【英】The+Repair+Manual+of+D12+Euro+II+Engine +D12发动机维修手册

R.EN.D12.34/38/42/46.
01
Repair Manual
Engine D12 (Euro II)
SINOTRUK No. 777 Hua'ao Road Jinan,

INTERNATIONAL Shandong Province, China, 250101
AFTER SALES SERVICE DEPARTMENT D12 Maintenance Manual
1st Edition -English-
R.EN.D12. 34/38/42/46.01
The D12 Engine (Euro II)
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PREFACE
This manual provides assistance in performing repairs correctly on vehicles and units and
reflects the known technical situation appertaining at the copy deadline.
This publication assumes that persons who use it possess the requisite technical
knowledge in repairing vehicles and units.
Pictures and the corresponding descriptions are typical one-time representations; they do
not always correspond to the unit to be repaired or its peripherals.
The repair jobs are divided up into chapters and sections. Each section starts with a page
of jobs to do in advance. The jobs to do in advance contain a summary of the main
prerequisites for the repair section in question. The detailed description of work can follow
the jobs to do in advance. Only the tightening torques for screw/bolt connections which
deviate from the standard are indicated in the repair sections.
Important instructions concerning technical safety and the safety of personnel are
specifically highlighted, as indicated below.
CAUTION
Type and source of danger
• Refers to working and operating procedures which must be followed exactly
in order to avoid exposing people to risk.
WARNING
Type and source of danger
• Refers to working and operating procedures which must be followed exactly
in order to avoid serious or irreparable damage to property.
NOTE
An explanatory note which is useful for understanding the working or
operating procedure to be performed.
Comply with general safety regulations when performing any repair work.
This repair manual is edited by SINOTRUK INTERNATIONAL.
We reserve the right to make modifications in the course of further development.
Reprinting, copying or translation, even of extracts, is not allowed without the written
approval of SINOTRUK. All rights under the copyright law are strictly reserved by
SINOTRUK. If any changes or modifications are made without the written approval of
SINOTRUK then SINOTRUK shall not be liable for any material defects attributable to the
unauthorized changes or modifications. SINOTRUK is not liable for any damage
attributable to unauthorized changes or modifications.
Best wishes from
SINOTRUK (Hong Kong) Limited.

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Content Page
CHAPTER ONE INTRODUCTION ................................................................................................ 4
SECTION I SAFETY INSTRUCTIONS .................................................................................. 4
CHAPTER TWO ASSEMBLING ESSENTIALS OF D12 ENGINE ............................................ 14

SECTION I PARTS TO BE PRE-ASSEMBLED ................................................................... 14
SECTION II PRECAUTIONS IN ASSEMBLING ................................................................ 16
SECTION III ASSEMBLING OF OTHER BASIC PATRS ................................................... 22
CHAPTER THREE TROUBLESHOOTING OF EURO II ENGINE ............................................ 49

SECTION I GENERAL .......................................................................................................... 49
SECTION II FALIURE OF STARTING ................................................................................ 49
SECTION THREE ABNORMAL SOUND FROM ENGINE ................................................ 56
SECTION IV PREMATURE ABRASION ............................................................................. 66
SECTION V TOO LOW PRESSURE OF ENGINE OIL ....................................................... 68
SECTION VI MIXTURE OF OIL AND WATER .................................................................. 72
SECTION VII POWER DEFICIENCY .................................................................................. 74
SECTION VIII HIGH WATER TEMPERATURE IN Engine ................................................ 78
SECTION IX WATER RETURN OF ENGINE...................................................................... 82
SECTION X DIESEL ON OIL PAN ...................................................................................... 84
SECTION XI BLACK SMOKES ........................................................................................... 85
SECTION XII WHITE SMOKES .......................................................................................... 88
SECTION XIII BLUE SMOKES ........................................................................................... 90
SECTION XIV SERIOUS COMSUMPTION OF ENGINE OIL .......................................... 93
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CHAPTER ONE INTRODUCTION
SECTION I SAFETY INSTRUCTIONS

