stood by following the fuel circuit during a complete
pump cycle (Figure 15).
Pressure is produced by the stroking motion of the
distributor pump plunger after inlet port closes. Fuel is
With each pump drive shaft revolutionthe integralvane- deliveredand distributedthrough the distribution groove
type supply pump, pumps a constant amount of fuel to the individualoutlets. As the distribution groove lines
from the fuel tank into pump interior, Pump interior up with the outlet port high pressure lifts the delivery
pressure is maintained by a pressure-regulatingvalve. valve assembly off its seat and fuel is forced through a
Interior pressure rises in proportionto engine speed. To fuel injection line to the injection nozzle.
cool and automatically bleed the injection pump a
certain amount of fuel flows back to the fuel tank
through the overflow restriction located on the governor As distributor pump plunger spill port reaches control
cover. collar edge fuel delivery is terminated. From this instant
on the high pressure chamber is connected to pump
Fuel flows from the pump interior through the inlet port interior through the internal port During the remaining
and metering slit in distributor pump plunger into the plunger stroke excess fuel is forced back into pump
high pressure chamber situated above distributor pump interior.

FHLURO 15. VE FUEL FLOW SCHEMATIC

GovernocThe centrifugal governor is a integral part of Automatic Advance: To obtain optimum combustion,
the distributor type fuel injection pump that controls the maximum power, minimum fuel consumption,and clean
amount of fuel delivered to the injection nozzles. exhaust injection timing must be varied on diesel
engines operating over a wide speed range. This is
accomplished by the timing device which advances
Direct control from the accelerator to the control collar injection timing as engine speed increases (Figure 17.)
is required for most vehicle applications. For vehicle
applicationsa minimum-maximumgovernor (Figure 16)
is used. With the minimum-maximum governor only idle
speed and maximum full load speed are governed.
intermediate speed and load ranges are controlled
directly by the accelerator through the governor mech-
anism.

Engine speed is transmitted from injection pump drive

shaft through gears to the governor flyweights. As
engine speed increases centrifugal force moves the
flyweights outwards. The flyweights rotate around the
knife-edge bearing and move the axially displaceable
sliding sleeve. The sliding sleeve transfers the cen-
trifugal force through a lever arrangement until the
CAM
system is in equilibrium against the force of various
springs. / SLIDER
TIMING-DEVICE
PISTON

INTERMEDIATE PUMP HOUSING

/ PIN SHOULDER
CAM ROLLER RING
CONTROL LEVER
INTERMEDIATE

w
BORE IN TIMING-
DEVICE PISTON

TIMING-DEVICE
SPRING COVER
BALL PIN ON
STARTING LEVER SUOER nMING-DEVICE
PISTON
SPILL PORT
DISTRIBUTOR-PUMP
FIGURE 17. AUTOMATIC ADVANCE
PLUNGER
When engine is stopped injection pump timing device
piston is held in the basic position by a preloaded timing
device spring. During operation pump interior fuel
pressure is regulated in proportion to engine speed by
the pressure regulating valve in conjunction with the
overflow restriction.
FIGURE j(C. MINIMUM-MAXIMUM GOVERNOR
At a given engine speed interior pump pressure over-
comes the spring force and moves the timing dev~ce
Starting and tensioning lever movement is transmitted piston to the left. Axial piston movement is transferred
through a ball pin to the control collar which slides on through the slider and pin to a rotatable cam roller ring.
the distributor pump plunger. Control collar end face in This changes the respective positions of the cam plate
conjunction with the spill port controls the end of the and cam roller ring causing the rotating cam plate to be
effective stroke and the quantity of fuel hpcted. lifted earlier by the rollers.
(
Advance at the start of injection is accomplished by the Manifold Pressurn Compensator (LDA): This device
load dependent start of pump delivery (LFB). Purposeof reduces the full load fuel delivery in the lower engine
the LFB is to vary the beginning of pump delivery as a speed range starting at a specified charge air pressure.
function of engine load. The load dependent start of Fuel quantity in turbocharged engines is matched to the
pump delivery is designed so that when there is a drop increased air charge required during middle and upper
in load (full load to part load) injection timing is retarded. engine operating speed ranges (when turbocharger is
As the load increases there is a reduction in engine in operation). When the turbocharged engine is opera-
speed and the load dependent start of pump delivery ting in the lower engine speed range, the air charge is
advances injection timing. The LFB is used to achieve smaller and fuel quantity must be adapted to this
smoother engine running, reduce noise, and exhaust reduced air quantity.
emissions.
During lower engine speed operation, the manifold
pressure compensation is inoperative until the charge
Cold Start Acceleratoc The cold start accelerator air pressure is sufficient to overcome the spring force.
advances the start of injection by a specific amount. As engine speed increases charge air pressure applied
This operation is performed by the driver from the to the diaphragm increases and the diaphragm and
passenger compartment via a cold start advance cable. sliding bolt with control cone are moved against the
pressure spring force. When the sliding bolt moves
vertically the stop lever rotates moving the control collar
When the cold start cable is pulled the cold start allowing morefuel to bedelivered to match the increased
accelerator control lever and shaft are turned together air quantity. At low engine speed or if turbocharger fails
with the ball pin. This turning motion changes the the manifold pressure compensator returns to its basic
position of the cam roller ring with respect to cam plate position and limits full load fuel delivery so that smoke-
and advances injection timing. less combustion is ensured.

P R E S S U R E SPRING

STOP LEVER
CONTROL CONE

-SLIDING BOLT
GOVERNOR COVER
GOVERNOR SPRING TENSIONING LEVER

-STARTING LEVER

COMROL COUAR
 INJECTION PUMP REPAIR Stanadyne DB2 Fuel Solenoid Replacement:

1. Remove fuel return lines and wire lead from fuel

Before leaving the factory, all injection pumps are shutoff solenoid.
carefully adjusted, calibrated, and sealed with paint or
wire seals. It must be clearly understood by the owners
2. Note location of ground strap on governor control
and by Onan servicemen that tampering or inept repair
attempts can cause irrepairable damage to pumps that cover.
will not be covered by the manufacturer's warranties or
exchange agreements. Authorized distributors and 3. Remove capscrews, washers, and governor control
dealers have the tool and seals to reseal injection pump cover from injection pump (Figure 19).
after making the necessary repairs.
4. Remove nuts, washers, and gaskets from fuel
solenoid terminals.
Pump or engine failures due to
1- tampering with seals or any other
unauthorized attempt to adjust or repair maximum fuel
5. Push solenoid out of cover.

adjustment setting, or high idle throttle stop screw will 6. Place a new fuel shut off solenoid in governor
void engine warranty. control cover.

7. Place new gaskets over terminal posts and install

Onan does not recommend washing washers and nuts.
ACAUT'oN the diesel engine. However, if you
must wash the engine, do so only when the engine is 8. Remove rubber gasket by pulling it out of groove in
cold. Never wash a warm, hot, or running engine. cover.
Spraying water or cleaning solutions on a warm engine
or injection pump can cause serious damage to the 9. Carefully place a new gasket in groove of governor
engine fuel system. control cover.

10. Install cover and torque capscrews to 4 Nm (3 Ft.-

Lb.). Connect fuel return lines and make electrical
connections.

11. Install new wire seal through the guide stud, the
torque screw, and the cover screw.

Fuel Shut Off Solenoid

If there is fuel to the injection pump, but no fuel at

injection nozzle, the fuel solenoid may be defective. GOVERNOR COVER

I
To check energized-to-run fuel solenoid operation,
listen for a click in injection pump when start switch is
placed In the run position. If no click is heard and there is
power to solenoid with the start switch in the run
pos~tion,the fuel solenoid must be replaced. To check
energtzed-to-stop fuel solenoid operation, listen for a
cltck in injection'pumpwhen start switch is placed in the
stop positiom: If no click is heardand there is no power to
sotecloidwith the start switch in the W p positon, the fuel
solenoid must be replaced.

1- A diesel engine cannot tolemte dM

or water in the fuel system. It is Ehe
maior cause of diesel engine failure. A tinypiece of dirt
or a few drops of water in the injection system may stop
your unit. FIGURE 19. REMOVING GOVERNOR CONTROL COVER
Bosch VE Fuel Solenoid Replacement: fuel as they am removed. BeforeInstalling new or
used partt, flush them thoroughly wlth dlesd
fuel, and Install whlle rtlll wet. Always wet flngen
1. Remove wire lead from fuel shut off solenoid. wlth dlesd f u d before worklng with dlesel
lnjectlon sptem pa*.
2. Remove fuel solenoid and O-ring from distributor
head.
7. The injection pump drive gear may be removed
3. Place new O-ring on new fuel solenoid. through the cover plate opening in gearcase
cover or may be removed after gearcase cover
4. Install new fuel solenoid with O-ring into the has been removed from engine. Determine if
distributor head. radiator must be removed prior to removing injec-
tion pump cover plate, if radiator has to be
5. Torque fuel solenoid to 42.5 Nm (31.5 Ft.-Lb.). removed begin with Step A. When cover plate can
be removed without removing radiator begin with
Step 0.

A. Drain cooling system. Remove all compo-

INJECTION PUMP REMOVAL nents from front of engine, in order to facili-
Clean all external surfaces of injection pump, including tate the removal of injection pump drive gear
all line connections and fittings that are to be dis- cover.
connected. Clean area around injection pump mounting
flange and injection pump gear cover to prevent dirt 8. Loosen capscrew that secures alternator to
from entering crankcase. adjusting bracket. Push alternator in so that
fan belt can be removed from alternator
Never clean the injectionpump when pulley.
II PCAUnON it I is hot, or even warm. To do so may
cause it to seize. C. Remove capscrews and flat washers that
secure pump drive gear cover to gearcase.
1. Rotate engine until Number 1 piston is near the top Remove cover and O-ring.
of its compression stroke and pointer in flywheel
housing is aligned with proper number of timing 0. Remove hex nut from injection pump drive
degrees for the engine. On engines with front timing shaft.
indicator,notch in pulley must line up with center of
timing indicator. E. Thread three (M8 x 30mm) capscrews into
injection pump drive gear. Install a slotted three
2. Turn off ignition switch. Disconnect throttle control jaw puller onto injection pump drive gear
cable from speed control lever on injection pump. (Figure 20) and remove gear.

3. Disconnect electrical lead from terminal on fuel

solenoid and shut off fuel supply.

4. Remove fuel return lines from top of injection pump

and plug. I INJECTION PUMP

5. Disconnect filter to injection pump inlet line and

plug.
6. Remove all high pressurelines from injection pump.
Be sure to hold discharge fitting on injection pump
when removing high pressure line nuts. Remove
high pressurelines. Cover all openings with fuel line
plugs to prevent entrance of dirt.

A dImd engine cannot toler8te

dlrtorrnterln the M s p t u n .
It k one of the major causes of d l m l enghe
failure. A tfny piece of dirt ora few drops of water
in the Inject/on sptem may stop your unit. Men FS-1290

opening any part of the fuel system beyond the

fuel filterf place ail part8 In-a pen of c h n d l m l FIGURE 20. INJECTION PUMP DRWE GEAR REMOVAL
 8. Remove the three hex nuts and washers that secure valves open during this test the crankshaft must
injection pump to backplate. be turned one complete revolution (360') in the
direction of normal rotation. With number 1
9. Remove injection pump. cylinder at TDC continue to rotate crankshaft
until pointer in flywheel housing is aligned with
the proper number of timing degrees (Figure 22)
stamped on the flywheel. On engines with front
INJECTION PUMP INSTALLATION timing indicator, line up notch in crankshaft
pulley with timing indicator. Refer to Engine
AND TIMING Nameplatefor proper number of timing degrees
Accurate injection pump timing is essential for maximum for the engine rpm stamped on injection pump.
engine performance and operation. The injection pump
on each engine must be timed to that engine by using
the timing marks on engine (Figure21). All engine timing
is performed with engine not running. When a new
1- A diesel engine cannot toler-
ate dirt. or water in the fuel
- ~ -
-

pump is ~nstalledon the engine, or after injection pump system. It is one of the major causes of diesel
has been serviced and is ready to be reinstalled, use the engine failure. A tiny piece of dirt or a few
following procedure. drops of water in the injection system may stop
your unit. When opening any part of the fuel
1. Place a new injection pump O-ring on pump system beyond the fuel filter, place all parts in a
mounting collar. pan of clean diesel fuel as they are removed.

2. Position injection pump on mounting studs with 6. Clean dirt and foreign material from around
studs centered in mounting slots. Secure injection timing window cover on injection pump. Remove
pump to backplate with three flat washers and hex timing window cover from fuel injection pump.
nuts. Two injection pump timing marks are used for
timing injection of fuel into Number 1 cylinder.
3. Stanadyne DB2 injection pump timing procedure. One mark is locatedon governor weight retainer
hub; the other is located on cam ring. Turn
A. Rotate crankshaft in a counterclockwise dir- injection pump shaft until timing marks are
ection, when viewed from flywheel, until Number aligned as viewed through the timing window
1 piston approaches TDC on its compression (Figure 22). Governor weight retainer must be
stroke. With the piston at TDC the crankshaft manually positioned in the counterclockwise
can be turned 90' in either direction without the direction. Use a clean scribe or awl when
valves on number one cylinder opening. If the aligning cam ring and governor weight retainer.

FUEL INJECTION

FLYWHEEL TIMING MARKS

GOVERNOR
FRONT TIMING WEIGHT
INDICATOR RETAINER

PULLEY nMltw MARKS

FS-1279
FIGURE 21. ENGINE TIMING MARKS FIGURE 22. INJECTION PUMP TlMlNG MARKS
 C. Place injection pump drive gear on pump shaft. B. Position injection pump driveshaft so the key
lnstall hex nut and tighten to torque of 52 Nm slot points to discharge fitting for number one
(38 Ft.-Lb.). Be careful when installing gear so cylinder (Figure 24). Use a Bosch coupling
injection pump drive shaft does not rotate. wrench to turn injection pump shaft.

D. Rotate crankshaft back (clockwise when viewed

from the flywheel) one-half of a revolution. Turn
crankshaft in a counterclockwise direction until
pointer or timing indicator is aligned with proper
number of timing degrees or notch in pulley.
Refer to SECTION 1, SPECIFICATIONS for
proper timing setting.

E. Recheck alignment of injection pump timing

marks. If pump timing marks do not line up,
loosen the three pump mounting nuts and rotate
injection pump until timing marks are in align-
DRIVE SHAFT KEY SLOT
ment. Tighten injection pump mounting hex
nuts.
DISCHARGE FiTTING TO
NUMBER ONE CYLlhDER
F. lnstall timing window cover and gasket.

G. Apply a pipe sealant (with Teflon) to fuel supply

pipe threads. lnstall fuel return lines and filter to
injection pump inlet line. FRONT VIEW

FIGURE 24. POSITIONING INJECTION PUMP

4. Bosch VE injection pump timing procedure.

A. Rotate crankshaft in direction of normal rotation Fuel discharged from dis-

until cylinder number 1 begins its compression charge l i n g s can penetrate
stroke. Both valves of cylinder number 1 will be skin and cause severe personal injury. Be
seated during the compression stroke. Continue certain that discharge fittings are not aimed at
to rotate crankshaft until 15 degree mark on anyone whenrotating injectionpump driveshatt.
crankshaft pulley is properly aligned with the
pointer attached to the gearcase cover. Degree C. Remove bleed screw (Figure 25) and install
marks are stamped with the value on front face proper timing holder and dial indicator. Adjust
of crankshaft pulley. dial indicator for 1 to 2 mm of travel and secure.

INTAKE MANIFOLD
PRESSURE FITTING

CYUNDER \
BLEED SCREW

FIGURE 23. ENGINE TIMING MMKS FIGURE 25. BOSCH VE INJECTION PUMP TIMING
 ' Fuel penetration of the skin 5. When used connect flexible line from intake mani-
I= can came severe personal fold to intake manifold pressure fitting on injection
injury. Do not let the discharge fitting high- pump.
pressure fuel spray against skin surfaces.
Cover discharge fittings or install high pressure 6. lnstall high pressure lines. When securing high
lines. pressure line nuts be sure to hold discharge fitting
to prevent over tightening of the fitting.

7. Connect electrical lead to nongrounded terminal on

D. Use coupling wrench to turn injection pump injection pump cover. Connect throttle control to
drive shaft clockwise as viewed from front of speed control lever.
engine until dial indicator shows the start of
plunger lift. 8. lnstall O-ring in groove in gearcase cover. Position
gear cover on gearcase and secure capscrews and
E. Place injection pump drive gear on pump drive flatwashers.
shaft. lnstall hex nut and tighten to a torque of
80 Nm (58 Lb.-Ft.). Be careful when installing 9. lnstall and adjust fan belts. Refer to SECTION 9,
gear so injection pump drive shaft does not COOLING SYSTEM for correct procedures.
rotate.
10. lnstall all components that were removed from front
F. Rotate crankshaft counterclockwise (as viewed of engine.
from front), then clockwise to determine min-
imum dial indicator reading. Zero dial indicator 11. Fill cooling system to the proper level. Refer to
at this crankshaft position. SECTlON 9, COOLING SYSTEM.

G. Rotate crankshaft clockwise to TDC. Loosen 12. Prime fuel system. Refer to the procedure outlined
three hex nuts that secure injection pump. earlier in this section.
Rotate injection pump on mounting studs as
required to obtain plunger lift of 1.050
t0.050 mm at TDC.

H. Recheck dial indicator zero and plunger lift at

TDC by rotating the crankshaft counterclock-
wise, then clockwise. Repeat preceding steps
as necessary to obtain proper timing of 1.050
t0.050 mm at TDC.

Do not strike end of injection

pump driveshaft to d r h shaft
out of the gear. Internal injectionpump damage
will result.
I. Torque injection pump mounting hex nuts.
Remove dial indicator and install bleed screw FUEL LINES
with sealing washer. Torque bleed screw to
9 Nm (6.6 Ft.-Lb.). Inspect the fuel lines daily for loose connections,
breaks, or flaws. Any leak will indicate a failure or loose
J. lnstall fuel return line fitting (double-barbed) connection.
and special hollow screw with overflow restric-
tion orifice, marked "OUT"(Figure 25). Use a Keepthe high pressureline connectorstorqued. Tighten
copper sealing washer on each side of the until snug, but do not strip the threads. To avoid bending
barbed fitting. Large barb points away from the lines or stripping the injection pump fittings, use a
engine. Torque hdiow screw to 20 to 25 Nm (15 flare Wows foot with torque wrench%r final tightening.
to 18.5 Lb.-Ft.). lnstall nozzle overflow line to
small barb and tank return line to large barb. When replacing an injection line, besureto use a line
lnstall hollow screw through the banjo fitting on that is identical in size, shape, length, and inside
the filtered fuel supply line. Use a copper sealing diameter. After removing an injection line it must be
washer on each side of the banjo fittting. Torque protected with the appropriate fuel line plugs to
hollow screw to 20 to 25 Nm (15 to 18.5 Lb.-Ft.) prevent dirt or moisture from entering the fuel line.
 FUEL TRANSFER PUMP Fuel Pump Removal and Disassembly
The fuel transfer pump (Figure 26) is a diaphragm 1. Shut off valve at fuel tank. Disconnect pump inlet
and relief valve type. The pump is operated by a and outlet lines.
plunger driven off a cam lobe on the engine camshaft. 2. Remove three capscrews that secure pump to
The fuel transfer pump maintains a positive pressure cylinder block and pull pump off. A special
to the fuel injection pump. Transfer pump output wrench is available to aid in transfer pump
pressure should be 27 to 48 kPa (4 to 7 psi) at engine removal.
idle speed. Transfer pump pressure may be checked
by connecting pressure gauge and tee at the fuel 3. Notch pump cover and body with a file for loca-
outlet. tion purposes when pump is being reassembled.
4. Remove hex head capscrew and cap. Loosen a
sticking cap by carefully inserting a punch into
capscrew bore and prying. Remove filter.
CAPSCREW
5. Remove the six cover screws. Tap pump cover
with a soft plastic hammer to separate the two
parts. Do not pry them apart, this may damage the
diaphragm.
6. Compress push rod spring against pump body
and remove retaining ring and spring washer.
7. Remove diaphragm assembly from pump body.
PUMP COVER
Inspection
SCREW
Clean all pump components and rinse with clean
diesel fuel. Use low pressure compressed air to dry
DIAPHRAGM parts. Visually inspect pump components for
damage.

A kit is available for the replacement of gaskets,

diaphragm, and filter. If any other components are
damaged or worn, replace the pump assembly.

Assembly and Installation

PUSH ROD SPRING
I . Lubricate diaphragm shaft and insert carefully
~t-tml through oil seal into pump body.
2. Place spring and spring plate onto diaphragm
shaft. Compress spring and secure with retaining
ring.
3. Push diaphragm shaft upward against spring
FIGURE 26. MECHANICAL FUEL TRANSFER PUMP
force. Assemble cover to body with notch marks
lined up. Install screws, but do not tighten.
4. Release tension on diaphragm shaft and uni-
formly tighten screws to 2 to 3 Nm (17 to 26
in.-lbs.).
5. Position filter in pump cover with spacer legs
facing upwards.
Maintenance 6. Placegasket and cap on pump cover. Torque cap-
screw with gasket to 2 to 3 Nm (17 to 26 in.-lbs.).
If the diaphragm is leaking or broken, replace it and
check for diluted crankcase oil. Change oil if neces- 7. Install pump on engine. Open fuel shut off valve
sary. Remove and clean transfer pump filter after and primeiow preqswre fuel system.
every 2000 hours of operation. A damaged filter must 8. Pressure test transfer pump output for correct
be replaced. pressure.
 INJECTION NOZZLES By first injecting a small amount of fuel, and subse-
quently a largeramount, combustion is more uniform.
The injection noule must inject an equal amount of Combustion pressures rise slower with this type of
fuel into each cylinder, atomize the fuel, and spread fuel metering.
the fuel spray to mix it fully with the air for smooth
operation. As soon as fuel injection pump stops delivering fuel
to nozzle holder assembly, nozzle needle returns to
Type of Nozzle its seat, cutting off fuel injection into combustion
The L diesel engine uses a hydraulically operated, chamber.
throttling pintle type of nozzle assembly. A certain amount of fuel seeps between the lapped
The injection nozzle and nozzle holder is a simple surfaces of nozzle needle and nozzle body; this is
device. A spring is used to oppose injection pump necessary for lubrication. Excess fuel accumulates
pressure until the right moment for injecting fuel, at around spring seat and in spring compartment of
which time the nozzle opens. nozzle. Excess fuel is returned to tank after each
injection cycle by a return line that connects nozzle
Each nozzle holder assembly is adjusted to open at a holder assemblies together. A fuel return fitting
specific pressure. See Table 1. combines the return fuel from nozzles with the flow-
through fuel from injection pump ball check valve. A
TABLE 1. NOZZLE OPENING return line connected at this point returns excess fuel
PRESSURE to fuel supply tank.