General
Only trained personnel are allowed to perform operating, maintenance and repair work on
trucks, buses and coaches.
The following sections include summaries of important regulations, listed according to

major topics, which must be complied with. The intention is to provide the knowledge
needed to avoid accidents which could lead to injury, damage and environmental pollution.
Please note that these are merely brief extracts taken from various accident prevention
regulations. Of course, all other safety regulations must be followed and the necessary
measures must be taken.
Additional references to danger are contained in the instructions at points where there is a
potential danger.
Accidents may happen in spite of all precautionary measures having been taken. In such
an eventuality, obtain immediate medical assistance from a doctor. This is particularly
important if the accident involves skin contact with corrosive acid, fuel penetration under
the skin, scalding by hot oil, antifreeze spraying into eyes, crushing of limbs etc.
1. Regulations for preventing accidents leading to injury to personnel
Checking, setting and repair work

-Secure units during their removal.
-Support the frame when working on the pneumatic or spring suspension system.
-Keep units, ladders, stairs, steps and the surrounding area free from oil and grease.
-Only use tools that are in perfect condition.
-Only authorized technical personnel are entitled to perform checking, setting and repair
work.
Working on the brake system

-A dust extractor must be used if dust is released when working on the brake system.
-Perform visual, function and effectiveness checks on the brake system after carrying out
any work on it whatsoever. These checks must be made in accordance with the safety
inspection (SP).
-Check the function of ABS/ASR systems using a suitable test system (e.g. EOL).
-Collect any brake fluid that leaks out.
-Brake fluid is poisonous! Do not allow brake fluid to come into contact with food or open
wounds.
-Treat hydraulic fluid/brake fluid as hazardous waste!
Comply with the safety regulations for preventing environmental pollution.
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Working on vehicles with compressed natural gas (CNG) system

-Vehicles with a defective compressed natural gas system may not be brought into the
workshop. This also applies to vehicles whose engine cannot be switched off by
automatic emptying of the removal lines.
-When working on vehicles with a compressed natural gas system, set up a gas warning
device above the vehicle roof and in the engine compartment above the pressure
controller. Further gas warning devices must be carried by the persons working on the
vehicle.
-Smoking is not allowed in areas where work on vehicles with compressed natural gas
systems is carried out. All sources of ignition must be removed from these areas.
-Before carrying out welding work, the compressed gas tanks must be removed and the
gas-carrying lines must be flushed with inert gas.
-Compressed-gas tanks are only allowed to be exposed to temperatures up to 60℃ in
paint-drying booths. If the temperatures are any higher, the compressed gas tanks must
be removed or degassed using an inert gas such as nitrogen. The gas-carrying lines
must also be flushed with inert gas.
Working on the compressed natural gas (CNG) system

-Work on the compressed natural gas system may only be carried out by persons who
have been specifically trained to do so.
-The working area for the compressed natural gas system must be equipped with an
adequate ventilation system. The ventilation system must replace the air in the room with
new air at least three times per hour.
-After exchanging standard-fit components of the compressed natural gas system using
the prescribed procedures, check the assembly points for leaks. Perform these checks
using leak indicator spray or a gas warning device.
Operating the engine

-Only authorized personnel are permitted to start and operate an engine.
-Do not approach moving part of a running engine too closely and do not wear baggy
clothing. Use an extractor system if working in enclosed spaces.
-Danger of burns when working on engines at operating temperature.
-Danger of scalding when opening the hot cooling circuit.
Suspended loads
-People are not allowed to stand below suspended loads.
-Only use suitable lifting and gear that is in perfect working order. Use lifting devices with
sufficient load-carrying capacity.
Attachments and special bodies

-Comply with the safety instructions and regulations issued by the body builder in question
if attachments or special bodies have been fitted.
Working on high-pressure lines

-Do not attempt to tighten or loosen pipe lines and hoses when they are under pressure
(e.g. lubrication circuit, coolant circuit and hydraulic oil circuit): Risk of injury due to
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pressurized fluids emerging!
Checking injector nozzles

-Wear suitable protective equipment.
-Do not hold any part of your body under the jet of fuel when checking the injector nozzles.
-Do not inhale fuel vapors. Ensure that there is adequate ventilation.
Working on the vehicle electrical system

-Do not disconnect batteries when the engine is running!
-Always disconnect batteries when working on the vehicle electronic system, central
electrical system, alternator and starter! When disconnecting batteries, remove the
negative terminals first; when connecting batteries, fit the positive terminals first.
-Always use suitable test lines and test adapters when measuring at plug connections!
-If temperatures of over 80℃ are to be expected (e.g. in a drying oven after painting),
switch the battery master switch to “OFF” and then remove the control units.
-The chassis is not intended for use as an earth return! If attachments are to be fitted to
the vehicle (e.g. a wheelchair lift), additional earth (ground) lines with an adequate
cross-section must be fitted as well. Otherwise the earth connection may be created
along wire cables, wiring harnesses, gearbox shafts, gears etc. Severe damage could
result.
Be careful as battery gases are explosive!

-Ox hydrogen gas may form in enclosed battery boxes. Take particular care after long
journeys or after charging the batteries with a battery charger.
-When the batteries are disconnected this gas may be ignited by sparks produced by
other continuously operating consumers, the tachograph etc. that cannot be shut down.
Blow compressed air through the battery box before disconnecting the batteries!
-Always leave the batteries connected when towing the vehicle! Only tow the vehicle if the
check lamps are still dimly lit but the battery starting power is not reached. Do not use a
rapid-charger to jump-start the vehicle!
-Always disconnect the positive and negative leads before charging and rapid-charging
batteries!
-Do not rapid-charge lead-gel and maintenance-free batteries! (not in the case of
“maintenance-free acc. to DIN”) The maximum charging capacity is 10% of the indicated
capacity per battery. In parallel circuits, the capacity is increased, in accordance with the
total number of batteries connected in parallel.
-Risk of short-circuits due to incorrect battery polarity!
-Do not put metal objects (spanners, mole grips, etc.) on the batteries, since they may
connect the terminals together. Risk of short-circuit!
-Disconnect the batteries and recharge them every 4 weeks if the vehicle is not in use for
prolonged periods.
Caution! Battery acid is poisonous and corrosive!

-Wear appropriate protective clothing (gloves) when handling batteries. Do not tilt
batteries, acid may leak out. Similarly, do not tilt gel batteries.
-Measure voltage only using suitable testers! The input resistance of the measurement
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device must be at least 10 MΩ.

-Only disconnect and connect plug connections for electronic control unit when the
ignition is switched off!
Electric welding
-Connect the “ANTIZAP SERVICE SENTRY” protection device as described in the
instructions accompanying the device.
-If this device is not available, disconnect the batteries and connect the positive cable to
the negative cable in order to make a firm conductive connection.
-If the battery master switch is manually operated, move it to the driving position. If an
electronic battery master switch is fitted, bridge “Negative” at the load-disconnecting
relay contacts (jumper cable > 1mm2) and “Positive” at the load-disconnecting relay load
contacts. In addition, switch on many loads such as: starter switch (ignition) in driving
position, hazard warning lights switch “on”, lighting switch in “driving lights on” position,
ventilation blower in “maximum” position. The greater number of consumers are switched
on; the greater the protection. After completing welding work, first switch off all the
consumers and remove all jumpers (re-create original state), then connect the batteries.
-Always earth the welding equipment as close as possible to the welding area. Do not lay
the cables to the welding equipment in parallel to electrical cables in the vehicle.
Working on plastic tubes–Danger of damage and fire!

-Mechanical or thermal loading of plastic tubes is not permitted.
Painting
-If paint spraying is to be carried out, do not expose the electronic components to high
temperatures (max. 95℃) for more than brief periods; a time of up to 2 hours is
permissible at a maximum of 85℃. Disconnect the batteries.
Painting of screw connections in the high-pressure section of the injection system is not
permitted. The risk of dirt ingress is in the event of repairs.
Working with the cab tilted

-Keep the tilting area in front of the cab clear.
-Keep out of the area between the cab and the chassis during the tilting process. This is a
danger area!
-Always tilt the cab past the tilting point and secure the cab using a support rod.
Working on the air-conditioning system

-Refrigerant fluids and vapors represent a health hazard; avoid contact with them and
protect your eyes and hands.
-Do not drain gaseous refrigerants in enclosed rooms.
-Do not mix CFC-free refrigerant R 134a with R 12 (CFC) refrigerant.
-Dispose of refrigerant in accordance with regulations.
Working on the independent heater