Naturally Aspirated 13,000 to 13,800 kPa Injection Nozzle Tester

(1890 to 2000 psi) Testing and adjustment can be per-
Turbocharged 17,000 to 17,800 kPa IPCAUTK)N! formed only with a nozzle tester,
(2470 to 2580 psi) Figure 28. Do not affempt to dlsassemble nozzles or
adjust nozzle pressure without the proper test
Opening pressure can be adjusted by changing the equipment.
shim thickness in the nozzle holder. Nozzle assembly is tested with nozzle holder as a
complete assembly.
Operating Principle Absolute cleanliness is required when testing nozzle
High pressure fuel from injection pump enters nozzle holder assemblies.
holder fuel inlet and flows through drilled passages in
the noule body to the pressure chamber.

BODY
INLET
PASSAGE

NEEDLE

FIGURE 27. NOZZLE.ASSEMBLY

At the instant pressurized fuel i n the pressure

chamber (Figure 27) exceeds spring pressure on the FIGURE 28. INJECTION NOZZLE TESTER
noule needle, injection begins as pressure lifts the
nozzle needle off its seat. Early in the injection Check opening pressure, leakage, and spray pattern
sequence the noule opens up only a narrow amount using a nozzle tester. If any leakage or abnormal
(throttle gap) (Figure 27), allowing a small amount of spray pattern is detected, inspect with a magnifying
fuel to be injected into precombustion chamber. glass for erosion, scoring, etc. If cleaning with solvent
This is called pre-spray. Due to the continuing does not correct the malfunctions, a new noule
delivery of fuel by the injection pump, there is a assembly will be required. Opening pressure can
further rise in injection pressure, which lifts the then be set and the spray pattern checked.
noule needle further, opening a larger throttle gap
and allowing a greater amount of fuel to be injected Use test oil (Viscor 1487) in the injection noule
into combustion chamber. This forms the main spray. tester.
Nozzle Removal Check for Nozzle Jamming: With the pressure gauge
by-passed, test noule for jamming by pressing nozzle
1. Thoroughly clean injection noules, lines, and
surrounding area.
tester hand lever down quickly (about four to six
times a second). When nozzle valve moves properly,
noule will operate with a shrill whistle. i
i
2. Remove high pressure lines and fuel return lines The spray pattern must be compact and well atomized 7
from injection nozzles. Do not bend high pressure at full lift to be correct. The pressure difference j
lines when disconnecting. Cap all fuel line between start of nozzle opening and full lift causes
the fuel to emerge in a stream, change to flag-like
<-
openingsto prevent the entrance of dust, dirt, and
moisture. formations, and finally reach atomized spray pattern 1
at full lift with lever movements producing 4-6 noule -
3. Remove dust shields from injection nozzles. opening cycles per second. See Figure 29.

4. Remove injection nozzles from cylinder head

using a deep 27 mm socket.
5. Remove injection noule seals from injection
nozzle bore. Do not reuse injection nozzle seals.
They must be replaced whenever nozzles are
removed.

Testing Nozzle
CLOSED
SLIGHTLY OPEN
Keep hands away trom a spraying
i *W*'N'NG 1
nozzle! The nozzle discharge pres-
sure can cause oil to penetrate the skin and can cause
(PILOT SPRAY)
FULLY OPEN
(MAIN SPRAY)
blood poisoning or a serious skin infection.

Connect injection nozzle assembly to the tester.

FIGURE 29. NOZZLE SPRAY ACTION
Make sure line fittings used to connect injection
nozzle assembly to tester are of the same type as on
injection nozzle assembly and tester.
Opening Pressure:Open tester pressuregauge valve.
Slowly (1stroke per second) depress pump lever until
When testing injection nouleassemblies asystematic nozzle ejects. Note nozzle opening pressure on
approach is recommended. There is a sequence of pressure gauge. See Table 1 for correct nozzle
tests to perform to insure a good injection nozzle opening pressure.
assembly; failure to pass any of the tests is reason to
reject an assembly. Do not combine test procedures Nozzles with incorrect opening pressure should be
or results, and do not skip any tests. readjusted by changing shims.
An abnormal nozzle spray pattern or fuel stream is
normal when checking nozzle opening pressures.
Leakage Test: With the pressure gauge valve still If a drop falls from the nozzle within 10 seconds, see
open, depress pump lever until the pressure is 1,034 Figure 30, the nozzle leaks and must be cleaned and
kPa (150 psi) below the Specified opening pressure. retested. Nozzles that still drip within 10 seconds
must be replaced. Lapping is not recommended.
If no drops fall from nozzle tip within 10 seconds, as
shown in Figure 30, the nozzle is good.

ACCEPTABLE UNACCEPTABLE

COURTESY OF ROBERT BOSCH SALES CORPORATION

FIGURE 30. NOZZLE LEAK TEST

Chalter Test and Spray Pattern: The chatter (noise) Used nozzles should not be evaluated for chatter at
test will indicate the ability of the noule needle to lower testing speeds. An old noule can generally be
move freely and properly atomize fuel. used if it passes the leakage test, chatters audibly at
Compare the chatter test and spray pattern for new high testing speeds, and ifit uniformly atomizes the
nozzle holder assemblieswith the Chatter Test Descrip- fuel.
tions. See Table 2.

I'ABLE 2 CHATTER TEST DESCRIPTIONS

Stringy, split streams that are not well atom~zedare

normal at 1-2 strokes per second.
issing noise from 2 4 strokes per second.
igh pitched sound only at 4-6 strokes per Uniform and well atomized spray pattern
at 4-6 strokes per second.
Nozzle Removal Before startlng the disassembly ot a
fuel ln]ectlon nozzle holder, It Is very
e nozzle Important to have a clean work bench, clean washlng
1. Thoroughly cleal assure is tluld containers, clean tools, and clean hands. Cleanll-
surrounding area nd install ness Is emphaslzed because In]ectlon nozzle servlce
less than troubles are in most cases, due to dlrt enterlng the
2. Remove higb 3 thicker nozzles. Use clean Ilnt-tree paper on work bench. A8
from inject; iickness nozzle holder k disassembled, place components In
lines wk kness of a container of clean diesel fuelas a protection against
openir change dlrt and conoslon.
i .80 to
moic
steps of
Do not attempt to dlsassembk the
nozzles or adjust nozzle pressure
wlthout the proper test equipment. A nozzle pressure
tester b essential to do a satisfactory lob.
,APLC 3. INJECTION NOZZLE SHIMS
PART NUMBER THICKNESS (mm)
147-0617 0.80 Clean the outside of the nozzle holder and nozzle
147-0618 0.84 before disassembling the nozzle holder assembly.
147-0619 0.88 Removecarbon residuefrom nozzle needle tip, nozzle
147-0620 0.92 valve body, and lower nozzle holder body with the
147-0621 0.96 brass wire brush and a piece of hardwood (dipped in
147-0622 1.OO test oil) found in the nozzle cleaning kit.
147-0623 1.04
147-0624 1.08 1. Clamp the upper nozzle holder body in avise (use
147-0625 1.12 jaw covers). Loosen the lower nozzle holder body
147-0626 1.16 with the appropriate wrench (Figure 31).
147-0627 1.20
147-0628 1.24
147-0629 1.28
147-0630 1.32
147-0631 1.36
147-0632 1.40
147-0633 1.44
147-0634 1.48
147-0635 1.52
147-0636 1.56
147-0637 1.60
147-0638 1.64
147-0639 1.68
147-0640 1.72
147-0641 1.76
147-0642 1.80
147-0643 1.84
147-0644 1.88
147-0645 1.92
147-0646 1.96

Dlsassembly
In most cases, disassembly and cleaning of the
injection nozzle is all that is required to place it in COURTESY OF ROBERT BOSCH SALES CORPORATION
good operational condition. The nozzle valve and
nozzle valve body are mated parts an'd must be kept
together. If replacement of either part is necessary,
both parts must be replaced as matched sets. Never
interchangecomponents between nozzle assemblies. FIGURE 31. NOZZLE HOLDER OISASSEMBLY
 2. Remove noule holder from vise and disassemble
nozzle (Figure 32). Normally the nozzle can be
easily removed from nozzle holder. However, in
some cases it may be necessary to soak the
holder in fuel before nozzle assembly can be
withdrawn. Hold the nozzle needle by the stem
only. Perspiration and oils from the skin can
corrode the finely lapped surfaces of the needle.

STOP
PLATE
CLEANING NOZZLE RING

\ SPRING
PLT
!E SHIM
FUEL LEAK
OFF FITTING

BODY NEEDLE NOZZLE c >I-LOW FUEL LINE

BODY
- .NNECTOR SCREW

NOZZLE CLEANING NOZZLE SEAT

ASSEMBLY
FIGURE 33. CLEANING NOZZLE ASSEMBLY
STOP SPRING
PLATE PLATE SHIM

After cleaning, nozzle assembly should be dipped in

clean test oil and inspected.
Inspect tho nozzle needle tor: pounded or rough valve
a m I
LOWER NOZZLE NOZZLE SP~ING U+PER seat area, worn or damaged pintle, score marks.
NOZZLE VALVE NEEDLE NOZZLE pressure marks, cavitation erosion, and damage from
HOLDER BODY HOLDER
BODY BODY fuel contamination. The pressure shoulder (Fig-
ure 34) will normally have an acceptable, rough
machined appearance.
NOZZLE
ASSEMBLY

PRESSURE VALVE
FIGURE 32. NOZZLE AND HOLDER ASSEMBLIES SHOULDER SEAT

Inspection and Cleaning

The nozzle needle and seat in nozzle valve body are
ground to provide a fine contact seat between the two
parts. Most wear occurs on the nozzle valve body
seat. The nozzle needleshould never be lapped to the
nozzle valve body seat. A nozzle cleaning tool kit is
required to clean a nozzle assembty property.

Clean the interior ring groove of the nozzle v a r ~ e

body with the scraper (Figure 33). Rinse in solvent to
remove all dirt and carbon residue, and dip in clean
test oil or diesel fuel.
COURTESY OF ROBERTBOSCH SALES CORPORATION
~efnoveburnt-on combustion deposits from all nozzle
assemblies with a commercially available cleaner.
Rinse all parts in clean test oil. FIGURE 34. NOZZLE NEEDLE INSPECTlON
Inspect the nozzle valve body toc pounded or car- Assembly
boned seat, out of round injection hole. erosion, Thoroughly rinse all injection nozzle components in
excessive operating temperature, and corrosion. clean diesel fuel and assemble while wet. Always wet
All nozzles should be given the following slide test fingers with diesel fuel before assembling injection
after cleaning and inspection. Thoroughly rinse nozzle.
nozzle assembly in clean diesel fuel or test oil. Needle 1. Set nozzle assembly into lower body.
must fit freely in nozzle body. To check this fit, lift 2. Place stop plate in lower body with smooth, flat
needle about one third of its length out of nozzle side against nozzle assembly.
body. Needle should slide down to its seat by its own
weight when assembly is held at a 45 degree angle 3. Placespring seat over nozzle needle in stop plate.
(Figure 35). 4. Insert shim into upper nozzle holder body.
If the nozzle fails the slide test, clean the nozzle again 5. Insert spring into upper body. Thread upper body
and retest it. into lower body just enough to hold the parts in
Any nozzle needle and nozzle body assembly which place (several turns of the lower body).
cannot pass this test must be replaced. The needle 6. Mount the upper nozzle holder body in a vise
valve and nozzle body are a matched set and must be (Figure 36) use jaw covers, and tighten lower
replaced as an assembly. nozzle holder body to the specified torque.

NOZZLE

Qq'l COURTESY OF ROBERT BOSCH SALES CORPORATION

-
FIGURE 35. NOZZLE ASSEMBLY SLIDE TEST FlGURE 36. NOZZLE HOLDER ASSEMBLY

Rinse new nozzle bodies and nozzle needles in 7. After nozzle assemblies have been cleaned, in-
solvent to flush thoroughly and completely remove spected and given the slide test, the nozzle and
aH protective coatif&$naterial. hdder assembly should be tested for opening
Worn or damaged parts must be replaced. Nozzle pressure, leakage, chatter, and spray pattern.
needle and valve body are replaced together as an
assembly.
The premature failure of nozzle assemblies is in most
cases caused by improperly filtered air and fuel, fuel Keep hands sway from a spray-
contamination, excessive operating temperatures, ing no&d Thenozzle discharge
incorrect combustion pressures, improper nozzle pikasure can m u m 011to penetrate the skln and
handling, and p o o m o u l e assembly and installation can cause blood poisoning or s senlous skln
procedures. Infection.
Installation Removal
1. Place new injectibn nozzte seals in nozzle bore 1. Remove air inlet hose and air cleaner if neces-
with concaveside down (Figure 37). Do not reuse sary, from intake manifold flange.
injection nozzle seals. They must be replaced 2. Remove high pressure fuel lines from injection
whenever nozzles are removed. Install injection nozzles. Loosen high pressure lines at injection
nozzles into cylinder head and tighten to the pump. Be sure to hold discharge fittings when
specified torque. loosening lines.
3. Remove injection line clamps from intake mani-
fold. Carefully pull injection lines away from
manifold.
4. Remove capscrews and washers that secure
intake manifold to cylinder head.
5. Remove intake manifold and manifold gasket.

Inspection
1. Wash and clean intake manifold in a good
solvent.
2. Check manifold for deposits, clean and remove
any obstructions found in manifold.
3. If manifold is cracked or mounting surface is
warped enough so that it will not seal, the mani-
fold must be replaced.
4. Clean and inspect for warpage mounting surface
on cylinder head to make sure that it is smooth
and free of gasket material.
FIGURE 37. INJECTION NOZZLE SEALS Installation
1. Place a new manifold gasket on manifold.
2. Mount intake manifold and torque capscrews to
I n c o m t installation of the I n b - 23 Nm (17 Ft.-Lb.) in a pattern. from inside to
tion nozzle seals WINcause the outside.
injection nozzk to overheat and stick. Stlcky 3. lnstall high pressure fuel lines. Refer to Injection
nozzles cause excessive noise and smoke. Pump lnstallation procedure.
2. Place dust shields over injection nozzles if used. 4. Connect or install air inlet hose and air-cleaner.

3. lnstall and connect injection lines and return

lines. Make certain lines are clean and dry before AIR CLEANER
installing them. The purpose of air cleaner is to remove dust, dirt, and
On marine engines torque 8 mm hollow fuel line other foreign material from air used by the engine.
connector screw to 8 Nm (6 Ft.-Lb.). Torque Engine life depends to a great extent on air cleaner
Banjo fitting retaining nut to 40 Nm (30 Ft.-Lb.). efficiency. Rapid wear on cylinder bores, pistons, and
Torque high pressure injection line nuts to 24 Nm rings will result if air cleaner is not kept in good
(18 Ft.-Lb.) on all engines. condition and properly serviced.

A variety of air cleaners are available and used on this

INTAKE MANIFOLD series of engines. The required service interval,
The air intake system consists of those parts which regardless of air cleaner type, depends on the
transport filtered air to the engine cylinders. amount of foreign material in air surrounding engine.

The air intake system has two basic components, air Some dry type air cleaners are equipped with a filter
cleaner and intake manifold. If engine has a turbo- service indicator. Service or replace filter when so
charger, the compressor side of turbocharger is part indicated. However, if a service indicator is not used,
of intake system. refer to equipment manufacturer's operators manual
for specific air cleaner service instructions.
It is important to provide an adequate supply of fresh
clean air to the combustion chambers. Insufficient air Inspect air cleaner body periodically for dents and
supply will limit the amount of fuel engine can burn cracks. Check for damaged gaskets and hoses, loose
and lead to loss of power, excessive smoke, and high hose clamps, and for leaks that would allow unfiltered
fuel consumption. Dirty contaminated air results in air to enter the engine. Correct any such condition by
worn engine parts, high oil consumption, and early the immediate repair or replacement of the faulty
engine failure. parts.
Exhaust System .

SUBJECT PAGE
EXHAUST SYSTEM OPERATION ................................. 11-1
Exhaustsmoke .............................................. 11-1
INSTALLATIONTIPS .......................................... 11-2
EXHAUSTMANIFOLD .......................................... 11-1
Dry Exhaust Manifold Removal ........................................11-2
Dry Exhaust Manifold Installation ...................................... 11-2
Exhaust Manifold Inspection .......................................... 11-2
Water Cooled Exhaust Manifold Removal
and Installation ..................................................... 11-2
'Water Cooled Exhaust Manifold and Heat
Exchanger Disassembly. Inspection .................................. 1 1 3
Water Cooled Exhaust Manifold and Heat
Exchanger Assembly ............................................... 11-3
 EXHAUST SYSTEM OPERATION Avoid sharp bends by using large radius elbows.
The exhaust system collects exhaust gases from Check back pressure with a mercury or water
each engine cylinder and carries these gases to the column type manometer at the exhaust manifold
atmosphere. Theexhaust system consists of exhaust outlet.
manifold, gaskets, muffler, and exhaust piping. If Vent exhaust gases outside. Use flexible tubing
engine is equipped with a turbocharger, the turbine only between the engine exhaust outlet and rigid
portion of turbocharger is part of exhaust system. piping.
The exhaust system must efficiently e.xpel all com- Position exhaust outlet away from engine air
bustion products and muffle exhaust noises with a intake, windows, doors, air conditioners, and
minimum amount of back pressure. If back pressure other air inlets.
is too high, the engine volumetric efficiency is
reduced, fuel economy drops, exhaust temperature Exhaust noise can be suppressed or reduced by:
increases, and valve life is shortened. Any combus- Using a heavy duty exhaust system with a more
tion products left in combustion chamber following efficient muffler.
the exhaust stroke, dilutes the amount of air that can
be drawn in on the next intake stroke. This reduces Avoid long runs of flexible line.
engine power and increases fuel consumption. Installing a deflector at the exhaust outlet to
direct exhaust toward the ground, but away from
Exhaust Smoke operator.
Alight gray or light blue smoke may bea result of low Using a resonator in addition to a muffler.
ambient temperature and light load. This smoke is
unburned fuel (not harmful to the engine) and disap- The importance of exhaust systems (normally sup-
pears when more load is applied. plied by the customer) cannot be over-emphasized. A
poor or clogged system causes low power, overheat-
On service calk, always Inspect
!PWARNING exhaust systems for posslble Ieak8.
Report any exhaust hazatds to the owner/operator
ing and engine damage. A poor exhaust system
increases back pressure which reduces efficiency,
causing low power and may result in overheating
and warn them of the potentlal dangers to Ilfe If not thereby causing engine damage.
repalred. '
If an OEM manufacturer tailors Its
INSTALLATION TIPS IAWA'N'NGI own exhaust system, Onan Applied
Englneedng must approve the lnstellatlon for war-
Points to remember when installing an exhaust sys-
tem are: ranty purposes. A haklng exhaust system can result
In personal Injury or death.
Exhaust pipes should be as short as possible with Inhalationof exhaust gases can result
a minimum of fittings. in serious personal injury or death.
The muffler must be as close to engine as possi- Pipe exhaust outside the hull and do NOT terminate
ble. Mufflers which are too far from the manifold exhaust pipe near any window or bulkhead door
remain cool and collect carbon residue. openings.

IPH(ARNING1
EXHAUST GAS IS DEADLY!
Exhaust gases contain carbon monoxide, a poisonous gas that can cause
unconsciousnessand death. It is an odorless and colorless gas formed during
combustion of hydrocarbon fuels. Symptoms of carbon monoxidepoisoning are:

Dizziness Vomiting
Headache Muscular Twitching
Weakness and Soapiness Throbbing in Temphr

If you experienceany ot these symptoms, get out into fresh air immediately,shut
down the unit and do not use until it has been inspected.

The best protection against arbon monoxide lnhalation is proper installation

and regular, frequent inspections of thecomplete exhaust system. M you notice a
change in the sound or appearance of exhaust system, shut the unit down
immediately and have it inspected and rewired at once by a competent
mechanic.
 EXHAUST MANIFOLD
Two types of exhaust manifolds are used. A dry exhaust
manifold is used on non-marine cooled naturally
aspirated and turbocharged engines. A water cooled FLATWASHER
exhaust manifold with integral heat exchanger and LOCK TAB
expansion tank is used on marine engines. Exhaust
manifoldsare of a one piece construction manufactured
from alloy cast iron. crimp with a pliw to fully
contact a flat or cornef of
The exhaust manifold is sealed to the exhaust ports with FLANGEHEAD the hex.
embossed stainless steel gaskets. CAPSCREW

Dry Exhaust Manifold Removal

This edge of lock tab
1. If engine is installed in an application, remove all mutt contact unmachined
components necessary to gain access to exhaust ridge left from spolfacing LOCK TAB
manifold. operation in ordef to
prevent rotation in a CCW
& i o n (loosening)
2. Remove exhaust pipe or muffler from exhaust when installed.
manifold.

3. If engine is equipped with a turbocharger, unbolt

turbocharger from exhaust manifold.

4. Remove capscrews from exhaust manifold and

remove manifold.

Dry Exhaust Manifold Installation

1. Install capscrews with flatwashers and lock tabs
when used onto exhaust manifold.

2. Place new gaskets on capscrews.

FIGURE 2. LOCK TAB INSTALLATION
3. Mount exhaust manifold and torque capscrews
twice to the proper torque using the torque sequence
in Figure 1. Exhaust manifold capscrews without 1-1 Exhaust pipe or muffler mus
place any strain or pressur
locktabs should be retorqued after two hours of
operation. Edge of lock tab (Figure 2) must contact turbocharger flange. Make certain exhaust pi
unmachined ridge that remains after spotfacing muffler is adequately supported.
operation. This will prevent capscrew rotation in a
counterclockwise direction (loosening) when lock- 4. Connectexhaust pipe or muffler to exhaust mar
tab is crimped, with a plier, to fully contact a flat or
corner of the hex (Figure 2). 5. Install all components removed in order tc
access to manifold.
Exhaust Manitold Capscrew Torques
Capscrew with flatwasher 28 Nm (21 Ft.-Lb.)
Flangehead capscrew 35 Nm (26 Ft.-Lb.) Exhaust Manifold Inspection
1. After removal wash and clean exhaust manifo
good solvent.

2. Check manifold for carbon deposits, clea

remove any obstructions found in the manifc
FRONT I 3. If manifold is cracked, replace it.

4. If mounting surface of manifold is warped sc

will not seal, the manifold must be machinec

-
replaced.

5. Inspect and clean mounting surface on c

head and exhaust manifold to make sure it i:
FMURE 1. EXHAUST MAwfOU) BOLT TOROWE gasket material and other deposits.
Water Cooled Exhaust Manifold Water Cooled Exhaust Manifold and
emo oval and Installation Heat Exchanger Disassembly, Inspection

1. Remove all components necessary to gain access 1. Remove exhaust elbow and heat exchanger covers.
to exhaust manifold. Drain captive water system by
removing block drain plugs and drain plugs in front Heat exchanger core can be removed from
and rear manifold end caps. Drain sea water system assembly without removing manifold end caps.
by removing drain plug from 90' elbow at rear of Loosen manifold end cap retaining screws. This
heat exchanger cover and by removing hose from will free heat exchanger core. Push heat ex-
sea water pump. On generator set engines remove changer core out one end.
the drain plug from the sea water tube assembly
located at the lower front of the generator set model. 2. Remove manifold end caps from exhaust manifold
and heat exchanger shell.
2. Remove exhaust muffler from exhaust elbow.
3. lnspect manifold for carbon deposits, clean and
3. Disconnect coolant hoses at exhaust manifold remove any obstructions found in the manifold.
assembly and heat exchanger.
4. If manifold or end caps are cracked, replace them.
4. Use an overhead hoist or suitable lift to support
exhaust manifold assembly. 5. If mounting surface of manifold is warped so that it
will not seal, the manifold must be machined flat or
5. Remove capscrews from exhaust manifold and replaced.
remove manifold assembly.
6. lnspect and clean mounting surface on cylinder
6. By reversing the removal procedure, install manifold head and exhaust manifold to make sure it is free of
assembly to engine. Refer to Figure 1 for torque gasket material and other deposits.
sequence and proper torque value.
7. lnspect heat exchanger core tubes for deposits.
Flush out any deposits that have accumulated in the
tubes.
Water Cooled Exhaust Manifold and Heat 8. Place manifold rear cap gasket on exhaust
manifold over coolant flow tube. t
Exchanger Assembly (Figure 3)
9. Place heat exchanger shell gasket on heat ex-
Always use new gaskets and O-rings when assembling changer shell.
heat exchanger and exhaust manifold. 10. lnstall rear manifold end cap on exhaust manifold
1. Place one coolant flow tube O-ring in each manifold and heat exchanger shell. Hold end cap in place
end cap. with three capscrews and flatwashers.
2. Set manifold front cap gasket on front manifold end 11. Insert heat exchanger core into heat exchanger
cap. Gasket must line up with passages in exhaust shell. Heat exchanger core is centered and held in
manifold. place by heat exchanger covers.
3. Lubricate each end of coolant flow tube with clean 12. Place an O-ring and gasket on each heat exchanger
vegetable based oil. lnstall coolant flow tube in O- cover.
ring in front manifold end cap. 13. lnstall heat exchanger covers on manifold end caps.
4. Slide exhaust manifold over coolant flow tube onto Torque capscrews to 11 Nm (8 Ft.-Lb.).
front manifold end cap. 14. Place exhaust elbow manifold gasket and exhaust
5. Secure front manifold end cap to exhaust manifold elbow on rear manifold end cap. Torque capscrews
with capscrews and flat washers. Torque capscrews to 35 Nm (26 Ft.-Lb.).
to 35 Nm (26 Ft.-Lb.). 15. If a remote oil filter is used make certain mounting
6. lnstall heat exchanger shell gasket in front manifold bracket is installed before installing manifold
end cap. Stand assembly on front manifold end cap. assembly. Apply Loctite 271 to MI2 hex head
7. Position heat exchanger shell in front manifold end capscrew that secures oil filter mounting bracket to
cap. engine.

MANIFOLD END
CAP (REAR)

HEAT W
COVER

- I SEAL HEAT EXCHANGER

HEAT EXCHANGER OASK*
COVER
 .
12 Electrical System

SUBJECT PAGE
ELECTRICAL SYSTEM OPERATION .............................. 12-1
BATTERIES .................................................. 12-1
PREHEAT COMPONENTS ...................................... 12-1
STARTER .................................................... 12-1
......................................
Removal and Installation 12-2
Service.................................................... 12-2
Disassembly................................................ 12-2
........................................
Inspection and Testing 12-3
Assembly .................................................. 12-4
ALTERNATOR ................................................ 12-6
......................................
Removal and Installation 12-6
Service .................................................... 12-6
OPTIONAL SPEED SENSOR ADJUSTMENT (TACHOMETER) ............ 12-8
ENGINECONTROL .................................................... 12-9
ENGINE WIRING DIAGRAM ........................................... 12-10
 ELECTRICAL SYSTEM OPERATION Hydrometer Indication Charge Condition
The electrical system includes starter motor, alterna- 1.110 to 1.135 Completely discharged
tor with voltage regulator, fuel injection pump sole- 1.170 to 1.200 One-fourth charged
noid, storage battery, and glow plugs. 1.205 to 1.230 One-half charged
1.235 to 1.260 Three-fourths charged
The charging circuit includes battery, alternator, and 1.265 to 1.290 Fully charged
voltage regulator. The wet cell battery is the storage
cell for electrical energy required to start engine. It When batteries are being charged, an explosive gas
must be kept fully charged at all times. Electrical forms under each cell cover. Some of this gas
energy drained from the battery is replaced by the escapes through vent holes in the plugs. This gas
alternator. A voltage regulator in the circuit prevents may form an explosive atmosphere around the bat-
excessive current flow from burning out alternator tery if ventilation is poor.
and damaging battery.
Explosive gas may remain in and
The starting circuit consists of the electric starting
motor, and solenoid, a storage battery, and start
1after
AWA'N'NG~ around the battery for seven/ hours
it has been charged. Sparks, flames, or smoking
switch. When start switch is placed in the start posi- can ignite this gas causing an explosion which could
tion, current flows through the starter solenoid, shift- shatter the battery. Hying pieces of the battery struc-
ing the drive pinion into mesh with the flywheel ring ture and splash of electrolyte can cause personal
gear, closing main contacts in solenoid connecting iniury.
battery directly to starter motor. When engine starts
and start switch is released, the solenoid contacts
open, automatically disengaging drive pinion.

BATTERIES PREHEAT CIRCUIT COMPONENTS

If electrolyte level is low, add distilled water to bring
level of each cell to the bottom of filler neck. Be sure The preheat system consists of glow plugs, glow plug
filler plugs are tight and vents are open. control, and a switch to energize preheat circuit. The
glow plugs supply heat to the cylinders so compres-
Do not add water In freezing sion temperatures are high enough to ignite the fuel
[PCAUTION weather unless the engine is to be during start-up.
run long enough (two or t h m hour$) to assure a thor- Before testing, remove wires from all glow plug
ough mixing of water and electrolyte. terminals. Then, test each glow plug individually for
continuity (a high resistance). A plug that tests
Keep batteries clean by wiping them with a damp "open" must be replaced.
cloth whenever dirt appears excessive.

If corrosion is present around terminal connections,

remove battery cables and wash terminals with an
ammonia solution or a solution consisting of 115
grams of baking soda added to 1 litre of water. Be
sure vent plugs are tight to prevent cleaning solution STARTER (Mitsubishi)
from entering cells. After cleaning, flush outside of The standard starter motor is a 12 volt, overrunning
the battery, battery compartment, and surrounding clutch type, with an integral solenoid. The solenoid is
areas with clear water. connected by a lever assembly to a clutch in the front
bracket (nose) assembly. Thesolenoid shifts the pin-
Keep battery terminals clean and tight. After making ion gear into mesh with flywheel ring gear and holds it
connections, coat terminals with a light application of in place during engine cranking.
petroleum jelly or nonconductive grease to retard
corrosion. DO not 0-0 star& fpr periods
longer than dO,.se.qonds without
Maintain battery .ina fully charged condition. Check allowing 2 minutes for starter to cool. Failure to
charge condition or specific gravity with a hydrome- obaewe this caution can result in overheating and
ter when electrolyte temperature is at 27" C (80"F). hilure of the motor.
 FIBER SOLENOlD
WASHERS \ TERMINAL "M"

ARMATURE

ADJUSTMENT
STOPPER
(RETAINING SPRING OVERRUNNING WASHER
RING) CLUTCH

ASSEMBLY ASSEMBLY

FIGURE 1. STARTER MOTOR

Service Disassembly
When starting engine, note starter motor action. The
pinion gear should mesh quickly with flywheel ring 1. Remove "M" terminal nut and wire lead from
gear and spin engine. Onceengine starts and solenoid solenoid (Figure 1).
opens, the starter should disengage and stop. If 2. Remove the two solenoid mounting screws and
starter cranks engine slow or not at all, check start remove solenoid.
circuit components. Failure to crank is normally
caused by low battery charge, defective battery 3. Remove the two through bolts and brush holder
cables, corroded or poor connections, or low tem- retaining screws. Remove rear bracket (Figure 2).
peratures. If after checking these variables, starter
continues to crank slow it must be removed and
repaired.

Removal and Installation

1. Remove both battery cables from battery. Dis-
connect ground cable first.
2. Disconnect battery cable and electrical lead wires
from starter.
3. Remove capscrews and flat washers that attach
starter to flywheel housing.
4. Remove starter. Some rotation of starter may be
necessary in order to clear flywheel housing.
5. Mount starter motor to engine by a direct reversal
of the removal procedure. Connect battery cable
and wires to starter.
6. ~ i n ' n e c tbattery cables to battefy. Connect 9 Es11W

giound cabie last.

FIGURE 2 REMOVING REAR BRACKET
4. Remove frame assembly and brush holder assem- Inspection and Testing
bly1 while pulling the brushes upward. Then Inspect the starter components for mechanical de-
remove armature assembly. fects before testing for grounds or shorts.
5. Remove cover assembly. (snap ring and washer) Testlng Armature for Ground8:Touch armature shaft
from the pinion shaft (Figure 3). or core and each commutator bar with a pair of
ohmmeter leads. If ohmmeter or continuity tester
shows continuity, it indicates a grounded armature.
Replace the armature assembly. See Figure 5.

COVER

WASHER-
= &
. SNAP RING

FIGURE 3. REMOVING SNAP RlNG AND WASHER

6. Remove capscrew that secures center bracket to

front bracket. Remove the center bracket; several
washers used to adjust pinion shaft end play can
now be removed (Figure 4).
FIGURE 5. TESTING ARMATURE FOR GROUNDS

FRONT
Testing Armature for a Short Circuit: Use a growler
for locating shorts in armature. Place armature in
growler and hold a thin steel blade (e.g. hacksaw
blade) parallel to the core and just above it while
slowly rotating armature in growler. A shorted arma-
ture will cause the blade to vibrate and be attracted to
the core. If armature is shorted, replace with a new
one (Figure 6).

ADJUSTMENT

CAPSCREW p
d
WASHERS
-HACKSAW
BLADE

FIGURE 4. REMOVING CENTER BRACKET

GROWLER

7. Removegear, spring set, and lever assembly from

front bracket. Note direction in which the lever
assembly is installed.
8. Push pinion gear and stopper down and remove
retaining ring. Remove stopper, pinion gear,
spring, and pinion shaft assembly.
9. Inspect ball bearings. If they are rough or noisy
when rotated replace them. The front bearing is
not replaceable and must be replaced with the ES-1189
bracket.
FIGURE 6. TESTING ARMATURE FOR SHORT CIRCUITS
Inspecting tor an Open Clrcult In Armature: Using an Check for shorts between positive side of brush
ohmmeter, check for continuity between thecommu- holder and brush holder base. If there is continuity,
tator segments. If there is no continuity (high resist- replace holder assembly. Check for free movement of
ance), the segments are open and armature must be brushes. All brushes should move freely in the brush
replaced (Figure 7). holders.
Soknold: Push solenoid plunger in and release it.
COMMUTATOR
The plunger should return to its original position.
While holding plunger all the way in, check for
continuity between terminals "M" and "6". If there is
no continuity, replace the solenoid (Figure 9).

TERMINAL

ES11U

FIGURE 7. TESTlNG ARMATURE FOR OPEN CIRCUITS

Commutator Inspection: If commutator is dirty or

discolored, clean with number 00 to 000 commutator
paper. Blow grit out of armature after cleaning.
FIGURE 9. SOLENOID TERMINALS
If commutator is scored, rough or worn, turn it down
in a lathe.

Held Coll: Use an ohmmeter to check for continuity Reductton G m n : Inspectarmature shaft gear, reduc-
between brushes. If there is no continuity, the field tion gear, and pinion shaft gear for wear and damage.
coil is open and must be replaced. With field coil Replace any part that is worn or damaged.
mounted in the frame, check for continuity between Overfunlng Clutch: Inspect pinion and spline teeth
the field coil and frame. Replace frame assembly if for wear or damage.
there is continuity. If pinion gear is worn or damaged inspect flywheel
ring gear also. Rotate pinion. It should turn free when
Brushes: Clean around brushes and holders wiping turned in one direction, and lock when turned in the
off all brush dust and dirt. If brushes are worn shorter opposite direction.
than 11.5 mm (.4528 inch) replace them (Figure 8).
Do not clean ovemnnlng clutch In

$r,wm$
solvent or liquld cleanlng solution.
Washlng the clutch wlll a w e the g m 8 e to Imk out.

Starter Assembly
For assembly reverse the disassembly procedure, but
note the following items.
Lubdutbn: Whenever starter motor is disassembled
apply grease toeedh of the following points. (Recom-
mended grade; Multemp PS No. 2.)
Armature shaft gear
Reduction gear
Ball bearing (Both ends of armature)
LIMIT
Stopper on pinion shaft
U-11~ Sleeve bearing
FIGURE 8. BRUSHWEAR UMIT Pinion gear
Sliding portion of lever
pinion Shaff End Play Adjustment: Adjust end play so
that it is 0.1 to 0.8 mm (.0039 to .0315 inch) with the
adjusting washers placed between center bracket
and reduction gear (Figure 10).

OVERRUNNING PINION SHAFT

I
SNAP RING

FIGURE 11. PINION GEAR INSTALLATION

REDUCTION GEAR
LeverAssembiy installation: Figure 12 shows the cor-
I
ADJUSTING WASHER I WASHER

CENTER
rect method of installing the lever assembly, spring,
and packing. Pay close attention to direction of lever.
BRACKET

FIGURE 10. ADJUSTING PINION SHAFT END P U Y FRONT

BRACKET

With pinion gear removed, install reduction gear onto LEVER

pinion shaft. Place pinion shaft into center bracket
and secure with washer and snap ring. Measure the
end play with a feeler gauge between center bracket
and gear. If necessary, adjust end play by adding or
removing adjusting washers.

If pinion gear has not been removed, place pinion

shaft and reduction gear between front bracket and
center bracket. With lever spring removed and bolt
tightened, push pinion shaft out and measure end CENTER
play. Adjust end play if necessary by adding or BRACUE1
removing shims.

Pinion Gear lnrlallatlon: Placespring and pinion gear

onto pinion shaft. Slide stop ring onto pinion shaft
and install retaining ring in groove. Pull stop ring over
II LEVER
SPRING

retaining ring (Figure 11).

FIGURE 12 LEVER tNSTALLATlON
Pinion Gap Adjustment: After assembling starter Removal and Installation
motor, adjust pinion gap.
1. Remove capscrew attaching alternator to adjust-
1. Remove "M" terminal nut and wire from solenoid. ing bracket and loosen capscrew that secures
2. Connect positive terminal of battery to "S" termi- alternator to bracket.
nal on solenoid and negative terminal to starter 2. Remove drive belts from alternator pulley.
body. With battery connected pinion gear will 3. Mark alternator lead wires for subsequent instal-
shift into the cranking position. lation. Disconnect lead wires.
3. Gently push pinion shaft back towards front 4. Remove capscrew attaching alternator to mount-
bracket and measure the amount of travel (Figure
ing bracket. Note location of spacer and remove
13).
alternator.
5. Install alternator by reversing removal procedure.
6. Adjust belt tension. Refer to SECTION 9, COOL-
PINION
ING SYSTEM Drive Belt Adjustment procedure.

f+i
Service
If alternator output is weak check the following items
before removing alternator for servicing.
AMOUNT 'TRAVEL

I
1. Check drive belts for alignment, tension, and
-a- wear.
(PINION GAP)
2. Check for loose alternator drive pulley and loose
alternator mounting.
FIGURE 13. PINION GAP ADJUSTMENT 3. Check terminalsfor corrosion and loose connec-
tions. Check wiring for frayed insulation and
breaks.
4. The pinion gap should be 0.3 to 2.0 mm (.0118 to 4. Remove and inspect brush assembly.
.0787 inch). Adjust by changing the number of
fiber washers used on solenoid mounting sur- 5. Alternator Output Test
face. Increasing the number of fiber washers Use a DC voltmeter (0-30 volts) to measure
decreases clearance. Decreasing the number of alternator output. Connect the negative lead from
washers increases clearance. the voltmeter to a good ground on the alternator.
Connect the positive lead from the voltmeter to
ALTERNATOR the positive output terminal on the alternator
(Figure 14).
The alternator is a continuous output, diode rectified
unit, designed and constructedto provide long periods With voltmeter connected, start and run engine at
of dependable service with minimum maintenance. a fast idle of approximately 1000 rpm. A charging
The alternator assembly consists of an alternator and system operating properly has a normal system
voltage regulator combined as a single unit. Two output voltage between 13.8-14.8 volts.
brushes carry current through two slip rings to the If thealternator output voltage does not fall within
rotor field coil. The rotor is mounted on sealed ball the proper range, remove thealternator for further
bearings eliminating the need for periodic lubri- inspection and testing.
cation.

The stator windings are a part of the laminated core

that forms a portion of the alternator housing.
Mounted in the rear housing are six rectifier diodes
that are connected to the stator windings. The six
rectifying diodes changealternating current and volt-
age to direct current and voltage, by a three-phase,
full wave rectifier system.

It is not necessary to remove alternator to replace the

brushes or voltage regulator. These operations are
usually done with alternator on engine.

The following information is for field use only. For a

major repair, remove alternator and take it to a repu-
table alternator repair shop.
 GND
(NEG)

Brush Awembly Removal:

- FRAME (NEGATIVE)

FIGURE 14. ALTERNATOR OUTPUT TEST CIRCUIT

VOLTAGE REGULATOR
MOUNTS HERE
1. Removevoltage regulator. Make certain regulator
leads are disconnected from studs on rectifier
diode plate. Remove three screws which fasten
regulator and hold regulator away from rear
housing. Detach regulator brush connecting lead. ASSEMBLY
2. Remove two brush mounting screws from cover,
and lift cover and dust shield from brush.
3. Remove brush assembly by pulling up and out-
ward to clear index pins.
4. Assemble brush assembly by reversing disas-
sembly procedure (Figure 15).
6 SCREWS
8..--*32
ES-ll(0

FIGURE 15. MOTOROLA ALTERNATOR

Brush Assembly Inspection: OPTIONAL SPEED SENSOR
1. Measure brush length. Replace, if less than
ADJUSTMENT (Tachometer)
4.2 mm (0.1654 inch) extends below bottom of Adjust magnetic pick-up sensor, located on the
holder. flywheel housing (Figure 16) as follows:

2. Clean entire holder assembly in cleaning solvent Dlrconnect engine batteries. D k -

and dry. Check movementof brush in holder, asa AWARN'NG connect engine from load. Acciden-
binding condition will result in poor slip ring tal starting of unit can result In serioua personal
contact. injury.
3. Check brush spring tension. A brush spring I. Remove sensor.
tension of 113 to 170 grams (4 to 6 ounces) is
required to move brush against spring. 2. Manually rotate ring gear so one gear tooth is
centered directly under sensor mounting hole.
4. Check surface of slip rings. If surface is smooth 3. Install sensor by turning inward until pole face
but covered with a carbon-oil-dirt mixture clean just touches the gear tooth.
with fine crocus cloth and wipe dust and residue 4. Back sensor out 3/4 turn and tighten "jam nut"
away. If slip rings are rough or out-of-round, (Figure 16). [The gap between the sensor and the
replace the rotor assembly. gear tooth should be 0.9 to 1.3 mm (0.035 to 0.050
inch).]

SENSOR INSTALLATION ~~~~~~

I?

I
1. Connect an ohmmeter or test lamp (12 volts) to
the field terminal and to the bracket. The test RING GEAR
lamp should not light or resistancereading should
be high (infinite). If not, there is a short and the
assembly must be replaced.

2. Move one ohmmeter lead from the bracket to

insulated brush. Use an alligator clip directly on
the brush. Be careful not to chip it. Resistance
reading should be zero (continuity). --I-I
GAP
0.9 TO 1.3 MM
3. Connect ohmmeter leads to the grounded brush (.035 to ,050 INCH)
and the bracket. Resistance should be zero SC-1262
(continuity). FIGURE 16. SPEED SENSOR ADJUSTMENT
 ENGINE CONTROL ON Pressure Gauge: lndicates pressureof lubricating
Due to the widevarietyof uses to which theseengines oil in main oil gallery when engine is running.
are adapted, operating controlsare not supplied with Start-Stop Swltch: When in the start position, this
the engines. In most cases, the engines are used for switch connects battery power to the start solenoid
prime power to operate other manufacturers' equip- for engine cranking. The. switch also controls the
ment. Installation nearty always differs, and the power to the fuel injection pumpsolenoid and returns
manufacturer or fabricator generally provides a control to the run position when it is released.
for the complete unit. Ammetec lndicates battery charge condition.
Purpose of the control is to tie the starting and Preheat Swltch: The preheat switch is a momentary
charging circuits together at a convenient location. ON switch that cotnrols power to the glow plugs for
The control may also contain gauges to monitor cold engine starting.
engine operationand emergency shut-down funtions.
Preheat Lamp: The preheat lamp is lit during pre-
heating. The lamp will go out when the engine is
Maintenance ready for starting.
Periodically check all connections and contacts in Fuse: The fuse protects the starting and charging
the control system to be sure that they are tight and circuitsfrom burning out if a short should occur in the
clean. circuit.