-Before commencing work, switch off the heater and allow all hot components to cool
down.
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-Ensure that suitable collecting containers are available and no sources of ignition are
present when working on the fuel system.
-Keeping suitable fire extinguishing equipment nearby and within easy reach!
-The heater may not be operated in enclosed areas such as garages or workshops unless
an extractor system is used.
2. Notes on preventing damage and premature wear on units
General
-Units are only designed for their specified purpose - defined by the manufacturer
(designated use): Any other use is classified as not in accordance with the designated
use. The manufacturer is not liable for damage caused as a result of such other use. In
the event of such other use, the user alone bears the risk.
-Designated use also includes compliance with the operating, maintenance and repair
conditions specified by the manufacturer.
-The unit may only be used, maintained and repaired by persons who are familiar with it
and are fully aware of the risks.
-Arbitrary changes to the engine mean that the manufacturer is no longer responsible for
any damage incurred as a result of such changes.
-Similarly, tampering with the injection and control system can affect the unit’s
performance and exhaust-gas characteristics. This means that compliance with the
statutory environmental requirements is no longer assured.
-If malfunctions occur, determine the cause and remedy the problem immediately.
-Clean units thoroughly before repairs, ensuring that all openings where dirt is not allowed
to enter for safety or functioning reasons are closed.
-Never run a unit dry, in other words always make sure that it has been filled with oil
before running it.
-Never run engines without coolant.
-Apply a suitable information sign to units that are not ready to be operated.
-Comply with the specified maintenance intervals.
-Do not fill engine/gear oil above the maximum level mark. Do not exceed the maximum
permitted operational tilt.
3. Limited liability for parts and accessories
General
Only use accessories and genuine SINOTRUK parts that have been expressly approved
by SINOTRUK.
4. Regulations for avoiding injury and environmental contamination
Health protection precautions

Avoid prolonged, excessive or repeated skin contact with service products, excipients,
thinners or solvents. Protect your skin using a suitable skin protection agent or protective
gloves. Do not use service products, excipients, thinners or solvents to clean the skin.
Apply a greasy skin cream after cleaning your skin.
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Service products and excipients

Do not use food or drink containers for draining and storing service products or excipients.
Comply with local-authority regulations when disposing of service products and
excipients.
Coolant
Treat undiluted antifreeze as hazardous waste. Follow the instructions issued by the
relevant local authority when disposing of used coolant (mixture of antifreeze and water).
Cleaning the cooling circuit

Do not pour cleaning fluids and rinsing water down the drain if this practice is restricted by
specific local regulations. However, the cleaning fluid and rinsing water must, in all cases,
be passed through an oil separator with a sludge trap.
Cleaning the filter insert

When blowing compressed air through the filter insert, make sure the filter dust is
collected by a vacuum or is blown into a dust collection bag. Otherwise, use a respiratory
protection mask. Wear suitable rubber gloves or use a skin barrier cream when washing
out the insert, because cleaning agents have aggressive grease-dissolving
characteristics.
Engine/gear oil, filter cartridges, inserts and box-type filters, desiccant cartridges
Filter inserts, cartridges and box-type filters (oil and fuel filters, desiccant cartridges for the
air dryer) are classified as hazardous waste. Comply with local-authority regulations when
disposing of the above parts.
Used engine/gear oil

Lengthy or repeated skin contact with any type of engine/gear oil removes grease from
the skin. This can cause dry skin, irritation or skin inflammation. In addition to these
hazards, used engine oil contains dangerous materials which can trigger dangerous skin
diseases. Wear gloves, especially when changing the oil.
Handling AdBlue®
AdBlue® is a synthetically manufactured 32.5% urea/water solution that is used as a NOx
reduction additive for diesel engines with SCR catalytic converter. AdBlue® is not a
hazardous substance but does decompose into ammonium hydroxide and carbon dioxide
when stored for prolonged periods. Ensure good ventilation in the workplace when
working on the AdBlue® system. Do not eat, drink or smoke in the workplace. Avoid skin
and eye contact with AdBlue®, thoroughly wash your hands and use a skin protection
cream before taking breaks and before finishing work. If your skin comes into contact with
AdBlue®, wash the skin using water and a skin cleaner, change out of dirty clothes
immediately. If the skin is irritated, consult a doctor. If AdBlue® gets into your eyes, rinse
your eyes with water or an eye-rinsing products for at least 10 minutes, keeping your
eyelids open. Remove any contact lenses beforehand. If symptoms persist, consult a
doctor. If AdBlue® is swallowed, consult a doctor immediately. Store AdBlue® containers
closed in liquid-tight storage areas. The storage temperature must not exceed 25℃. Soak
up leaked or spilt AdBlue® using binding agent and dispose of in the correct manner.
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5. Special information for working on the common-rail system
General
-A jet of fuel can cut through the skin. The risk of fire is due to fuel atomization.
-Never undo the screwed connections on the fuel high-pressure side of the common-rail
system when the engine is running (high-pressure line from the high-pressure pump
to/on the rail and on the cylinder head to the injector). When the engine is running, the
lines are constantly carrying fuel under a pressure of 1800bar or more. Before the screw
connections are opened, wait at least one minute until depressurization has occurred,
using EOL to check the depressurization on the rail as necessary.
-Avoid standing near the running engine.
-Do not touch the live parts at the injector electrical connection when engine is running.
-Any changes to the original wiring can lead to the limit values specified in pacemaker
regulations being exceeded. Examples of such changes include non-twisted injector
wiring or the addition of the test box (contact box).
-There is no danger to operators and persons wearing a pacemaker if units with
SINOTRUK common-rail engines are used for their intended, i.e. approved, purpose.
-A jet of fuel can cut through the skin. And the risk of fire is due to fuel atomization.
-Never undo the screwed connections on the fuel high-pressure side of the common rail
system whilst the engine is running (injection line from the high-pressure pump to/on the
rail and on the cylinder head to the injector).
-Avoid standing near the running engine.
-When the engine is running, the lines are constantly carrying fuel under a pressure of
1800 bar or more.
-Before opening the screwed connections, wait for at least one minute so that the system
can be depressurized.
-If necessary, use SINOTRUK to check that the pressure in the rail has dissipated.
-Do not touch the live parts at the injector electrical connection when the engine is
running.
Danger of damage due to dirt ingress