Standard Control Preheat Circuit

Only the standard control used on the closed L Series The preheat circuit consists of glow plugs, ballast
Power Units is covered in this section. The control is resistor, and a switch toenergize preheat circuit. The
located on the rear housing. This control has a glow plugs supply heat to the cylinders permitting
coolant temperature gauge, oil pressure gauge, compression temperatures to ignite the fuel during
ammeter, preheat switch, preheat light, start-stop start-up.
switch, and a fuse to protect thecircuit on the control Using an ohmmeter, check glow plugs and ballast
panel (Figure 17). resistor for continuity. If there is no continuity (high
Coolant Temperature Gauge: Indicates temperature resistance), the components are open and must be
of coolant in engine water jacket. replaced.

COOLANT
OIL PRESSURE TEMPERATURE
GAUGE \ GAUGE

AMMETER - -
--
PREHEAT LAMP

START-STOP
SWITCH

FUSE
PREHEAT SWlTCH

FIGURE 17. CLOSED POWER UNIT CONTROL ( W C A)

 WIRING DIAGRAMS
Wiring Diagram for Electronic Control Unit (ECU)

ECU Part
No. 333-0237

M-1505-1
men u m m indiate AWG sin.If wim ienm mllSt e x d 3m (10 fwt)*
use next hrgar wire Site.

ECU Part
No. 333-0231

un-~~*ro~wh~u*rrrrm(le*.l).
ucunext~*"=.
REF. DESCRlPflON REF. OESCRlmON
ST1 B.W,1ZV L1 Limp, GiOW mug
01 Start.r, Sohnoid u ~chrrg.lndlcrtor(Oo11orul)
ECU Ekctrocrk Contrd UnH Ml ~(001knrl)
Fl Fuse (50 amp, 3 6 4 cyl.; 80 amp, 6 cyl.) M2 V-(Om)
F2 Fucu(2Ormp) Hounn-(Optknrl)
01 Al-Of 6 ROSUMW p w,F u l W k d d (nWMw 0P.n.SMP m y
HRl-6 Glow P ~ w
K3 F u l ln(rtlonPump Solodd ( W k Ground b I n U )

- S2 and 53 are often combined in an automotive type key switch.

i ,.~
 Wiring Diagram for Ballast Resistor Control Unit

R1

IT
+ -
BATTERY
w 12
SOLENOID
ST1
K3

Large numben indicate AWG slze. If w i n length must exceed 3m (10 feet),
use next larger wire size.

REF. DESCRIPTION REF. DESCRIPTION

BT1 Battery, l2V M1 Ammeter (Optional)
B1 Starter, Solenoid M2 Voltmeter (O~tional)
F1 Fuse (50 amp, 3 & 4 cyl.; 80 amp, 6 cyl.) M3 ourm meter (0~tlona1)
F2 Fuse (20 amp) R1 Resistor, Ballast
GI Alternator & Regulator S1 Switch, Glow Plug (normally open,
HR1-6 Glow Plug momentary contact)
J1 Connector Switch, Fuel Solenoid (normally open,
K3 Fuel Injection Pump Solenoid snap action)'
L1 Lamp, Glow Plug Switch, Start (normally open,
L2 Lamp, Charge Indicator (Optlonal) momentary contact)'

- S2 and S3 are often combined in an automotive type key switch.

 .
13 Engine Disassembly

SUBJECT PAGE
ENGINE REBUILDING RECOMMENDATIONS ....................... 13-1
Disassembly ................................................ 13-1
Assembly ................................................... 13-1
Break-in Procedure .......................................... 13-2
CYLINDER HEAD ............................................. 13-3
Removal ................................................... 13-3
Inspection .................................................. 13-4
Refacing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.4
......
Hotplugs .................................................. 13-5
Installation ................................................. 13-6
VALVELASHADJUSTMENT ..................................... 13-8
VALVES .................................................... 13-10
Removal .................................................. 13-10
Inspection and Repair ........................................ 13-10
Assembly ................................................. 13-13
VALVE FACE AND SEAT GRINDING ............................. 13-14
CRANKSHAFT PULLEY AND DAMPER ........................... 13-17
Pulley Removal ............................................. 13-17
Pulley Installation........................................... 13-17
FLYWHEEL AND RING GEAR ................................... 13-18
Flywheel Removal ........................................... 13-18
Flywheel Inspection ......................................... 13-18
...................
Ring Gear Inspection. Removal. and Installation 13-18
Flywheel Installation......................................... 13-18
FLYWHEEL HOUSING ......................................... 13-19
............................
Removal. Inspection. and Installation 13-19
CRANKSHAFT REAR OIL SEAL AND WEAR SLEEVE ................ 13-20
SealRemoval .............................................. 13-20
Wear Sleeve Removal and Installation........................... 13-20
Seal Installation ............................................ 13-20
CONNECTING ROD AND PISTON ASSEMBLY ..................... 13-22
Removal and Disassembly .................................... 13-22
Piston Inspection ........................................... 13-23
Connecting Rod Inspection ................................... 13-24
Connecting Rod Bushing Replacement .......................... 13-25
Connecting Rod to Piston Assembly ............................ 13-25
Piston Assembly Installation ................................... 13-27
 PAGE
rBLY ....................................... 13-28
............................................ 13-28
.............................................. 13-28
.r ............................................. 13-29
;arings .......................................... 13-29
................................................. 13-30
.................................................. 13-31
................................................... 13-31
Insk .ion Solid Tappets ...................................... 13-31
HydraulicTappets ........................................... 13-31
Installation ................................................ 13-31
GEARCASE COVER .......................................... 13-32
Removal .................................................. 13-32
Installation ................................................ 13-32
CRANKSHAFT FRONT OIL SEAL AND WEAR SLEEVE ............... 13-33
Seal Removal .............................................. 13-33
Wear Sleeve Removal and Installation ........................... 13-33
Seal Installation ............................................ 13-33
GEARCASE AND BACKPLATE .................................. 13-34
Idler Gear and Shaft ......................................... 13-34
Backplate ................................................. 13-34
CRANKSHAFT ...............................................13-36
Removal .................................................. 13-36
Inspection and Repair ........................................ 13-36
................................................13-36
Installation
CRANKSHAFT GEAR ......................................... 13-38
MAIN BEARINGS .............................................13-39
Removal .................................................. 13-39
Inspection................................................. 13-39
................................................ 13-39
Installation
.......................... 13-39
Replacement with Crankshaft Installed
...................... 13-40
Checking Bearing Clearance with Plastigage
CYLINDER BLOCK ........................................... 13-41
Cleaning .................................................. 13-41
................................................. 13-41
Inspection
....................................... 13-42
Reboring the Cylinder
Honing Cylinders........................................... 13-42
..................................... 13-43
Oeglazing Cylinder Bores
 ENGINE REBUILDING Disassembly
RECOMMENDATIONS The order in which engine components are removed
is left to the discretion of the mechanic. As disassem-
bly progresses, the order may have to be changed to
Removal and installation of enginecomponents such suit the application. A suggested disassembly proce-
as cylinder head, pistons, crankshaft, camshaft, etc.,
dure would be as follows:
are covered in this section. The extent of the work to
be done on engine determines which accessories 1. Tag and identify all wires removed.
such as starter, alternator, water pump, fuel pump,
etc., must be removed. When completely overhauling 2. Drain coolant.
an engine, all accessories should be removed, disas- 3. -
Drain oil discard oil removed.
sembled, inspected, and repaired or replaced as 4. Fan, water pump, alternator.
required before they are reinstalled on engine.
5. Fuel lines, transfer pump, injection pump.
Have an adequate supply of pans or boxes available 6. Fuel filter, oil filter.
for storage of small parts and hardware as they are 7. Oil pan, oil pick up tube.
removed. Machined parts that have surfaces which 8. Flywheel, flywheel housing with starter.
could be damaged should be stored on wooden racks
or supported on wooden blocks. Mark all parts that 9. Rear seal plate assembly.
are identical, such as valves, rocker arms, push rods, 10. Rocker cover, cylinder head, tappets.
tappets, etc., and store in racks so they can be rein- 11. Gearcase cover, camshaft, gear train.
stalled in their original position. 12. Gearcase backplate with oil pump, oil pressure
The disassembly procedures outlined in this section were done regulating valve.
with the engine mounted on an engine stand unless otherwise 13. Piston and connecting rod assemblies.
noted. Right side and lefl side is determined by facing flywheel end
(rear) of engine. 14. Crankshaft and main bearings.
15. Cam bearings.
Use an engine stand whenever extensive repair or a
complete engine overhaul is required, Before engine
can be attached to the stand, remove exhaust mani-
fold, oil cooler, and any optional equipment that is Analyze the remons for any component's failure and extent of the
repair required. Determine if cylinder bores require reboring.
attached to left side of engine. There are four 12mm x cnnkshaft journals needgrfnding. or ifother machine shop work is
1.75 threaded holes located on left side of engine. necerury. All machining work must be performedby a qualified
Mount engine to stand using these four threaded machine shop. Replace all worn or damaged parts with new parts.
holes. An adapter plate may be necessary depending
on the type of engine stand being used.

Use of the special Onan service tools illustrated in Assembly (Use Genuine Onan Parts)
this manual is recommended. Most jobs can be
NEAT, CLEAN, AND ORDERLY WORK AREAS MAKE THE JOB
accomplished faster and more accurately when the EASIER.
proper tools are used. Many items require a special
tool for correct removal and installation. Some of the 1. Engine assembly procedure is normally the
recommended tools are: reverse of disassembly. Observe proper clear-
ances of bearings, connecting rod, proper fitting
Front and rear oil seal tools. and sizing of piston, rings, etc. A list of dimen-
Valve spring compressor, valve guide driver, and sions and clearances is furnished in SECTION 2,
valve seat remover. DIMENSIONS AND CLEARANCES of this
Gear puller and gear puller rings. manual.
Piston ring spreader and compressor. 2. Follow the recommended procedure for the fit-
ting of valves, pistons, bearings, and adjusting
Cam bearing puller. clearances.
Torque wrench, plastigauge (for correct bearing 3. A torque wrench is a must when assembling
clearance). engine. All torques specified are wet. Use clean
Front and rear (seal) wear sleeve installation tool. engine oil to lubricate threads prior to installa-
tion. A table of torques is furnished in SECTION
See Onan Tool Catalog (900-0019) and SECTION 4, 3, ASSEMBLY TORQUES of this manual and
SPECIAL TOOLS of this manual for specific tool should be used whenever capscrews or nuts are
numbers. tightened.
 4. Use new gaskets whenever required. A new 12. When engine is complete, install controls. Re-
cylinder head gasket must be used each time install the tagged wires. Use wiring diagram to
cylinder head is removed. connect leads to control, and from control to
5. Use capscrews of the correct size, type, grade, engine. All wires should have been marked for
and length. Size and length of various capscrews correct identification. If unit is to work properly,
are listed in the Parts Catalog available from your wires must be connected correctly.
dealer. Hardened flat washers must be used 13. Follow set-up and starting procedures outlined in
wherever indicated. Lockwashers are not re- SECTION 6,START-UP of this manual.
commended and should not be used anywhere 14. Start engine and check for oil pressure buildup.
on theengine. Always tighten each fastener to its
15. Check for oil, fuel, and exhaust leaks. Correct any
recommended torque.
leaks found.
6. As each internal engine part is assembled, manu-
16. Run engine about 15 minutes under light load to
ally rotate crankshaft, making ce*in it turns
reach operating temperature.
freely. If tightness is noted after any operation
you then know your last step is the cause.
7. As each internal engine part is assembled, coat it
heavily with oil (same grade used in crankcase). Break-in Procedure
During the first few critical moments of operation,
the engine will depend on this oil for lubrication. The only time an engine will require a break-in
period, is when the pistons are removed or after
8. After you have the internal engine parts re- cylinder boring. The unit should be run in the
assembled, the engine should turn freely. If care following sequence.
and attention have been given, engine will oper-
ate efficiently. 1. One half hour at 1 / 2 rated speed with one quarter
load applied.
9. Refer to Cylinder Head and Valve Lash Adjustment
for cylinder head capscrew torque sequence and 2. One half hour at rated speed with one half load
for valve lash adjustment. applied.
10. For correct injection pump timing see SECTION 3. Full rated speed under normal operating
10, FUEL SYSTEM. conditions.
11. At this point, it is a matter of mechanically adding Drain and replace crankcase oil and filter after the
outside accessory items to the block assembly. first 50 hours of operation: drain while engine oil is
Order of assembly is reverse of disassembly. still warm.
When overhauling a turbocharged engine head bolts
must be retorqued,after runningfor two hours with load.
 CYLINDER HEAD - 2. Remove or disconnect all components and
The cylinder head is made from high strength cast assemblies necessary to gain access to cylinder
iron alloy. It is secured to cylinder block by hardened head, such as exhaust pipe, engine shroud, air
capscrews. Intake and exhaust ports are cast in the cleaner, etc.
cylinder head for the intake of air and the expulsion of 3. If engine is equipped with a turbocharger, dis-
exhaust gases. Cored passages are provided for the connect turbo oil lines and remove turbocharger
circulation of coolant in the head. A gasket is used to assembly.
seal combustion chamber and all water and oil pas- 4. Remove fan belt, fan, and water pump assembly.
sages between the block and head. The flow and
distribution of coolant through head is controlled by - 5. Disconnect fuel lines from injection nozzles and
injection pump. Remove fuel return lines from
various size coolant flow holes in head gasket.
injection nozzlesand injection pump. Cap all fuel
Located in cylinder head above each cylinder is an
line openings to prevent the entrance of dirt or
intake and exhaust valve, valve springs, guides. dust.
spring retainers and locks, a fuel injection nozzle,
glow plug, and two rocker arms. The valve train is
enclosed within a rocker arm cover and sealed with a
gasket. 1- Due to the precke tolerancesof
diesel lniectlon systems, It is
Service on some parts of cylinder head can be done extremely Important the fuel be kept clean. Did in
with the head installed on engine. For other service
system can cause severe damage to both iniec-
the head must be removed from cylinder block.
Hon pump and ln/ectlon nozzles.

6. Remove injection lines.

Service Operations That Do Not Require Removal
7. Remove capscrews and washers that secure
of Cylinder Head Are: intake and exhaust manifolds to head.
8. Remove manifolds, gently tap with a soft hammer,
1. Valve lash adjustment.
if necessary.
2. Servicing or replacement of fuel injection nozzles. 9. Remove lead from glow plugs.
3. Replacement of rocker arms, rocker arm studs, or 10. Remove rocker arm cover.
push rods.
11. Disconnect rocker arm oiling tube from the pipe
fitting at front of engine and remove oiling tube.
12. Remove rocker arms, push rods, and valve stem
Service Operations That Do Require Removal of caps.
Cylinder Head Are:

1. Replacement or grinding of the valves. Keep rocker arms, rocker 8rm balls, washers, rocker arm nuts,
and pushrod$in order, so they go back in the same valve train
2. Replacement of valve guides. porltlon.
3. Grinding or replacement of valve seats or inserts.

13. Remove capscrews securing cylinder head to

Cylinder Head Removal block.
14. Remove head by lifting it straight up until the
1. Drain cooling system. Refer to SECTION 9, dowel pins in block are cleared.
COOLING SYSTEM. 15. Remove head gasket.
Cylinder Head Inspection 6. Grind hot plugs individually making certain I
the hot plug face does not protrude more than
Visually check for damage to the sealing surfaces of
.065 mm (.0026inch) or recess more than .025
cylinder head and block. Clean all carbon deposits
mm (.001 inch) from cylinder head gasket
from head by scraping or brushing with a wire brush.
I f engine has overheated or has compression leaks,
surface.
check head for warpage and cracks. Use a heavy, C. Install hot plugs. See Hot Plugs for correct
accurate straight edge and feeler gauge to check for installation procedure.
warpage (Figure 1) at each end and between all
cylinders. Check cylinder head for end-to-end war- 2. Grinding
page in at least five places.
A. Inspect the hot plugs and replace any that are
worn or damaged.
6. Make certain that all hot plugs are tight in the I
counterbores. Use Locktite 325 to secure any j
FEELER
loose hot plugs;
GAUGE STRAIGHT EDGE C. Reface the cylinder head by grinding.

After refacing the cylinder head the valves and seats

must be ground. Refer to Valve Face and Seat Grind-
ing procedures.

BRASS
ORlFT
\

FIGURE 1. CHECKING THE HEAD FOR WARPAGE

Cylinder Head Refacing

If cylinder head face is scratched, nicked, or warped it
may be refaced. A maximum of .25mm (.0098 inch)
can be removed from face of head before it must be
replaced.
FIGURE 2 HOT PLUG REMOVAL
The cylinder head surface may be refaced by either
one of the following methods:

1. Milling:

A. Remove hot plugs and inspect. Remove hot

plugs by placing a brass drift into injection
nozzle bore and driving out the hot plug (Fig-
ure 2). Reface cylinder head on a milling
machine.
Hot Plug
GUIDE
Hot plug throat size varies depending on engine
operating speed and application.

If hot plugs are damaged or show signs of erosion,

replace them. After a short period of running, hot
plugs will develop hairline cracks. This is normal and
acceptable.

Clean hot plugs to remove any carbon deposits and

inspect. Replace hot plug if any hairline cracks inter-
sect, or a piece of the hot plug has broken out. Clean
carbon deposits from hot plug counterbore with a
wire brush after removing injection nozzles.

When installing hot plugs, note the keyway in head

and the raised guide on hot plug (Figure 3). Align
guide on hot plug with keyway in head and drive hot
plug in with a soft hammer.

The hot plug face must not protrude more than

0.065 mm (0.0026 inch) from cylinder head gasket FIGURE 3. HOT PLUG INSTALLATION
surface. If protrusion of hot plug is greater than
specified, remove hot plug and grind face of plug.
The hot plug face must not be recessed more than
0.025 mm (0.001 inch). If recess is greater than
specified, replace hot plug.

If hot plug is loose in counterbore after installation,

remove hot plug and coat it with Locktite 325 before
reinstalling. This will keep hot plugs in place while
assembling head to block.
 Cylinder Head Installation 6. Install head bolts, washers, and push rods with push
Make certain machined surfaces of cylinder head and rod guides. There are no flat washers on the bolts
block are thoroughly clean. A new head gasket must for the push rod guides. Draw cylinder head down in
be installed before installing cylinder head. gradual and even steps to assure a good seal
between cylinder head and block. Tightening the
Before cylinder head h Inslalled, head bolts in one step may distort head and cause
iAcnuTioN make certain that there k not an head gasket leakage. Tighten each bolt about 1/ 4
excessive amount of oil, or any other Ilquld, In the turn at a time until the specified torque of 129 Nm
capscrew hoks In cyllnder block. Toomuch 011 In any (95 Ft.-Lb.) is reached. Figure 4 shows the torque
of these holes may cause a hydroststlc lock when the sequence for tightening cylinder heads.
capcrew k tightened. When overhauling a turbocharged engine head
bolts must be retorqued, after runningfor two hours
1. Check for warpage, scratches or nicks on sealing with load.
surfaces of head and block. Repair or replace the
head if necessary. 7. Make certain push rods are seated properly in
2. Clean cylinder block and head contact surfaces. tappets.
Thoroughly clean cylinder bores of any foreign
material or liquid. Install valve tappets. 8. Position rocker arms. rocker arm balls, and flat
washers on the same rocker arm studs that they
3. Install a new cylinder head gasket over dowel were removed from.
pins and on to cylinder block with the indicated
side up as marked on gasket. Do not use any 9. Lubricate threads on rocker arm studs and install
sealer or gasket cement. The gasket is precoated rocker arm locknuts. Lubricate rocker arm assem-
with a sealer and anti-stick compound. blies with clean SAE 10 engine oil.
4. Position cylinder head assembly gently over Replace any rocker arm locknut that cannot hold a
dowel pins and onto cylinder block. minimum wet torque of 3.4 Nm (30 In.-Lb.). New,
5. Lubricate cylinder head capscrew threads with a well oiled rocker arm locknuts should have a
light coat of clean engine lubricating oil. minimum initial torque of 6.2 Nm (55 In.-Lb.).

4.nd6Cytlndrr

FIGURE 4. CYUNOER H U D BOLT TOROOL SEQUENCE

 - Do not tlghhn rockerarm lock-
nuts. Pulllng locknuts down
tlght will cause valves to hltplstons when making
valve clearance adjustment. Do not run the
rocker arm nuts down with an air wrench. Using
an air wrench to remove or install locknuts wlll
destroy the self-locking feature.

10. Set valve clearance. Refer to Valve Lash Adjustment

procedure.
11. lnstall rocker arm oiling tube on Spec A to C
engines. Make certain rocker arms clear oiling tube,
as engine crankshaft is rotated one complete
revolution.

12. lnstall rocker arm cover with a new cover gasket

and capnut gaskets.

13. Place new injection nozzle seals in nozzle bore

with the concave side down (Figure 5). Do not
reuse injection nozzle seals. They must be
replaced whenever nozzles are removed. lnstall
N O U L E SEAL
injection nozzles into cylinder head and tighten
to the specified torque.

1- Incorrect lnstallat~nof lniec-

tlon nozzle seals wlll cause
Injection nozzle to overheat and stick. Stlcky

- lei
-
-
nozzles cause excessive nolse and smoke.

'7-
4
.- - -__-. - 14. lnstall and connect glow plugs and leads.
.* . _ ---- .

15. Mount intake and exhaust manifolds.

@'I --
16. lnstall and connect fuel lines. Make certain the
lines are clean and dry before installing them.
17. Grease "0"ring on cylinder head water outlet
. . - with a light duty grease. Replace "0"ring if any
nicks or cracks are evident.
FIGURE 5. INJECTION NOULE SEALS
18. lnstall water pump, water pump pulley, and fan
belt. Refer to SECTION 9, COOLING SYSTEM.
19. Complete remainder of installation by a direct
reversal of disassembly procedure. ,

20. Refill cooling system with clean coolant. Refer to

SECTION 7, MAINTENANCE.
21. Inspect engine for fuel, coolant, or oil leaks and
correct any leaks found.
 VALVE LASH ADJUSTMENTS With the piston at TDC the crankshaftcan be turned
90' in either direction without the valves on number
one cylinder opening. If the valves open during this
Valve adjustment is achieved by turning rocker arm nut
test the crankshaft must be turned one complete
up or down until correct valve lash is obtained between revolution (360') in the direction of normal rotation.
valve stem and rocker arm. Allow engine to cool before
adjusting. The cylinders are numbered from front to
rear.

To adjust valve'lash, proceed as follows: Solid Tappet Valve Lash Adjustment (Spec A to C)
1. Place start-stop switch in stop position to prevent See SECTION 1, SPECIFICATIONS for correct valve
accidental starting. lash.
2. Removeall parts necessary to gain access to rocker 1. To check valve lash, insert the correct size feeler
arm cover. gauge between rocker arm and valve stem (Figure 6).
Press down lightly on push rod end of rocker arm.
3. Remove rocker arm cover. Make certain rocker arm is properly seated on push

.
rod. If feeler gauge cannot be inserted, loosen
4. Replace any rocker arm locknut that cannot hold a rocker arm locknut on top of rocker arm. Tighten
minimum wet torque of 3.4 Nm (30 In.-Lb.). New, rocker arm nut until feeler gauge can be inserted
well oiled rocker arm locknuts should have a and withdrawn with a slight drag.
minimum initial torque of 6.2 Nm (55 In.-Lb.).
A. After positioning number one cylinder adjust
Pulling locknuts down tight will
! cause valves to hitpistons when
intake and exhaust valves listed in Table 1.
making valve clearance adjustment. Do not run the 8. Turn engine in a clockwise direction 360' (1
rocker arm nuts down with an air wrench. Using an revolution)from position used in Step A. Adjust
air wrench to remove or install locknuts will intake and exhaust valves listed in Table 2.
destroy the self-locking feature.
FEELER GAUGE TORQUE WRENCH

Hydraulic Tappet Valve Lash Adjustment (Begin

Spec D)

With hydraulic tappets the valve lash is zero, however

an initial adjustment is required. Adjust valves by
inserting a 0.05 mm (0.002 inch) feeler gauge between
valve stem and rocker arm. If feeler gauge cannot be
inserted, loosen rocker arm locknut on top of rocker
arm. Make certain rocker arm is properly seated on
push rod. Tighten rocker arm locknut until feeler gauge
can be inserted and withdrawn with a slight drag.

A. After positioning number one cylinder adjust

intake and exhaust valves listed in Table 1.
FIGURE 6. VALVE ADJUSTMENT

5. Turn engine in direction of rotation(clockwise when

viewed from the front of engine) until number one
cylinder is on a compression stroke and the 0' TDC
mark on flywheel or front crankshaft pulley lines up
with the timing indi~ator.
 8. Turn engine in a clockwise direction 360' (1
revolution) from position used in Step A. Adjust
intake and exhaust valves listed in Table 2.
TABLE 1
VALVE TAPPET ADJUSTMENT
C. Turn engine in a clockwise direction 45' (1 /8
revolution) from position used in Step B. Cylinder Threa Four Six
Valve Number* Cylinder Cylinder Cylinder
Intake 1 X X X
D. Turn each rocker arm locknut, clockwise, two
Exhaust 1 X X X
full revolutions. This will preset the hydraulic
tappets into their proper operating position. Intake 2 X X
Exhaust 2 X
Intake 3 X
E. If used tappets are installed, that have not been Exhaust 3 X I X
I
cleaned, the tappets will be full of cold used Intake 4 I x
engine oil. With cold engine oil the tappets will Exhaust 5 j X
leak down at a very slow rate during the
adjustment procedure. This may cause the + - The cylinders are numbered from front to rear.
valves to open when Step D is performed.

Because of this the best procedure is to always

disassemble, clean and lubricate used tappets

I 1
before valves are adjusted.
TABLE 2
VALVE TAPPET ADJUSTMENT
Starting engine before tappets
have completely leaked down Cyliider T
h
; r;F ;s
will cause valves to stay open, causing valves Valve Number' Cylinder Cylinder Cylinder
to strike pistons. Before cranking engine turn lntake
crankshaft a minimum of two revolutions by Exhaust
hand to ensure that the valves do not strike the Intake I 1 x 1 X
pistons.
i
F. After initial start-up allow engine to idle a
minimum of five minutes. This allows the tappets 1
Intake
Exhaust
Intake
1
4
4
5
/ X
X
i
X
X
11
to return to their normal operating position. Intake
Exhaust 1
6
6
i X
X 1
6. Replace rocker arm cover using new capnut gaskets + - The cylinders are numbered from front to rear.
and rocker cover gasket.

7. Replace all parts removed in Step 2. Torque all

bolts.
 VALVES Inspection and Repair
Clean carbon from the valves, valve seats, valve
Intake and exhaust valves are made of alloy steel. The guides, and cylinder head ports. Remove all oil and
exhaust valves are chrome-cobalt faced with hardened crankcase deposits from rocker arm assemblies and
exhaust valve seats pressed into the cylinder head. push rods by washing in solvent.
Valve guides are pressed into cylinder head to hold the
valves in alignment with the valve seats. Valve springs ValveStem Seals: Do not reuse valve stem seals. Each
are held in place on the upper end of each valve stem by time the valves are removed from cylinder head, a
spring retainers and locks. The lower end of each valve new seal must be used when valve is reinstalled.
spring is centered with a thin washer.

Valve Stem Cap: Inspectvalve stem caps for cracks and

The rocker arms are mounted on studs that thread into wear. Replace valve stem cap if it is cracked or worn.
the cylinder head. The rocker arms pivot on rocker arm Valve stem caps may be installed on Spec A to C
balls that are retained with a hardened washer and a engines not originally equipped with valve stem caps. A
self-locking hex nut. The push rods extend down minimum clearance of 0.05 mm (0.002 inch) must be
through cylinder head and block, into the tappets. The maintained between valve stem cap and valve lock
upper end of each push rod sets in a recess in one end collet (Figure 7).
of the rocker arm.

Adjustment is achieved by turning rocker arm nut up or VALVE STEM CAP

down until correct valve lash is obtained between valve
stem and rocker arm.
b
COLLET 0.05 mm
; (0.002~ n c h )
Valve stem caps are used on most Spec A to C engines i
i--i-
to decrease contact stress between rocker arm and
valve tip.
.,..,
.. - .. -
,ccfz2.:. .-

. ' 4
::
:
. .,

VALVE
STEM
- ----,-
Valve Removal YT-1033

1. Remove cylinder head. Refer to Cylinder Head FIGURE 7. VALVE STEM CAP CLEARANCE
Removal procedure.

2. Place cylinder head on a solid bench with exhaust

Tappets: Refer to Tappets found later in this section
side down. for removal, inspection and installation of tappets.

Place valves. springs, retainers and wear platesina rack as they Valves: Replace valves if they are cracked. bent,
are removed from cylinder head ao they can b. identified and burned, warped. or stems are worn. Use a micrometer
reinstalled in th.k orighal b d l o m O i old valve stom
seals and replace with new o r m during assembly. to measure diameter of valve stem. Measure inside
diameter of valve guide with a telescopic gauge and
micrometer. Check valve stem to guide clearance by
3. Using a valve spring compressor. compress valve subtracting the valve stem diameter from the valve
springs and remove valve spring retainer locks. guide inside diameter. Refer to SECTION 2, DIMEN-
SIONS AND CLEARANCES for valve stem diameter,
valve guide diameter, and clearances. If valve stem is
4. Release valve spring compressor tool and remove worn, replace the valve. Replace valve guide, if
valve spring retainers, valve springs, and valves. excessive clearance is still present using a new valve.

Refinish valves that areslightly pitted or burned on an

5. Remove valve spring wear plates or spacers and accurate valve grinder. If they are badly pitted or have
valve stem seals. Remove valve rotators when used. a thin margin when refacing, replace them.
Guides: Worn valve guides may be removed by pres-
sing them out through the bottom of cylinder head
using a valve guide removal tool (Figure 8) and
hydraulic press.

FIGURE 9. INSTALLINGVALVE GUIDES

Each time the rocker arm locknuts are removed the

FIGURE 8. REMOVING VALVE GUIDE rocker arm stud threads must be inspected for wear.
Test for stud thread wear as follows:

1. Use a torque wrench to measure the rocker arm

The exhaust valve guide is 6mm longer (.2362 inch) locknut breakaway torque from operating posi-
than the intake valve guide. Guides must be installed tion.
in the correct guide bore.
2. Use the torque wrench to remove rocker arm
locknut, and observe any increase in torque.
Press new valve guides into position from the top of
cylinder head with an Onan valve guide installationtool 3. If the removal torque increases more than 2.3 Nm
and hydraulic press. Install replacement valve guides (20 In.-Lb.) above the breakaway torque meas-
with grooved end up. To use tool, place cylinder head in ured in Step 1, replace the rocker arm stud.
a hydraulic press with head gasket surfacedown. Place
valve guide driver pilot into valve guide. Insert installing To replace a worn or damaged rocker arm stud,
tool and guide into guide bore in cylinder head and unscrew the stud using the lower nut. Coat lower
press downward until driver rests on machinesurfaceof threads of new stud with oil and install. Rocker
cylinder head (Figure 9). Valve guide must protrude a arm studs are installed starting with a long stud
specific distance above cylinder head. Measure from on each end then a short, long, short, etc. ending
machined surface around valve guide to the top of with two short studs in center of head (Figure 9a).
guide.

The bore of a replacement valve guide is 7.63 to

7.74 mm (0.3004 to 0.3047 inch). The interference fit
of a guide in cylinder head is. 0.025 to 0.065 mm
(0.0009 to 0.0026 inch). The valve guide bore will
close some W e n installed. Use a valve guide reamer
to resize valve guides after installation to the correct
inside diameter. Do not ream or hone guides already
installed in service replacement cylinder heads. Valve
- r, ', 2

SHORT ROCKER ARM STUD LONG ROCKER ARM STUD

seats must be refinished after installing new valve
guides. /

Rocker Arm and Stud: Check rocker arms for cracks,

galling, scoring, or wear. Replace the rocker arm and
ball ifexcess~velyworn. FIGURE 9.. ROCKER ARM STUD LOCATION
Rocker Arm Balland Locknut: Inspect rocker arm balls Installation: If it becomes necessary to
for cracks and wear. Replace rocker arm ball and arm if replace valve seat inserts, or install intake
it is cracked, worn, or damaged. valve seat inserts, a press fit must be marn-
tained (seeTable 3) between the new inserts
Rocker arm locknuts should be replaced each time and insert bores in cylinder head. If insert
they are removed. Replace rocker arm studs, if after bores in cylinder head are damaged or worn
installing new locknuts a minimum wet torque of so that a press fit cannot be obtained when
3.4 Nm (30 In.-Lb.) cannot be held. New, well oiled installingnew standard size valve seat inserts,
rocker arm locknuts should have a minumum initial the bores must be machined for an oversize
torque of 6.2 Nm (55 In.-Lb.), when installed on new seat. Oversize intake and exnaust seats are
rocker arm studs. available in 0.25 mm (0.009 inch) and 0.50 mm
(0.01 9 inch).
Spring: Check valve springs for cracks, worn ends,
distortion and tension. Ifspring ends are worn, check
lower valve spring wear plate and valve spring Refer to Table 3 for the O.D. of valve seat
retainer for wear. Check for spring distortion by plac- inserts, corresponding1.0.of bores in cylinder
ing spring on a flat surface next to a square. Measure head, and depth of counterbore.
height of spring and rotate it against square edge to
measure distortion. Ifdistortion exceeds 2 mm (.0787 The depth of counterbore in cylinder head
inch) replace spring. Check spring tension at the for valve seat inserts is measured from
installed height for both the valve open and closed gasket surface of cylinder head.
position using an accurate valve spring tester.
Replace any valve spring that is weak, cracked, worn Install valve seat inserts as follows:
or distorted.
1. Thoroughly clean valve seat counter-
Valve Seats: Most naturally aspirated engines do not bore and remove any burrs.
have intake valve seat inserts. If intake seat area is 2. Using wooden blocks to support cyl-
extremely worn and cannot be reground to specifica- inder head, place head on a bench
tions, machine cylinder head to receive a valve seat bottom side up.
insert. See Table 3.
3. Ensure that counterbores are clean
Inspection and Removal: lnspect valve and start an insert into bore (valve seat
seat inserts. If they are loose, cracked or side up).
severely pitted, new ones must be in-
stalled. Remove valve seat inserts using a 4. Use the appropriate valve seat insert
valve seat removal tool (Figure 10). installation tool (intake or exhaust)
and drive insert down tightly into
counterbore.
5. It will be necessary to refinish valve
seat inserts with a grinder before
installing valves.
TABLE 3
VALVE SEAT INSERT
MACHINING SPECTFlCATlONS

VALVE SEAT O.D. OF INSERT BORE DEPTH

INSERT NEW INSERT IN CYL HEAD
Std. Sin 37.00 to 36.93 to 8 49 to
Wmust 37.W mm 36.95 mm 8 59 mm
~ E x h a u d
0.25 mm 37.25 to 3718 to 8 49 to
3728 mm 37 20 mm 8.59 mm
0.50 mm - 3 7 3to 37.43 to 8 49 to
37.53 mm 31.45 mm 859 mm
Std. Siu Intake 40.37 t o 40.30 to 8.40 to
40.40 mfn 40.32 mm 8.50 mm
Omdze Intake
0.25 mm 40.62 to 40 55 to 8.40 to
40.65 mrn 40.57 mm 8 50 mm
0.50 mm 40.87 to 40.80 to 8 40 to
FIGURE 10. RlE(OVlNG VALVE SEATS 40.90 mm 40 82mm 8 50 mm
I" 2
 ~ o d :Clean all push rods in a su~tablesolvent. On
rods with an 011 passage, blow out the passage
7 1Do not remove valve after seal
Is installed. Valve can be with-
a" Check push rod ends for wear or drawn o n l y as far as the groove in valve
damage Check push rod for bends by rolling it on a flat stem. Do not allow valve stem seal to come in
surface if push rods are bent, twisted, or damaged, they contact with groove or seal damage will result.
s,t, be replaced
valve Rotators: Posltlve Valve rotators are used on
some engrnes The valve rotator IS located below the
valve spring ~nthe cylinder head. There IS no easy way
to determine lf a valve rotator 1s good or bad. Onan
that valve rotators be replaced at each
VALVE
major overhaul or if a bulld-up of carbon 1s noted on VALVE STEM
valve face and valve seat.
push RodGuide P1ates:lnspect push rod guide plates. ~f
holes ~nguide plate are worn or burred replace guide
plate and push rod.

VALVE STEM SEAL SEAL PROTECTOR

\ /

FIGURE 12. VALVE STEM SEAL INSTALLATION

- - --

FIGURE 11. VALVE SEAL PRO1ECTOR

Valve Assembly
1. Lubricate the stem of each valve and insert into 5. Using a valve spring compressor, compress each
the guide from which it was removed. valve spring and retainer.
2. Install valve spring wear plate, spacer, or rotators 6. Insert valve spring retainer locks and remove
over valve guides into recess of the head. valve spring compressor tool.
3. Place a clear plastic seal protector 'over valve 7. Install cylinder head with new gasket. Refer to
stem (Figure 11). Cylinder Head installation procedure.
Do not reuse valve stem seals. Each time the valves are
removed from cylinder head, a new seal must be used when
the valve is reinstalled.

4. Coat inside of valve stem seal with oil. Push valve

stem seal over seal protector and all the way onto
valve guide flange (Figure 12). Remove seal pro-
tector from valve stem. Save for reuse on other
valves.
 VALVE FACE AND SEAT GRINDING Replace any valve that cannot be entirely refaced
while keeping a good valve margin (Figure 13) or is
Before installing new valves or previously used warped, worn, or damaged in any way. The amount of
valves, inspect valve seats for proper valve seating. If grinding necessary to true a valve indicates whether
used valves are reinstalled, the valve stems should be valve head is worn or warped.
cleaned and valve faces ground to their specified
angles of 44O for exhaust valves and 29' for intake When refinishing intake valve seats that do not have
valves. Refinish intake valve seats to a 30' angle and inserts, use a fine stone only. Using a coarse stone
exhaust valve seats to a 45" angle. When refacing may remove too much material too rapidly, resulting
valves and seats, remove all evidence of pitting and with a head that must be machined for intake valve
grooving. If end of valve stem is pitted or worn, true it seat inserts. If intake valve grinding specifications
and clean it up on the refacer wheel. Avery light grind cannot be maintained on a cylinder head that does
is usually enough to square stem and remove any pits not have intake valve seat inserts, machine the head
or burrs. A minimum clearance of 0.05 mm (0.002 to receive inserts.
inch) must be maintained between valve stem cap
and valve lock collet. If clearance is less than 0.05 mm When new valve seats are installed, or previously
(0.002 inch) replace valve. The valve guide should be used seats reground, refinishing must be done with a
thoroughly cleaned. If valve guide is worn, or valve is valve seat grinder used according to the manufactur-
warped, the necessary parts must be replaced. er's directions.
By grinding the valve face and seat at slightly differ-
ent angles, a fine line of contact on face and seat is The following tools are required to assure accurate
obtained, eliminating the need to lap the seating sur- valve seating:
faces. The one degree difference in angles is defined
as the interference angle. The seat angle is greater 1. Valve seat grinder.
than that of the valve face. This assures contact at the
maximum diameter on valve seat seating surface. 2. Dial indicator (valve seat runout).
3. Pilot tool.
Refinish intake valve faces to a 2Q0angle and exhaust 4. Four fine grinding stones: 15O, 30°, 45O, and 60".
valve faces to a 44' angle on a valve refacing 5. Valve refacer.
machine. The first cut from valve face must be a light
grinding. Check if there is an unevenness of metal
being removed. If only part of valve's face has been To assure correct valve seating, the following toler-
touched, check to see if valve is properly seated in ances must be verified before and after valves and
machine or if valve is warped, worn, or distorted. seats are replaced or refinished:
When cut is even around the whole valve face, keep
grinding until complete face is ground clean. Besure 1. Depth: Distance from cylinder head gasket sur-
the correct valve face angle is maintained. When face to top of valve head. This depth must be
valve head is warped, a knife edge will be ground 0.48 mm to 1.13 mm (0.0189 to 0.0445 inch) for
(Figure 13) on part or all of the head due to the large intake valves and 0.67 to 1.33 mm (0.0264 to
amount of metal that must be removed to completely 0.0524 inch) for exhaust valves.
reface valve. Heavy valve heads are required for
strength and good heat dissipation. Knife edges lead 2. Runout: This is the concentricity of seat relative
to breakage, burning, and pre-ignition due to heat to the valve guide. The total runout of a good seat
localizing on the edge. must not exceed 0.050 mm (0.0019 inch).
3. Width: Width of seat should be 0.88 to 2.30 mm
WARPED (0.0346 to 0.0901 inch).
VALVE WITH
KNIFE EDGE KNIFE EDGE
Gaind intake seats to a 300 angle as follows:

Remove carbon from valve seat area.

Grind seat with a 3W stone until a uniform seat
appears on the surface. . ..
GOOD MARGIN L- *

Dress stones frequentjy during seat grinding to

assure proper cutting angles.

3. Refinish intakevalve face toa2g0 angle and place

FIGURE 13. VALVE HEAD MARGIN valve in the appropriate valve guide.
 Measure valve head depth (Figure 14). If -this 6. Remeasurevalve head depth. If depth is less than
depth is less than 0.48 mm (0.0189 inch), grind 0.48 mm (0.0189 inch) repeat Steps 4 and 5. If
seat until a depth of 0.48 mm (0.0189 inch) is depth exceeds 2.13 mm (0.0839 inch) replace or
obtained. If valve head depth is greater than install new valve seat inserts.
2.13 mm (0.0839 inch) with a new valve, replace 7. Mark seat with a black felt marker or machinist
seat insert or have the cylinder head machined to blueing.
receive a valve seat insert.
8. Use the 4 5 O stone and lightly grind seat.
9. Use the 15' stone and lightly grind seat until seat
GRINDING PILOT
?EPTH GAUGE
width is 0.88 to 2.3 mm (0.0346 to 0.0906 inch).
STONE TOOL
10. Clean seat and remark with black marker
11. Hand turn a 30' stone on the seat.
12. Recheck seat width (Figure 16).

METRIC
SCALE

5. Use a dial indicator (Figure 15) to measure valve

seat runout. Set dial indicator at zero and rotate
indicator to check runout of valve seat. If runout FIGURE 16. MEASURING SEAT WIDTH
exceeds 0.050 mm (0.0019 inch), grind seat until
the runout is less than 0.050 mm (0.0019 inch).

TURN INDICATOR
TO CHECK RUNOUT
OF VALVE SEAT

FlGURE 15. CHECKING RUNOUT OF VALVE SEAT

 bats to a 45' angle as follows: 6. Remeasure valve head depth. If depth is less than
0.67 mm (0.0264 inch) repeat Steps 4 and 5. If
n from valve seat area. depth exceeds 2.33 mm (0.0917 inch) replace or
.,,rn a 45' stone until a uniform seat install new valve seat inserts.
,ar~on the surface. 7 . Mark seat with a black felt marker or machinist
blueing.
Dress stone frequently during seat grinding to 8. Use the 60' stone and lightly grind seat.
assure proper cutting angles.
9. Use the 30° stone and lightly grind seat until seat
3. Refinish exhaust valve face to a 44' angle and width is 0.88 to 2.3 mm (0.0346 to 0.0906 inch).
place valve in the appropriate valve guide. 10. Clean seat and remark with black marker.
11. Hand turn a 45' stone on the seat.
4. Measure valve head depth (Figure 14). If this 12. Recheck seat width (Figure 16).
depth is less than 0.67 mm (0.0264 inch), grind
seat until a depth of 0.67 mm (0.0264 inch) is
obtained. If valve head depth is greater than Check valves for a tight fit to the valve seat with an
2.33 mm (0.0917 inch), replace the valve seat air-pressure-type testing tool. The seat width and
insert. contact pattern can also be checked using blueing. If
5. Use a dial indicator (Figure 15) to measure valve there are any uneven spots. regrind the seat. Do not
seat runout. Set dial indicator at zero and rotate lap the seats with grinding compound since this may
indicator to check runout of valve seat if runout destroy a good grinding job.
exceeds 0.050 mm (0.0019 inch), grind seat until
runout is less than 0.050 mm (0.0019 inch).
 CRANKSHAFT PULLEY AND DAMPER 4. Tighten puller screw. To assist in loosening pul-
ley hub from crankshaft, strike puller screw with a
The type of crankshaft pulley used on this series of
engines is designed to use a damper when required. soft faced hammer.
Remove the six damper retaining capscrews and 5. Remove puller tools, crankshaft pulley retaining
work damper and adapter off pulley before removing capscrew, washer, and pulley.
pulley on some six cylinder engines.

Pulley Installation
1-1 DO not use a hammer or jaw type
puller to remove vibration damper. 1. Remove any burrs, if necessary, from crankshaft.
Dents, bends, or cracks in damper from using the Place woodruff key on crankshaft.
incorrect removal procedure will damage it.
2. Position crankshaft pulley on crankshaft and
install washer and pulley retaining capscrew.
Pulley Removal 3. On engines equipped with a damper, slide adap-
If engine is installed in a unit, determine if puller can ter and damper on and secure with the six flat
be used without first removing radiator. If the radiator washers and capscrews.
must be removed, drain cooling system, remove 4. Install water pump and alternator drive belts.
components necessary to remove radiator, and Check for correct belt tension. Refer to SECTION
remove radiator. 9, COOLING SYSTEM.
5. Install all parts removed during disassembly.
1. Release tension on water pump and alternator
drive belts and remove belts.
2. Loosen crankshaft pulley retaining capscrew and
turn it out approximately 13mm (SO inch). Vibration Damper
3. Thread two M I 0 x 45 Lg capscrews through puller Replace vibration damper if it is bent, cracked, has
into tapped holes in pulley (Figure 17). been dropped, or mishandled in any way. Onan also
recommends that thevibration damper be replaced at
each major overhaul. A failed vibration damper may
cause fan belt(s) to flip over, excessive gear train
wear, or crankshaft breakage.

FIGURE 17. CRANKSHAFT PULLEY REMOVAL

 FLYWHEEL AND RING GEAR Flywheel Inspection
Remove any burrs or nicks from flywheel surface
The flywheel is mounted on the crankshaft with six where it fits against crankshaft flange. If this surface
flanged hex head capscrews. A hollow dowel pin is not smooth and true, the flywheel may have a slight
driven into flywheel ensures proper crankshaft to wobble which will result in engine vibration. If a
flywheel alignment. The flywheel can be attached to
clutch is mounted on engine, a scored or heat
crankshaft in only one position. The starter ring gear
is shrunk onto flywheel rim. checked flywheel face surface must be machined
smooth. Replace flywheel if more than 0.40 mm
(0.0157 inch) of stock must be removed. lnspect
Flywheel Removal engine clutch shaft pilot bearing located in flywheel
Remove any accessory that may be mounted to fly- bore. If bearing is worn, drive it out. When installing a
wheel and flywheel housing before removing fly- new bearing, use a driver that will press against
wheel. It is not necessary to remove starter. bearing outer race and press bearing into position in
flywheel.
1. Remove capscrews that secure flywheel to
crankshaft flange. Ring Gear Inspection, Removal, and
2. Thread two capscrews in opposite holes of fly- Installation
wheel face to serve as handles.
1. lnspect flywheel ring gear for cracked, chipped.
3. Thread two M I 0 x 1.75 threaded rods into fly- or broken teeth. Ring gear must be replaced if any
wheel mounting bolt holes. This will support fly- of these conditions exist.
wheel as it comes off the crankshaft flange.
2. To remove a flywheel ring gear proceed as
4. Pull outward on capscrews threaded into fly- follows:
wheel (Figure 18) to remove flywheel.
A. Grind through ring gear at the base of one of
the teeth until ring gear separates.
THREADED 6 . Expand ring gear and drive ring off flywheel
RODS CAPSCREWS using a drift and hammer. Work around the
circumference of ring gear to avoid binding
ring on flywheel.

3. To install a new flywheel ring gear, proceed as

follows:

A. The ring gear is expanded and allowed to

shrink onto flywheel by uniformly heating the
gear to 185" to 195"C (365" to 383" F), then
placing it on flywheel.

Do not heat ring gear to a

warp and the heat treatment will be

destroyed.

B. Drive ring gear down tight against shoulder

FIGURE 18. FLYWHEEL REMOVAL on flywheel. Do it fast and do not damagegear
teeth. The ring will contract rapidly and may
shrink to flywheel before it is in place. If this
occurs, a new ring gear will be required.

If the flywheel cannot be removed with a direct pull F1~wh-l Installation

and shaking of handles, it may be necessary to Make sure dowel pin is lined up and install flywheel
remove starter and tap flywheel loose. Turn flywheel by reversing the removal procedure. Secure flywheel
and tap exposed area at intervals until flywheel in twosteps by tightening capscrews to a torque of 68
comes loose. Nm (50 Ft.-Lb.) using a qtarpattern torque sequence.
 FLYWHEEL HOUSING 5. lnspect dust seal located between flywheel hous-
ing and rear seal plate. Replace, if necessary.
The flywheel housing is a one piece casting that is
positioned on rear of cylinder block with two dowel 6. By reversing the removal procedure, assemble
pins. The housing is secured to cylinder block with flywheel housing to rear of block.
capscrews and flat washers. 7. Check flywheel-to-flywheel housing runout as
follows:
Removal, Inspection, and Installation
The only time the flywheel housing may require ser-
vice or replacement is when it is cracked or damaged. A. Load crankshaft so that all endplay is taken
To remove flywheel housing from engine, proceed as UP.
follows: 6. Mount a dial indicator on face of flywheel.
1. Removeany accessory attached to rear of engine. C. Adjust indicator point so that it rests on fly-
2. Remove flywheel. Refer to Flywheel Removal wheel housing face perpendicular to flywheel
procedure. face. Set dial indicator to zero.
3. Remove capscrews and washers securing fly- 0. Keeping endplay removed, rotate crankshaft
wheel housing to engine. Tap housing with a soft one complete revolution to determine runout.
hammer to break it loose from the positioning E. If runoutexceeds .15 mm (.0059inch) remove
dowels then remove housing. Remove starter flywheel and flywheel housing. Use a straight
from flywheel housing. edge and feeler gauge to check for warpage
4. lnspect housing for cracks and other damage. on flywheel housing face and mounting
Replace housing if it is damaged. surface.
 CRANKSHAFT REAR OIL SEAL 3. Apply Loctite number 271 to crankshaft and
inside of new wear sleeve before installing. Posi-
AND WEAR SLEEVE tion wear sleeve on crankshaft flange with outside
The rear oil seal is a spring-loaded, single lip type chamfer toward the back of engine.
pressed into an aluminum alloy rear seal plate. Rear 4. Using the rear wear sleeve installing tool (Figure
seal plate assembly mounts on the back of cylinder 20), press wear sleeve onto crankshaft flange.
lock under block flywheel housing. A steel wear Alternately tighten the bolts until tool bottoms on
sleeve is used to protect the crankshaft. The use of a crankshaft flange.
wear sleeve increases seal life and reduces crankshaft
wear. The sleeve is pressed onto the crankshaft REAR WEAR
flange and secured with Loctite number 271. SLEEVE INSTALLATION
TOOL
Seal Removal
1. Remove flywheel and flywheel housing from the
engine. Refer to Flywheel Removal and Flywheel
Housing Removal procedures.
2. Remove capscrews from face of seal plate.
3. Remove four capscrews on back end of the oil
pan and loosen capscrews along each side of oil
pan.
4. Slide seal plate off crankshaft flange. Be careful
not to damage oil pan gasket.
5. Support seal plate assembly and drive old seal
out.

Wear Sleeve Removal and Installation

FIGURE 20. WEAR SLEEVE INSTALLATION
1. Inspect wear sleeve for nicks, burrs, and wear
grooves. Replace if necessary.
2. If replacement is required, use a hammer and a 5. Clean any surplus Loctite off the wear sleeve and
chisel that is only as wide as wear sleeve, to make crankshaft flange.
one or two chisel marks across wear sleeve (Fig-
ure 19). This will expand wear sleeve allowing
removal from crankshaft.
Seal Installation
Do not nlck or gouge the crank-
shaft with chlmi. If crankshaft 1. Lubricate new oil seal with oil to ensure sufficient
h damaged It must be removed and repalfed or lubrication until crankcase oil enters seal.
replaced. 2. Using oil seal driver, install a new seal with the
rubber lip facing outward (open side of seal
WEAR inward). See Figure 21. Drive new seal in flush
SLEEVE CHISEL MARK
I with the machined surface of seal plate.

A new seal must be Installed

IPCAUM)N w/M a new wear simve. me
seal should not be positioned in a wear groove on
wear 8leew. Posltionlng a seal on a worn, dirty
rough, or grooved crankshaft surisce will cause
seal to leak.
 SEAL PLATE
ASSEMBLY

FIGURE 2 2 REAR SEAL PLATE INSTALLATION

6. Torque seal plate capscrews and oil pan.

7. Check crankshaft-to-seal runout as follows:

A. Load crankshaft so that all end play is taken

UP.
8. Mount a dial indicator on face of crankshaft
flywheel mounting flange (Figure 23).
C. Rotate crankshaft one complete revolution.
FIGURE 21. INSTALLING SEAL IN SEAL PLATE Note maximum runout.
D. If runout exceeds .25mm (.0098 inch) remove
seal plate assembly and reposition seal in
3. Make certain wear sleeve on which seal rides is plate.
free of dirt, nicks, burrs, and wear grooves.
8. After the correct crankshaft-to-seal runout is
4. Lubricate crankshaft flange with clean engine oil. obtained, install flywheel housing, flywheel, and
Apply a bead of "RTV" Sealant to the junction of any other components removed during disas-
cylinder block, seal plate, and oil pan. sembly.
5. Push seal plate assembly onto crankshaft (Figure
22). Use extreme care when installing seal plate
so the oil pan gasket is not damaged. If oil pan SEAL
gasket is damaged, remove oil pan and replace
the gasket.
 Forcing plston from cylinder
CONNECTING ROD
AND PISTON ASSEMBLY
IPCAUTK)N beton sleanlng carbon or re-
moving ddge may cause damage to pkton land8
Onan L engines use high strength aluminum alloy and break rings.
pistons with top ring groove protection. Each piston
is tapered and fitted with two compression rings and 4. Turn crankshaft until piston isat the bottom of its
an oil control ring. Full floating piston pins connect stroke and remove connecting rod nuts. Remove
the piston to its connecting rod. The pins are held in bearing caps and free lower end of connecting
place with a snap ring at each end. rods from crankshaft. Remove bearing shells
' from bearing caps and connecting rods.
Keystone pistons are used in all turbocharged
engines. A relief in the turbocharged piston skirt Mark and number each piston and rod assembly so it can be
provides clearance for the oil spray nozzle. Pistons returned to its respective cylinder after overhaul. Keep con-
for use in naturally aspirated engines cannot be necting rod bearing ups with their respective rO&. The rod
installed in engines equipped with piston cooling and cap m marked with the ume identifying characters.
jets. 5. Push rod and piston assembly out through top of
High speed turbocharged engines have hard anodized cylinder using a hammer handle. Avoid scratch-
piston crowns. ing crankpin and cylinder wall when removing
The connecting rods are made of tapered, I-beam piston and rod (Figure 25). Protect crankshaft rod
section, heat treated steel. A funnel shaped hole in journals by placing a piece of rubber tubing over
upper end of each rod catches oil that is splashed or rod bolts during removal.
sprayed within the cylinder block and allows it to flow
into connecting rod bushing for continuous piston
pin lubrication.
The lower end of each connecting rod contains half- - ROD RUBBER
BOLTS TUBING
shell precision bearings and the upper end is fitted
with a steel backed bronze bushing. The precision
type connecting rod bearings are replaceable with-
out machining.
Removal and Disassembly
Replacement of connecting rod bearings can be
done without removing piston and connecting rod
assemblies. If replacing only the rod bearings, follow
Steps 1 and 4.
1. Drain crankcase oil, remove oil pan, and oil
pickup tube. See SECTION 8. OIL SYSTEM.
2. Remove cylinder head. Refer to Cylinder Head
Removal procedure.
3. Remove carbon from top of cylinder bore and
check for a ridge. Remove ridge (Figure 24) with
a ridge reamer before attempting piston removal.
Uslng 8 rldge m m e r to remove

cyllnder bore. RIDGE

REAMER
6. Remove piston rings with a piston ring spreader
as shown in Figure 26.

RING
SPREADER RING
/
-
Remove dirt and deposits from piston surfaces with
an approved cleaning solvent. Clean piston ring
grooves with a groove cleaner or the end of a piston
ring filed to a sharp point (Figure 28). Care must be
taken not to remove metal from the ring groove sides.

ACAUnON Do not use a caustlc cleanlng sol-

vent or wlre brush for cleaning pls-
ton*. These materials wlll cause piston damage.

FIGURE 26. dEMOVlNG PISTON RINGS

7. Using a pair of snap ring pliers, remove piston pin

retainers and push piston pin out (Figure 27).

PISTON
PIN
RETAINER
FIGURE 28. PISTON GROOVE CLEANING

Inspection (Piston, Rings, and Cylinder Bore)

The following text contains inspection procedures
concerning pistons, rings, and cylinder bores.
-
L ;

Xn s 1. Piston Inspection
-
&. ,
b
After cleaning, e m i n e the piston for score
marks, damaged ring groovers. or signs of over-
heating. Inspect pistons for cracks in the head or
T~7i skirt area? and for bent or broken ring lands.
-:-A
.-zg$=~z
*,:-;*y;:.-
- - -
-a= mmaify show upas cracks

Some minor surface cracks may -appear on the

p W & W qf -.speed tqbocharged engine
FIGURE 27. REMOVING PISTON PIN RETAINER
pistons, this is normal. -
A. Check for ring groove wear by installing a 2. Piston Ring Clearance
new ring in top ring groove. Insert a feeler
gauge between new ring and the land to A. Ring end gap should be measured before the
check clearance (Figure 29). Keystone ring rings are installed on pistons. Insufficient end
groove wear must be checked using special gap will cause scored rings and cylinders.
gauge pins (Figure 29). Excessive end gap will cause additional oil
consumption and blowby.

B. Check ring end gap by inserting each ring into

cylinder in the location it is to be used. Use a
piston to push ring squarely down in cylinder
bore far enough to be in the ring travel area.
Check ring end gap with a feeler gauge.

C. The practice of filing ring ends to increase end

gap is not recommended. If ring end gap does
not meet specifications, check for the correct
set of rings and correct bore size. A cylinder
bore that is 0.03 mm (0.0012 inch) under size
will reduce the end gap 0.08 wm (0.0031 inch).

3. Calculating Piston to Cylinder Wall Clearance

Measurements of the pistons, cylinder bores, and

clearances between pistons and cylinder bores
MICROMflER should be taken at 21 OC (70°F). Pistons must be
KEYSTONE PISTON fitted to their respective cylinder bores before the
rings are installed to provide a specific clearance.
FEELER NEW
GAUGE RING
A. Using an inside micrometer, dial bore gauge, or
telescopic gauge, measure the inside diameter
of cylinder bores. Measurement shouId be taken
halfway down the bore and at a right angle to
crankshaft axis. Refer to Cylinder Bore inspec-
tion for cylinder bore measuring procedure.

8. Using an outside micrometer, measure outside

diameter of piston skirt 13 mm (0.5. inch) below
oil ring at a right angle to the piston pin.

C. The difference between the two readings is the

piston to cylinder clearance. If clearance ex-
ceeds wear limit cylinder bore should be resized
to the smallest standard oversize diameter at
which it will clean up. Oversize pistons and
STANOAR0 PtSTON rings are available in 0.25 mm, 0.50 mm,
0.75 mm, and 1.OO mm.
FIGURE 29. CHECKING RING SIDE CLEARANCE

B. Replace any piston that is badly scored or Inspection (Connecting 'Rod and Bearings)
burred, cracked, has badly worn ring grooves.
or otherwise is not in good condition. 1. Clean connecting rod and cap of all oil and crank-
C. Proper piston to cylinder clearance must be casedeposits. Make c a n funnel oil hole is clean
maintained for satisfactory operation. and open.
D. Check piston to cylinder bore clearances 90'
from the axis of piston pin and below oil control 2. Check connecting rods for nicks, cracks, and
ring when piston is in the TDC position. damaged bolt threads. Replace as necessary.
If piston rings are r w v d from the cylinders, mn a h a 3. Measure the outside diameter of piston pin and the
shortp.riadof~,donatd~the~rinQ8.
ORon used rings wiH not so.1 properly. Now r i w wow or insidediameter of connectingrod bushing. Replace
l a p ~ e s t o % u r i b h ~ c y ~ w . I b e n d ~ ~ aconnecting rod bushing if clearance is greater than
p.riodof~opmdkn. specified.
 4. Inspect connecting rod bearing shells for scor- Connecting Rod to Piston Assembly
ing, chipping, cracking, or signs of overheating. If
any of these conditions are present, replace the 1. Install one piston pin retainer in the piston pin
bearing shells. Backs of the bearing shells should hole with sharp edge of retainer facing outward.
be checked for bright spots and replaced if any 2. Insert upper end of connecting rod into piston,
bright spots are found. Bright spots usually indi- with piston swirl chamber positioned opposite
cate that the bearing shells have been moving in connecting rod identification numbers (Figure
the connecting rod. 31).
5. Measure connecting rod bearing shells for wear
(Figure 30), with bearing shells installed and
connecting rod nuts torqued to85 Nm (63 Ft.-Lb.).

If crankshaft is worn or damaged and must be

reground on naturallyaspirated engines, rod bearings
are available in undersizes of 0.25 mm. 0.50 mm. and IDENTIFICATION NUMBERS
0.75 mm.

,FUNNEL SHAPED OIL HOLE

J

MEASURE IN DIRECTION
INDICATED BY ARROW FIGURE 31. PISTON TO ROD ASSEMBLY

FIGURE 30. CONNECTING ROD

3. Lubricate piston pin and push it into piston and
connecting rod.
4. Install the other piston pin retainer with sharp
edge facing outward.
Due to the method of grinding and fillet rolling of the
turbocharged engine crankshaft, Onan recommends
that the crankshaft not be ground and used again in
turbocharged engines. Regrinding of a turbocharged
engine crankshaft for use in a naturally aspirated
engine is acceptable.

Connecting Rod Bushing Rephicement

If connecting rod bushing is worn, it must be pressed
out and a new one pressed into connecting rod. When
new bushings are installed, be sure oil hole lines up
with the connecting rod oil hole.

After installing a new connecting rod bushing, it must

be reamed to obtain the correct inside diameter. A
new piston pin installed in a new bushing at 21°C
(70° F) should be a thumb push fit.
Plston Ring Instellation: After piston rings have been 1. lnstall oil control ring expander in bottom groove
properly fitted to the cylinder bore, lubricate piston of piston, with the guide pin inserted inside
and rings with engine oil. Install rings on piston, expander.
using a piston ring installer as shown in Figure 32. 2. Install chrome oil control ring in bottom groove
over expander, with end gap opposite (180
Whenever a connecting rod assem- degrees) the guide pin in expander.
bly Is secured In a vlse, be careful 3. lnstall second compression ring in second
that the bottom of plston skirt k not nicked. Use groove of .piston, with side stamped "Up 2nd" or
pro tec tlve la ws, wooden blocks, or a cloth to protect with a dot towards top of piston.
rod and plston from nicks, whlch may lead to plston 4. lnstall the top chrome compression ring or
or connectlng rod failure. keystone ring in top groove of piston with side
stamped "Up Top" or with a dot towards top of
piston.
RING
SPREADER

FIGURE 3 2 INSTALLING RINGS

Piston Assembly lnstallation 4. Compress the rings with a ring compressor and
lnstall each piston, with rings and connecting rods, install piston assembly in cylinder bore by tap-
as an assembly. Each connecting rod and bearing ping on top of piston with a wooden hammer
cap should have been numbered during disassembly handle (Figure 33).
for identification and must be installed in thecylinder
from which it was originally removed. lnstall piston If any difficulty is experienced in installing piston assembly,
the ring compressor must be removed and the ring set
assembly in the engine with connecting rod identifi- inspectedfor correct installationin piston ring grooves. Align
cation numbers facing camshaft side of engine and lower end of connecting rod with crankshaft journal before
the piston swirl chamber towards intake side. inserting piston assembly into cylinder bore.

5. Install a bearing shell in connecting rod bearing

1. Stagger piston ring gaps evenly around piston cap, with tang of bearing shell in recess of bear-
and apply lubricant to the piston and rings. ing cap and lubricate.

-
2. Turn crankshaft to position numberone rod bear- 6. lnstall bearing cap and shell, making certain iden-
ing journal at the bottom of its stroke. tification numbers stamped in bearing cap are
located on same side as corresponding numbers
3. Position a bearing shell in connecting rod, with stamped in connecting rod.
tang of bearing shell in the recess of connecting
rod. Lubricate bearing shell and crankshaft jour- 7. lnstall and alternately tighten rod cap retaining
nal. Protect crankshaft rod journals by placing a nuts in increments up to the specified torque of 85
piece of rubber tubing over rod bolts during Nm (63 Ft.-Lb.).
installation (Figure 33). 8. lnstall remaining piston assemblies in the same
manner. Turn engine over by hand after each
piston assembly is installed to see that all bear-
ings are free.
9. lnstall oil pickup and oil pan with a new gasket.
Make certain the backs of bear-
ing shells and bearing seats a n 10. lnstall cylinder head and adjust valve lash clear-
free from dirt and grit particles. Foreign materfsl ance. Referto Cylinder HeadInstallationprocedure.
under a bearing shell will cause high spots and 11. lnstall rocker arm cover and replace crankcase
early bearing failure. oil.

RUBBER
TUBING

FIGURE 33. PISTON INSTALLATION

 CAMSHAFT ASSEMBLY
The camshaft is a high strength alloy iron casting
with hardened precision ground journals. Camshaft
assembly is located i n the cylinder block on left side
of engine. A thrust type retaining plate is used
between camshaft gear and shoulder of the first jour-
nal to position camshaft in cylinder block. Acamshaft
drive gear is positioned on the camshaft by a key and
retained in place with a press fit. Thecamshaft gear is
driven by the crankshaft gear through an idler gear.

Removal (With Cylinder Head Removed)

1. Remove valve cover and cylinder head assembly,
keeping rocker arms, tappets, push rods, etc. in
their proper order. Refer to Cylinder Head Remo-
val procedure.
2. Remove the components necessary to gain
-
B. If engine is mounted in a unit, the tappets can
be held in their uppermost position by pulling
tappets up with a pencil magnet. Pull tappets
out of the tappet bore in cylinder block and
lay to one side.

7. Remove camshaft assembly.

Inspection
Do not scratch or mar the cam-
ahan brrlngs wlth a m 10-
a t the cam8haft 18 wtthdmwn from cyllnder
block.

After removing camshaft assembly, check retaining

access to gearcase cover and remove cover. plate clearance (endplay) by inserting a feeler gauge
Refer to Gear Cover Removal procedure. between retaining plate and camshaft gear. If end-
play exceeds specifications with a new retaining
3. Remove the mechanically operated fuel transfer plate replace camshaft gear.
pump and push rod.
4. Check camshaft to idler gear backlash before Visually inspect the intake and exhaust lobes for rough-
removing camshaft assembly. ness, scoring or excessive wear. Using a micrometer,
check lobes for wear by measuring the lobesfrom nose
5. Rotate camshaft gear so camshaft retaining plate :
to base (A to A). See Figure 34. If exhaust or intake lobe
capscrews are accessible and remove capscrews. measurementsare worn beyond specifications, replace
6. Remove camshaft assembly. camshaft and tappets.
Be careful not to scmtch or mar
the amrkftboarlng8 wlth a m
lobe8 as camshatt k wlthdmwn from cylinder
block. A NOSE

Removal (Without Removing Cylinder Head)

1. Remove valve cover, loosen rocker arms and

remove push rods. Keep push rods i n their proper
order.
2. Remove the components necessary to remove
gearcase cover and remove cover. Refer to Gear-
case Cover Removal procedure.
3. Remove mechanically operated fuel transfer
pump and push rod.
4. Rotate camshaft gear so camshaft retaining plate
capscrews are accessible and removecapscrews.
Before removing camshaft and gear, rotate
crankshaft until timing marks on idler gear.
crankshaft gear, and camshaft gear align. A BASE

5. Check camshaft to idler gear back lash, before

removing camshaft. flGURE 34. CAM- L06E M U S U R M W
6. Before withdrawing camshaft from cylinder
block, position the tappets so they do not inter-
fere with camshaft lobes during removal.

A. With the engine removed from application for

overhaul, simply turn engine on stand so front
of block is up then push tappets to their
uppermost position.
Check camshaft bearing journals for excessive wear On engines with solid tappets the front bearing is wider '
using a micrometer. If bearing journals are worn, and has two oil holes in it. Be sure the two oil holes are
replace both the camshaft and bearings. lnspect lined up, one hole with oil passage from main bearing
retaining plate for wear. Replace if thrust surface is and the other with oil passage to rocker arm oiling
rough or wear is excessive. New retaining plate system.
thickness is 11.8mm to 12mm (.4646 inch to .4724
inch). On engines with hydraulic tappets the third cam bearing
has two oil holes and a circumferential groove. Be sure
Camshaft Gear the two oil holes are lined up, one hole with oil passage
from main bearing and the other with oil passage to
To remove the camshaft gear, place camshaft as- hydraulic tappet oil gallery. Third cam bearing must be
sembly in a press. Support camshaft retainer and installed at a dimension of 214.2 to 214.8 mm (8.43 to
push camshaft out of gear. lnspect gear for nicked,
8.46 inch) from front face of cylinder block to the
scored or broken teeth. Replace if necessary. forward edge of cam bearing. This will ensure alignment
of circumferential groove in third cam bearing journal.
Camshaft Bearings
The steel backed, alloy lined camshaft bearings are Pull in the other bearings until oil hole is completely
the precision type which do not require machining visible through oil passage from main bearing (Fig-
after installation. The camshaft bearings are a press ure 35). Reverse position of bearing puller and install
fir into the cylinder block and support the camshaft. rear bearing, aligning oil hole with oil passage from
The camshaft bearings are lubricated through oil main bearing.
passages from the main oil galley.
--

Wheninstalling the rear cam bearing,

With camshaft removed, usea micrometer to measure use caution not to score or scratch
diameter of camshaft journals. Use a dial bore gauge the other bearings since bearing puller must pass
or a telescopic gauge and micrometer to measure through all of them. Place protective sleeving on
inside diameter of cam bearings. Replace camshaft threaded puller shaft to protect bearings.
bearings if theclearance is greater than specified, the
bearings show cracks, or breaks. INSTALLATION
TOOL

Removal: The crankshaft and gearcase backplate

CAM BEARING I
must be removed before cam bearings can be
replaced. Refer to Crankshaft and Gearcase Removal
procedures.

1. Drive the camshaft rear plug out from the inside

of cylinder block.
2. Assemble cam bearing puller through cylinder
block from the rear. Place shoulder of puller on
outside of front bearing. All bearings except the
rear one are pulled toward the rear of cylinder
block.
3. Gradually tighten puller nut until bearing is
removed from the block. Remove old bearing
from puller before removing the next bearing.
4. Remove the remaining bearings leaving the rear
bearing for last.
5. To remove rear bearing, reverse position of OIL HOLE IN
puller, so rear bearing is pulled towards front of BEARING
cylinder block.

Installation: Pull new bearings into place using the cam - NGUBE 35. CAM BEARING INSTALLATION
bearing puller. Start installing bearings at front (pullfrom
rear) leaving the rear for last. Cam bearings are pulled in
without lubrication.

Thecamshaft bearings must be prop-

edy posifiwed in cylinder block so
oil hole in bearing lines up with oil passage in cylinder
block. Blockage of the bearing oil hole will cause early
bearing failure.
Do not attempt to ream cam bearings as they are a
precision type. After installing rear bearing, insert a
new expansion ptug i n recess. Apply Permatexsealing
compound to edges and expand it into place with a GEAR
light blow to its center. A few light blows is all that is TIMING
MARKS
normally required to install expansion plug. If the
plug is hit too hard and becomes concave it will
contact camshaft when installed. If plug touches
camshaft after installation remove plug and replace
with a new one.

Camshaft Assembly, Installation and Timing

1. The camshaft gear is a press fit onto the cam-

shaft. To install camshaft gear to camshaft, pro-
ceed as follows:

A. Place camshaft in a press with shoulder of

front bearing journal resting on parallel bars.
6. Place camshaft retaining plate on camshaft
with flat machined surface toward journal Line up single dot on Idler gear with slngh dot on mnkshafl
shoulder. gear and two dots on Idler gear wlth two dots on amshafl
C. Install the key and press camshaft gear onto gear.
camshaft until it bottoms on shoulder with no
clearance. FIGURE 36. TIMING MARKS
D. Check retaining plate clearance (endplay) by
inserting a feeler gauge between retaining
plate and camshaft gear.

2. Install crankshaft and mount gearcase backplate.

Refer to Crankshaft and Backplate installation 6. Check camshaft gear backlash and camshaft
procedures. endplay.
3. Lubricate camshaft bearings in cylinder block 7. Install all other parts, which were removed during
and carefully insert camshaft. Be careful not to disassembly, by a direct reversal of the removal
scratch or mar camshaft bearings. procedure. See S E C l l O N 10, FUEL SYSTEM for
4. Install capscrews through retaining plate and correct injection pump mounting and timing.
tighten to the specified torque.
5. Align timing marks on idler gear with timing
marks on camshaft gear and crankshaft gear
(Figure 36) and install idler gear.
 TAPPETS Disassembly:

The tappets are positioned in the cylinder block above 1. Hold the push rod socket down with a push rod, use
the camshaft. The top of each tappet is machined to the blade of a small screwdriver to remove reta~n~ng
accept a push rod. The tappets ride on intake and ring.
exhaust camshaft lobes, changing camshaft rotary
motion to a reciprocating motion opening and closing 2. Remove push rod socket and metering plate.
the valves.
3. Remove plunger and plunger spring.

Removal Inspection: Thoroughly clean all parts in cleaning

solvent, and inspect carefully. If any parts are damaged
or worn the entire tappet assembly should be replaced.
1. Remove rocker arm cover. If the tappet body wall is scuffed or worn, inspect the
cylinder block tappet bore, if the bottom of the tappet is
2. Remove rocker arm assemblies. Keep rocker arms, scuffed or worn replace the camshaft.
rocker arm nuts and push rods in order, so they go
back in the same valve train position. Assembly:
3. Remove cylinder head. Refer to Cylinder Head 1. Place plunger spring and plunger in tappet body.
Removal procedure.
2. Lubricate, but do not fill, the assembly with clean
4. Removetappets and identify them as to their location engine oil.
in cylinder block so they can be reinstalled in their
original location. 3. Install metering plate and push rod socket.

4. Press down on push rod socket with a push rod.

lnspection Solid Tappet lnstall retaining ring.
Very little wear takes place on tappet diameters or in The tappet is now completely assembled, lubricated
tappet bores. If the clearance between tappet and bore and ready for installation.
in cylinder block exceeds specifications, replace the
tappet.
Installation
lnspect the tappet faces which contact camshaft lobes
for roughness, scuffing, or conclave wear. Replace any 1. Lubricate each cam lobe with a special cam and
worn tappets. If tappets are worn, replace tappets and tappet lubricant. New tappets are filled with a light
camshaft. oil. This oil will not harm the engine and should not
be replaced before installation.
Hydraulic Tappet 2. Lubricate the bottom of each tappet with a special
cam and tappet lubricant.
lnspect and clean each tappet separately do not inter-
change internal parts. If any part of the hydraulic tappet 3. Install tappets in their original location in cylinder
assembly needs replacing, replace the entire assembly. block.

4. Install parts removed during disassembly, by a

direct reversal of the removal procedure.
 GEARCASE COVER Installation
The gearcase cover encloses the gear train and front 1. Inspect, clean, and remove any burrs from crank-
end of engine. A fuel injection pump gear cover plate shaft sealing surface.
is installed over opening provided for it in the gear-
case cover. 2. Coat crankshaft lightly with lubricating oil.
3. Place a new gasket on back plate. Apply a bead of
Removal "RTV" Sealant to the junctions of cylinder block,
oil pan, gearcase backplate, and gearcase cover.
1. Release tension on fan belt. Remove belt, alterna- 4. Position gearcase cover on backplate. Complete
tor, and alternator bracket. the installation of cover and related parts. Torque
2. Remove crankshaft pulley or damper assembly all capscrews securing cover to backplate. Also
and front engine support (if used). torque oil pan capscrews securing oil pan to
gearcase cover and block.
3. Remove capscrews and Belville washers secur-
ing oil pan to gearcase cover. For ease of removal 5. Install crankshaft pulley and damper assembly
and installation of cover, loosen the other oil pan when used.
capscrewsenough to lower front end of oil pan. If 6. Install and tighten fan belt. Refer to SECTION 9,
the oil pan gasket is damaged during removal of COOLING SYSTEM, Fan Belt Adjustment
gear cover, oil pan must be removed and gasket procedure.
replaced.
4. Remove fuel injection pump gear cover plate
capscrews and cover plate.
5. Remove capscrews securing gearcase cover to
back plate. Tap cover loose with a soft faced
hammer.
6. Remove gearcase cover from engine, being care-
ful not to damage front portion of oil pan gasket.
 GEARCASE AND BACKPLATE 1. To remove idler shaft, install a 14mm adapter in
end of idler gear shaft.
Located under gearcase cover on front end of engine
is a completely enclosed train of precision machined 2. lnstall slide hammer into adapter and pull idler
helical gears. The crankshaft gear, which is pressed gear shaft from cylinder block.
and keyed onto crankshaft, drives two idler gears. 3. To install a new idler gear shaft, position it in bore
The lower (small) idler gear drives the oil pump drive of cylinder block. Insert washer and retaining
gear. The upper (large) idler gear drives both the capscrew into idler shaft. Tighten capscrew until
camshaft and fuel injection pump. The gear train is idler gear shaft bottoms in cylinder block bore.
splash lubricated by oil thrown by the rotating gears. 4. Remove washer and capscrew.
The gear train will run quietly if gears and bearings
are in good condition. The gear train may be exposed 5. Apply a light coat of oil to idler gear shaft. Posi-
by removing gearcase cover as described earlier in tion idler gear on idler shaft making certain timing
this section. marks on idler gear are lined up with the crank-
shaft and camshaft timing marks. Install flat
washer and capscrew. DO NOT USE A CAP-
ldler Gear and ldler Gear Shaft SCREW THAT IS LONGER THAN 75mm (2.95
(Cam and Injection Pump Drive) inches).
The idler gear has a steel backed bronze bearing
pressed into it. This bearing is lubricated with engine
oil from the block. Oil travels through the center of S..amrhrftruambly, inrt.llrtlon, md tlming procedure for
complete gear tnin timlng Inrtructlonr.
idler shaft and around retaining bolt toan oil passage
bored through the shaft to the bearing surface.

The idler shaft is pressed into the bore in cylinder

block. The idler gear and shaft are secured with a Backplate
large washer and capscrew that threads into cylinder The gearcase backplate is made of cast iron and
block. supports the gears and gear cover. The backplate
also provides a mounting surface for the fuel injec-
Idler Gear Removal and Replacement: tion pump and oil pump. The backplate is secured to
cylinder block by three capscrews and two socket
1. Remove capscrew and washer retaining idler head screws located under large idler gear. The
gear. backplate is sealed to cylinder block with a backplate
2. Remove idler gear from shaft. gasket.
3. Inspect idler gear for nicked, worn, or broken
teeth. Replace if necessary.
4. Measurethe inside diameter of idler gear bearing. Removal, I n a ~ t l o nand
, Installetlon:
Replace bearing if it is nicked, scored, or worn.
After pressing a new bearing into gear, ream to 1. Drain crankcase oil and remove oil pan and oil
the correct inside diameter. pick-up tube. Refer to SECTION8, OIL SYSTEM.
2. Remove cylinder head, tappets, and gearcase
cover. Refer to Cylinder Head and Gearcase
Cover Removal procedures.
Idler O.ar Shaft Remom1 and -R lnspect 3. Remove fuel injection pump, mechanical fuel
idler gear shaft. If shaft is worn or scored it must be transfer pump, and push rod. Refer to SECTION
replaced. A slide hammerand metric adapter will aid 10, FUEL SYSTEM for removal procedures.
i n the removal of idler gear shaft. 4. Remove camshaft and large idler gear.
 CRANKSHAFT FRONT OIL SEAL Seal Installation
The outside diameter of front oil seal has a layer of
AND WEAR SLEEVE colored sealant which forms a seal between the seal
The crankshaft front oil seal is located in gearcase and seal bore in cover. This eliminates the need for
cover. The lip-type seal fits tight on crankshaft or using a sealing compound before pressing a new seal
wear sleeve. The outer diameter is tight in gearcase into cover. The inside diameter of oil seal has a lip
cover. A front seal wear sleeve is available for servic- made from a rubber compound to prevent oil leakage
ing a damaged or seal grooved crankshaft. between seal and crankshaft or wear sleeve.

Seal Removal 1. Place cover on a solid surface so back of seal bore

is supported.
1. Remove gearcase cover as described in preced- 2. Position seal in cover with open side of seal fac-
ing paragraphs. ing inside of cover and positioned squarely in
2. Support gearcase cover and drive old seal out bore of cover.
from the back side of cover. 3. Drive or press seal into cover bore until it bottoms
3. Clean opening in cover to receive a new seal. on shoulder, using the front wear sleeve-oil seal
installing tool and arbor press as illustrated in
Wear Sleeve Removal and Installation Figure 37.

1. Inspect wear sleeve or crankshaft for nicks, burrs, A new seal must be installed
and wear grooves. Replace or install a wear with 8 new w a r Sleeve. The
sleeve if necessary. seal should not be posltloned In a wear groove on
2. If wear sleeve replacement is required, use a the crankshaft. Poirltlonlng a seal on a worn,
hammer and a chisel, that is only as wide as the dlrty, rough, or grooved crankshaft surface wlll
wear sleeve, to make one or two chisel marks cause the $881 to leak.
across wear sleeve about three-quarters of the
way through. This will expand wear sleeve allow- Make certain the seal seats
ing for removal from crankshaft. / squarely on shoulder In cover
born. A seal that k cocked In bore wlll leak.
Do not nlck or gouge crank-
shaft wlth chkel. If crankshaft
SEAL
is damaged It must be removed and mp8lred or OPlVER
replaced.

3. Apply Loctite number 271 to crankshaft and

inside of new wear sleeve before installing.
Position wear sleeve on crankshaft with outside
chamfer toward front of engine. .- --
4. Using front wear sleeve installing tool, pull wear
sleeve onto crankshaft. Tighten bolt until tool
bottoms on crankshaft.

5. Clean any surplus Loctite off wear sleeve and

crankshaft.

FIGURE 37. GEAR COVER OIL SEAL INSTALLATION

5. Remove the 'three capscrews and two socket 6. Gently work backplate off alignment pins and
head screws from backplate (Figure 38). idler gear shaft.
7. Inspect backplate for cracks, damage or wear,
and replace if necessary.
SOCKETHEAD SCREWS CAPSCRMS 8. Use a new gasket for the installation and install
backplate by reversing the removal procedure.
Refer to Figure 38 for the location of capscrews
and socket head screws. After installing oil pick-
up assembly, make certain that oil pump turns
freely. If the oil pick-up mounting screws are
improperly tightened they will prevent oil pump
from turning. Refer to SECTION 8, OIL SYSTEM
for correct installation procedure.
9. Install fuel injection pump. Refer to SECTION 10.
FUEL SYSTEMfor correct installation and timing
procedures.

FIGURE 38. BACKPLATE MOUNTlNG SCREWS

 CRANKSHAFT Inspection and Repair
Clean crankshaft thoroughly and inspect journals for
The cast nodular iron dynamically balanced crank- scoring, chipping, cracking, or signs of overheating.
shaft is carefully cast and machined to assure the If crankshaft has overheated, is scored, or exces-
best possible strength and durability. sively worn, reconditioning or replacement will be
required. Examine bearing journal9 for cracks if
The crankshaft Is a very strong but
overheating has occurred.
!ACAUTK)N 1 fragile prt of the engIne. Do not
scratch, dent or drop the crankshaft, dolng so may
Measure crankshaft main bearing and connecting
cause severe damage to crankshaft bearing journah.
rod journals at several places on their diameter to
The bearing journals are not hardened and are easily
check for roundness and taper. If out-of-round or
damaged.
taper of journals exceeds .005mm (.0002 inch),
Crankshaft end play is taken up by thrust flanges on crankshaft must be reground or replaced.
the rear main bearing. The crankshaft is drilled for
pressure lubrication from the main bearings to the Due to the method of grinding and fillet rolling of the
connecting rod bearings. turbocharged engine crankshaft, Onan recommends
that the crankshaft not be ground and used again in
turbocharged engines. Regrinding of a turbocharged
engine crankshaft for use in a naturally aspirated
engine is acceptable.
The only recommended method of reconditioning
the crankshaft is regrinding, as required to accom-
Removal modate undersize bearings. Metallizing of bearing
journals is not recommended. ..
1. Remove oil filter and drain oil pan. Remove oil
If regrinding of crankshaft journals is necessary, the
pan and oil pick-up tube. Refer to SECTION 8, work should be done by a reputable machine shop
OIL SYSTEM. that has suitable equipment to handle precision work
2. Disconnect wiring and remove starter. Remove of this type. Undersize main bearing shells are availa-
flywheel and flywheel housing. Refer to Flywheel ble in sizes of 0.25mm, O.SOmm, 0.75mm and 1.00mm.
Housing Removal procedure. Clean out all oil passages in crankshaft after regrinding.
3. Remove cylinder head assembly. Refer to the
Cylinder Head Removal procedure. Installation
4. Remove tappets and camshaft. Refer to the Make certain bearing seats and bearing shells (front
Tappet and Camshaft Removal procedures. and back) are clean and free from dirt and grit
5. Remove gearcase cover and backplate. Refer to particles.
the Gearcase Cover and Backplate Removal
procedures. 1. The upper main bearing halves are marked
6. Remove connecting rod bearing caps, connect- FRONT UPPER. INTER. UPPER. CTR. UPPER,
ing rod bearing shells, and piston assemblies. and UPPER REAR. Position the upper main bear-
Refer to Piston Removal and Disassembly ing shells in their appropriate location making
procedure. certain bearing tang is in slot of bearing seat in
cylinder block. The rear main bearing shell has a
saddle type thrust surface. This thrust surface
Mark bearing shells, tonnoctin~rodr, and rodaps as to their controls crankshaft endplay.
original location in the cylinder Mock.
2. Lubricate all crankshaft bearing journals with oil.
Lower crankshaft into position. Some crankshaft
rotation may be necessary to miss the casting
7. Remove main bearing caps and lower main bear- bosses i n crankcase. Make certain flywheel
ing shells. flange end of crankshaft is toward the rear.
8. Remove crankshaft. Some crankshaft rotation 3. The bearing caps are numbered 1,2.3; etc., indi-
may be necessary during removal. cating their respective positions in block. The
9. Remove upper main bearing shells from cylinder front and rear bearing caps are also marked F and
block. R respectively.
 CRANKSHAFT GEAR
The crankshaft gear may be removed from crankshaft
by using a gear separator and puller. See Figure 41. GEAR PULLER
Gear may be removed either with crankshaft installed
(backplate removed) or after crankshaft has been
removed from engine. RANKSHAFT
GEAR
To install crankshaft gear on crankshaft, install
woodruff key in crankshaft. Heat gear on an electric
burner or oven to about 175' C (350° F). Drive or press
gear onto crankshaft. Timing marks must be visible
from front end of the crankshaft.

When handling the heated gear,

@
bums.
!
!@m% I glove8 to prevent
r asbe8tor

FIGURE 41. CRANKSHAFT GEAR REMOVAL

 4. The lower main bearing halves are marked The crankshaft must turn freely after all cap-
LOWER FRONT, LOWER INTR & CTR, and screws are properly torqued. Never file or shim a
LOWER REAR. bearing cap to make the bearing shell fit. Install
new bearing shells if the fit on crankshaft is unsa-
Position the lower bearing shells in the appro-
tisfactory. Refer to SECTION 2, DIMENSIONS
priate bearing cap. Make sure bearing tang is
A NO CLEARANCES for clearance specifications.
seated in slot of bearing cap. Lubricate bearing
shells with clean engine oil.
5. lnstall main bearing caps with raised arrow facing 7. Check crankshaft endplay using a dial indicator
camshaft side of engine starting with number one (Figure 40). Push the crankshaft in one direction
at front of engine (Figure 39). Push crankshaft to take up endplay. After dial indicator is set to
toward front of engine, this will bring rear bearing zero and in place, pull crankshaft in opposite
thrust surfaces into alignment. direction to obtain endplay reading. Endplay is
controlled by thrust flanges on rear main bearing.
If endplay is not within specification, replace rear
ARROW
main bearing.
TOWARD
CAMSHAFT

FIGURE 39. MAIN BEARING CAPS

6. lnstall main bearing capscrews and washers.

Using a torque wrench, alternately and in steps
tighten capscrews evenly to a torque of 123 Nm
(90 Ft.-Lb.).

Do not over-toque main imaring

I capscrews. n these capscrews are
over-tightened,bearjng caps may be distorted, caus-
8. Install piston assemblies, connect~ngrod bear~ng
caps, and bearing shells.
ing bearings to 6e drawn tight against crankshaft
which can result in premature bearing fsilure. 9. Complete installation by reversing the removal
procedure.
 MAIN BEARINGS lnstallation
The precision main bearings are replaceable without Make certain bearing seats and bearing shells (front
machining. Rear main bearing has two thrust flanges. and back) are clean and free from dirt and grit
These flanges control crankshaft endplay. All stand- particles.
ard main bearings have an inside diameter of
76.040mm to 76.090mm (2.9937 inch to 2.9957 inch) 1. Place a main bearing shell in each bearing seat in
when installed with bearing caps properly torqued. cylinder block. Makecertain tang of bearing shell
is properly seated in bearing seat recess. See
The upper halves of main bearing shells are seated in Crankshaft lnstallation procedure for correct
lower part of cylinder block. The lower halves of main bearing locations.
bearing shells are held in place by main bearing caps, 2. Lubricate all crankshaft main bearings and
which are secured to cylinder block by capscrews. crankshaft journals.
The bearing shell is positioned by a tang in the shell 3. Install main bearing caps and bearing shells.
that locates in a slot in bearing seat of cylinder block Check crankshaft endplay and reassemble
and bearing cap. The upper front bearing shell has engine. Refer to Crankshaft Installation pro-
two oil holes in it. The other upper bearings have only cedure.
one oil hole. Lower bearing shells do not have any oil
holes and are installed in the bearing caps. Main Bearing Replacement With Crankshaft
Installed
Removal It is unwise to replace main bearings without remov-
ing thecrankshaft. If removal of crankshaft is imprac-
1. Remove crankshaft. Refer to Crankshaft Removal tical or in emergency cases, the following procedure
procedure. Identify bearing shells as to their orig- may be used.
inal location in main bearing caps and cylinder
block in the event bearing inspection proves they 1. Remove glow plugs. This will relieve compres-
can be reused. sion and allow free turning of the crankshaft.
2. Remove upper bearing shells from their seats in 2. Drain crankcase oil and remove oil pan and oil
cylinder block. pick-up tube. See SECTION 8, OIL SYSTEM.
3. Remove lower bearing shells from their seats in 3. Remove only one bearing cap at a time. Install
main bearing caps. new bearing shells and reinstall bearing cap
before removing the next bearing cap.
Inspection 4. Lower bearing shell can be removed from bearing
Any bearing shell that is scored, chipped, pitted or cap and replaced after cap is removed from
worn beyond the specified limits must be replaced. engine.
Inspect backs of shells for bright spots. Bright spots 5. Remove upper bearing shells as follows:
on the backs of shells indicate shells have moved in
their supports and are not fit for further use. With A. Insert a cotter pin with head flattened, into
crankshaft removed, bearing cap installed and tight- crankshaft main bearing oil hole (Figure 42).
ened to the specified torque, measure inside diame-
ter of bearing at a point 90' from the parting line. The
shells havea pressure fit in their bore in the block and
must be tight when bearing cap is secured in place.
Do not measure inside diameter at bearing parting
line.

The inside diameter of installed new standard main

bearings is 76.040mm to 76.090mm (2.9937 inch to
2.9957 inch) and any measurement above 76.090mm
(2.9957 inch) indicates the amount of bearing wear.
Measure diameter of crankshaft journal at the cor-
responding bearing location and subtract this
dimension from inside diameter measurement of
bearing as measured above. The difference between
these two measurements is the crankshaft to bearing
clearance.

The specified clearance between main bearing shells

and crankshaft journal is .03mm to .10mm (.0012 inch
to .0039 inch). FIGURE 4 2 REMOVING UPPER MAlN BEARING SHELL
 1
!
1
Do not over-bque main bearing
Rotate crankshaft in direction that will re-
move tang end of bearing shell first. Continue
rotating crankshaft until bearing shell has
/BCAUTION ~ a p s c r m If. them capscmm a n
over-tightened, b e a m Cam may k distorted,CaU8-
been pushed all the way out. ing bearings to be dmwn tight against cmnkrhatt
C. One of the center main journals will not have which can resuit in premature bearing hllum.
an oil hole in it. Use a narrow brass bar to push
this upper bearing shell out.
13. Check bearing clearance with Plastigage. Refer
6. Inspect crankshaft journalsforscoring, chipping, to Checking Bearing Clearance with Plastigage
cracking, or signs of overheating. Remove and for correct procedure.
regrind or replace crankshaft if it is worn or has 14. Check crankshaft end play. Refer to Crankshaft
overheated. Installation procedure.
7. Replace any bearing shell that is scored, chipped, 15. lnstall oil pick-up tubaand oil pan. Refill crank-
pitted, or worn beyond the specified limits. case with clean oil.
8. Install upper bearing shell by lubricating shell 16. lnstall glow plugs.
with clean oil. Roll shell around crankshaft jour-
nai in the opposite direction that it was removed Checking Bearing Clearance With Plastigage
until tang on bearing shell is positioned in The most accurate means of determining bearing
cylinder block recess. clearance is by using micrometers. However, if
crankshaft is installed in engine, bearing clearance
may be measured by using a plastic strip (Plastigage)
manufactured for this purpose.
1-1 00 not scratch bearing back
when rolling bearing in. Be sun 1. Using a clean, dry rag, thoroughly clean all oil
bearing r o k in tree. from crankshaft journal and bearing shell. Place a
piece of the correct size Plastigage the full width
of crankshaft journal surface about 7mm (.2500
inch) off center.
2. lnstall bearing cap with bearing shell and tighten
9. Place a lower bearing shell in bearing cap. Bear- boltsor nuts to the specified torque. Do not rotate
ing caps are numbered 1,2,3, etc., indicating their crankshaft.
respective positions in cylinder block. Front and
rear bearing caps are also marked F and R 3. Remove bearing cap. The flattened Plastigage
respectively. will be found adhering to either the bearing shell
or crankshaft.
10. Lubricate bearing shell and place bearing cap in
position on cylinder block with raised arrow fat- 4. Compare flattened Plastigage with the gradua-
ing camshaft side of engine. tions on Plastigageenvelopeto determineclearance.
11. lnstall main bearing capscrews and washers. The number within the matching graduation on
12. Use a torque wrench to alternately tighten cap- theenvelope indicates, total clearance in millime-
screw evenly to a torque of 123 Nm (90 Ft.-Lb.). tres or thousandths of an inch.
 CYLINDER BLOCK
The cylinder block is the main support for all other
basic engine parts. The block is a one piece casting
made from cast iron. Transverse end walls and center
webs are cast in the block to support the crankshaft
and camshaft, assuring alignment of crankshaft and
cylinders. Cylinder bores are completely surrounded
by water jackets which extend the full length of the
cylinder walls for maximum cooling.

Cleaning
After removing pistons, crankshaft, cylinder head,
etc., inspect block for cracks and extreme wear. If
block is still serviceable, prepare it for cleaning as
follows:
1. Scrape all old gasket material from block.
Remove all oil galley plugs to allow cleaning solu-
tion to contact inside of oil passages.
2. Remove grease and scale from cylinder block by
agitating in a bath of commercial cleaning solu- FIGURE 43. CHECKING TOP OF
tion or hot soapy washing solution. CYLINDER BLOCK FOR FLATNESS
3. Rinse block in clean hot water to remove cleaning
solution.
4. Be sure to clean and dry all water passages, oil
passages, and drilled holes. Cylinder Bore I n s ~ t l o n Inspect
: cylinder bores for
scuffing, scratches, wear, and scoring. If cylinder
5. Coat pipe threads with teflon pipe sealant. bores are scuffed, scratched, scored, or worn, they
Replace all pipe plugs removed for cleaning of oil must be rebored and honed for the next oversize
passages. Install new freeze plugs as required piston. Main bearing caps must be installed and
using green Loctite RC/601 to seal plugs. properly torqued, before measuring cylinder bore.
When the appearance of cylinder bores is good and
Inspection there are no scuff marks, check cylinder bore for wear
When rebuilding the engine, thoroughly inspect or out of roundness as follows:
block for any condition that would make it unfit for
further use. This inspection must be made after all 1. Check cylinder bore for taper, out of round and
parts have been removed and block has been tho- wear, with a cylinder bore gauge, telescope
roughly cleaned and dried. gauge or inside micrometer. These measure-
ments should be taken at four places, top and
1. Makea thorough check for cracks. Minutecracks bottom of piston ring travel, parallel and perpen-
may be detected by coating the suspected area dicular to axis of crankshaft.
with a mixture of 25 percent kerosene and 75
percent light motor oil. Wipe the part dry and 2. Record measurements taken lengthwise at top
immediately apply a coating of zinc oxide (white and bottom of piston travel as follows (see Figure
lead) dissolved in wood alcohol. If cracks are 44) :
present, the white coating will become discolored
at the defective area. Always replace a cracked A. Lengthwise of block, measure and record as
cylinder block. "A" the diameter of cylinder at the top of
cylinder where greatest ring wear occurs.
2. Check all dowel pins, oil galley plugs, and freeze
plugs for wear or damageand replace as necessary. 8. Also. lengthwise of block, measure and
record as "6" the cylinder diameter at the
3. Inspect all machined surfaces and threaded bottom of piston travel.
holes. Carefully remove any nickqor burrs from
machined surfaces. Clean out tapped holes and C. Crosswise of block, measure and record as
clean up any damaged threads. "C" the diameter of the top of cylinder at the
greatest point of wear.
4. Check top of block for flatness with a straight
edge and a feeler gauge (Figure 43). This surface D. Measure and record as "D" the diameter at
is the critical area for sealing oil, water and com- bottom of cylinder bore and crosswise of
pression. If warped, a maximum of .05mm (.002 block.
inch) may be machined from top of cylinder E. Reading " A subtracted from reading "8"and
block. If warpage exceeds .05mm (.002 inch) reading "C" subtracted from reading "D"
replace block. indicates cylinder taper.
F. If cylinder taper exceeds 0.076mm (0.003 Reboring the Cyllnder
inch) rebore and hone to accommodate the Before boring or honing cylinder bores, all main
next oversize piston. Reading "A" compared bearing caps must be properly installed and torqued.
to reading "C" and reading "8" compared to Rebore and hone engine whenever cylinder bore is
reading "D" indicates whether or not cylinder worn, damaged, out of round or if cylinder taper
is out of round. If out of round exceeds exceeds specifications. A worn cylinder bore should
0.025mm (0.001 inch), the cylinders must be be resized to the smallest standard oversizediameter
rebored and honed for the next oversize pis- at which it will clean up. The final finish and bore
ton. Oversize pistons and rings are available diameters should then be obtained by honing.
in 0.25mm. O.5Omm. 0.75mm, and 1.00mm.
I-[ Ilborlng lmrk op.ntod/ncomcfly,
It Wll l p r o 8 rough cylinder
8urhce tbat m y not c h n up even when honod.
Borlng 8houM k dorm only by qwlltled 8onlc.
personnel who am camfu/ In thelr work.
After boring to the correct oversize cylinder bore
TOP END OF CYLINDER
dimension piston and ring clearance should be
appropriate. There is no need to adjust or "fit" pistons
and rings.
When reboring cylinders, take the following pre-
cautions:

1. Make sure cutting tool is properly ground before

using it.
2. Be sure top of engine block is smooth and deposit
free.
C-10S2 BOTTOM OF RING TRAVEL 3. Clean base of boring bar before bar is set up.
Deposits under boring bar will cause it to tilt and
the cylinder will be distorted after boring.
4. Makean initial rough cut, followed by afinish cut.
Then hone cylinder bore to the specified
oversize.

Honing Cylinders (Using Precision Hones)

The L engine is a high speed, high output diesel which
requires a quality surface finish forthe engine's pistons
and rings. This finish can best be provided by using two
stage honingwith quality equipment intended for honing
engine cylinder bores.

The following honing procedure providesa good quality

finish that allows maximum engine life and good oil
control.

1. Honing Machine Tool Set Up:

-
A. Honing rotational speed 170 rpm.

8. Honing stroke length - 142mm45.6) with 3.5"

stones. This providesabout30mm of overstroke
a?BQththe top and bottom ofthe cylinder bore.
Watch for interference between the honing
head and, the main bearing bore bulkheads
during set up.
. -
FIGURE 44. ,METHODS OF MEASURING WE
C. For first stage h-g, or rough honing, use a
DIAMETER OF A CYLINDER BORE soft (fast cutting) 150 grit silicon carbide stone.
D. For second stage honing, or finish honing, use a
medium hardness400 grit silicon carbide stone.
2. Honing Procedure: Deglazing Cylinder Bores
A. Hone the cylinders to their final size during the Deglaze the cylinder bores ifthere are no scuff marks
rough honing stage. If the cylinder block is and no wear or out of round beyond specifications
bored to an oversize before honing, .05 to before installing new rings. Deglazing gives a fine
.13mm (.002 to .005") of material should be left finish, but does not enlarge cylinder diameter, so the
after boring for clean up during the honing original pistons with new rings may still be used.
operation.

B. Check diameter of the cylinder bore regularly The reason for deglazing a cylinder is to provide
during honing. A dial bore gauge is the easiest cavities to hold oil during piston ring break-in.
method but a telescoping gauge can be used.
Check size at six places in the bore, measuring 1. Wipe cylinder bores with a clean cloth which has
twice at the top, middle and bottom 90 degree been dipped in clean, light engine oil.
apart. 2. Use a brush type deglazing tool with coated bris-
tle tips to produce a crosshatch pattern in the
C. Finish hone by installing the finishing stones cylinder bore.
into the cylinder and expanding until snug. Then 3. The deglazing tool should be driven by a slow
hone for 15 to 20 additional strokes at a medium speed drill. Move deglazing tool up and down in
to low feed rate. cylinder (10 to 12 complete strokes) rapidly
enough to obtain a crosshatch pattern as shown
D. Clem the cylinder bores thoroughly with soap, in Figure 46.
water and clean rags. A clean white rag should
not be soiled on the walls after cleaning is
complete. Do not use solvent or gasoline since
they wash oil from the walls and leave the metal
particles.

E. Dry the crankcase and coat it with oil.

3. Honing Results:

A. The recommended honing cross hatch pattern

is an included angle of 56 +
12 degrees
(Figure 45) when measured perpendicular to
the cylinder bore axis.
PRODUCECROSSHATCHSCRATCHES
8. Surface finish of the completed cylinder bores FOR FAST RING SEATING AVOID THIS FINISH
should range from .4 to 1.0 um Ra.
C-1015

FIGURE 46. CROSS HATCHlNG

4. Clean cylinder bore thoroughly with soap, water

and clean rags. Keep on cleaning until a clean
white rag shows no discoloring when wiped
through cylinder bore.

Never we garollne or commer-

IPCAUTK)(3 1/81 cleaner8 to c l a n cylinder
bore8 after degMng or honlng. These solvents
will not mmove abrasive8 from the walls. Abra-
8Ive8 not removed from englne will rapidly wear
rlngs, cylinder mllr, and baatfng rurfsces of all
lubdcated pnrtr.

FIGURE 45. CROSS HATCH ANGLE (MAGNIFIED)

Turbocharger

SUBJECT PAGE
Turbocharger ..........................................................14-1
Removal .............................................................14-1
Inspection ...........................................................14-2
Installation ...........................................................1 4 4
 TURBOCHARGER, REMOVAL
A turbocharger is used to boost the power output of Chonextorlor oIen111, turbocharger
an engine over that of a naturally aspirated engine by
increasingtheamount of air supplied to the cylinders.
/ auembIyyair Intake plplng, and 011
/In08 to pnwonf the mttanco of fonlgn mterlal Into
The turbocharger uses engine exhaust gases to drive engin0 8nd turbocharger durlng removal.
a turbine wheel mounted on a common shaft with a
radial air compressor impeller.
1. Remove air intake piping from turbocharger
compressor housing inlet and outlet.
The turbocharger feeds denser compressed air
directly into theengine intake. Thisallowstheengine 2. Remove exhaust pipe from turbocharger.
to burn fuel more efficiently and to deliver more
power per stroke from a given engine capacity. 3. Disconnect oil lines from turbocharger. Cover all
openings to prevent the entrance of dirt and
foreign material.

On some turbochargers a turbine bypass valve or 4. Remove hex nuts that secure turbocharger to
wastegate is used to control boost. Wastegate exhaust manifold.
operation is controlled by an actuator that senses
compressor discharge pressure and balances it 5. Remove turbocharger and gasket from exhaust
against a preset spring load. The wastegate valve manifold.
located in the turbine inlet passage diverts a portion
of the exhaust gas away from the turbine wheel to 6. After removal, using a vice, secure turbocharger
control shaft speed and compressor air output. at turbine inlet flange.
 INSPECTION To check radial play compressor, housing must be
removed.
General inspection can be done without removing 1. Mark relative position of compressor diffuser and
turbocharger. Inspect turbine wheel and compressor
compressor housing.
impeller for cracks, erosion, nicked or bent blade tips,
and broken or missing blades. Inspect housings for
rubbing, scoring, and erosion. If turbocharger damage Urn care to prevent damage to
or wear is evident, replacement or further disassembly rotatlng part8 of the turbo-
and repair is necessary. charger;avold rough handling. A turbochargerh
a pmcl$lon built p l ~ of
e equipment. Do not pry
Check for oil in exhaust outlet and turbo-to-intake on rotaf/ng components or $et turbocharger on
manifold piping. If oil is present it indicates a turbine wheel or compreuor impelhr.
restriction in air intake system or a turbocharger seal
failure. Remove any restriciton found in intake system. 2. Remove capscrews and clamping plates that
If no restriction is found remove turbocharger for secure compressor housing to compressor dif-
replacement or repair. fuser. Lift off compressor housing.

Check for free rotation of the turbine wheel and 3. Mount dial indicator on compressor impeller hub.
compressor impeller. If wheel and impeller do not
rotate freely, parts may be damaged, or foreign 4. Check shaft radial play by pushing impeller
material may be causing friction, in which instance towards and away from shaft centerline. Total
replacement or further disassembly and inspection is radial play should be within 0.30 mm to 0.46 mm
necessary. (0.012 inch to 0.018 inch).

If no damage or excessive friction is detected, check 5. Install compressor housing, checking the scribe
end (axial) play and radial play with a dial indicator. marks for proper alignment.

6. Install clamping plates and capscrews. Torque

compressor housing capscrews to 5.7 Nm-
Holret Bearing Clearance Inspection (4 Ft.-Lb.).

Mount dial indicator on end of turbocharger shaft. If end play and radial play are within the limits
Push shaft in one direction to take up end play. Set specified, turbocharger bearings and internal com-
dial indicator to zero and pull shaft in opposite ponents are within limits.
direction to obtain end play reaching. Total end-play
reading should'be0.10 mm to0.16 mm (0.004 inch to Removeturbocharger for replacement or repair if end
0.006 inch). play or radial play are not within the limits.

TURBOCHARGER
ASSEMBLY BOLT

RING
 Aimsearch Bearing Clearance Inspaction

With turbocharger removed from the engine, check Check thrust bearingfor end play (axial) clearanceas
journal bearings for radial clearance as follows: follows:

1. Remove retainingring (Figure 2) and slip actuator 1. Position a dial indicator on turbocharger so that
rod eye off wastegate lever pin. the indicator arm rests on end of turbine wheel
assembly.

2. Remove capscrews, elbow assembly, and gasket 2. Manually move compressor wheel and turbine
from turbocharger. wheel assembly as far away as it will go from the
dial indicator arm. Set dial indicator to zero.

3. Position a dial indicator on turbocharger so that

the indicator arm extends through oil outlet port 3. Manually move compressor wheel and turbine
and contacts turbine wheel assembly shaft. wheel assembly as far as it will go toward the dial
indicator arm. Record the maximum shaft move-
ment shown on indicator dial.
4. Manually apply pressure to the compressor and
turbine wheels to move the shaft as far away as it
will go from the dial indicator arm. Set dial 4. Manually move compressor wheel and turbine
indicator to zero. wheel asembly away from dial indicator arm. The
dial indicator should return to zero.

5. Manually push compressor and turbine wheels

toward dial indicator arm. Record the maximum 5. Repeat Steps 2, 3, and 4 several times to verify
shaft movement shown on indicator dial. that the maximum bearing end play clearance has
been measured.

To make sure the dial indicator reading is correct,

roll the wheels slightly in both directions while 6. If the maximum bearing end play (axial) clearance
applying pressure. is less than 0.03 mm (0.001 inch) or greater than
0.08 mm (0.003 inch), replace turbocharger or
have it repaired.
6. Manually apply pressure to the compressor and
turbine wheels to move the shaft as far away as it
will go from the dial indicator arm. The dial
indicator should return to zero.

7. Repeat Steps 4, 5, and 6 several times to verify

that the maximum bearing radial clearance has
been measured.

8. If the maximum bearing radial clearance is less

than 0.08 mm (0.003 inch) or greater than 0.15 mm
(0.006 inch), replace turbocharger or have it
repaired.
 INSTALLATION
Never replace a turbocharger without first estab- 8. Connect compressor inlet and outlet piping.
lishing the reasons for any previous failure. Connect exhaust piping. Check all joints for
possible leaks. Make certain that piping is not
1. Inspect air intake system and exhaust manifold placing any strain on torbocharger.
for foreign material and cleanliness.
9. Crank engine without firing until a steady flow of
2. lnspect oil drain line. Make certain line is not oil is coming out of oil drain line.
blocked.
to. Stop cranking and connect oil drain line to
3. lnspect oil supply line for restrictions, deteri- cylinder block.
oration, or leaks.

4. Clean turbocharger mounting flange surface and

mounting surface on exhaust manifold to make
certain that all of the old gasket has been removed.

5. Position new gasket on exhaust manifold. Gasket

IAWARNING can Contact with rotating machinery
cause serious personal in-
jury or death. Stay clear of rotating components
should not protrude into manifold opening. and ensure that air intake piping, air cleaner, and
exhaust pipe are in place and secured before
6. Install turbocharger on manifold. Secure with operating engine.
flatwashers and hex nuts. Torque hex nuts to
52 Nm (39 Ft.-Lb.). 1-1 Fomlgn object8 may be drawn
Into turbocharger If air Intake
7. Connect oil supply line. Connect oil drain line to plplng and alr cleaner are not In place. Forelgn
turbocharger. Leave oil drain line disconnected oblectt entering the turbocharger can came
at cylinder block at this time. srlous turbocharger or engine damage.
Onan Corporation Telex 29 0476 (U.S.)
1400 73rd Avenue N.E. Telex 29 0856 (outside US.)
Minneapolis. MN 55432 (612) 574-5000 TWX 91o 576-2833
Cable ONAN