-Diesel-injection systems consist of precision engineered components that are subject to
extreme loads. Due to this high-precision technology, it is necessary to ensure the
greatest possible cleanliness during all work on the fuel system.
-Even dirt particles over 0.2 mm can cause component failure.
Before commencing work on the clean side

-Clean the engine and engine compartment with the fuel system closed. Do not use a
powerful jet when cleaning electrical components.
-Drive the vehicle into a clean area of the workshop where none of the work causes dust
to be swirled up (sanding, welding, brake repairs, brake checks, performance tests etc.).
-Avoid air movements (possible swirling up of dust due to starting of engines, the
workshop heating/ventilation system, due to draughts etc.).
-Clean and dry the area of the still closed fuel system using compressed air.
-Use a suitable extractor unit (industrial extractor unit) to remove loose dirt particles such
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as paint chippings and insulating material.

-Areas of the engine compartment from which dirt particles could become detached, e.g.
tilted cab, engine compartment in bus motors, must be covered with a new, clean
covering foil.
-Wash your hands before starting to strip down the system and wear a clean set of
overalls.
After opening the clean side

-The use of compressed air for cleaning is not permitted.
-During assembly, remove loose dirt using a suitable extractor unit (industrial extractor
unit).
-Only lint-free cleaning cloths are allowed to be used on the fuel system.
-Clean tools and equipment before commencing work.
-Only use tools that show no signs of damage (cracked chrome coatings).
-Do not use any materials such as cloths, cardboard or wood when removing and
installing components, because these can give off particles and fibers.
-If any paint flakes off when connections are loosened (e.g. if they have been painted
over), these paint flakes must be removed carefully before completing the unfastening of
the screw connection.
-All parts removed from the clean side of the fuel system must immediately have their
apertures sealed with suitable plugs.
-This sealing material must be packed to protect it from dust before it is used, and must be
disposed of after one use.
-Following this, the components must be carefully stored in a clean, sealed container.
-Never apply used cleaning or test fluids to these components.
-New parts must not be removed from their original packaging until immediately before
use.
-Work on removed components may only be carried out in a suitably equipped workplace.
-If removed parts are shipped, always use the new parts original packaging. It is
mandatory to comply with the following additional instructions during work on bus
engines:
Danger of damage due to dirt ingress

-Before opening the clean-side fuel system:
Clean the parts of the engine around the rail connections, injection lines, rail and valve
cover with compressed air.
-Remove the valve cover and then clean the part of the engine around the rail connections,
injection lines and rail again.
-Only loosen rail connections at first:
Release the union nuts of the rail connections and unscrew by 4 turns.
Raise the rail connections using a special tool.
Reason: only remove the pressure-pipe tubes completely once the injectors have been
removed so that no dirt can fall into the injectors from above.
-Remove the injectors.
-After removal, rinse out the injectors with a cleaning fluid, making sure that the
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high-pressure connection hole is facing downwards.

-Remove the rail connections by unscrewing their union nuts.
-Clean the injector hole in the cylinder head.
6. Limp-home program for units with electronic control units
General information
The units have an electronic control system that monitors the unit as well as itself
(self-diagnosis).
As soon as a malfunction occurs, the malfunction is evaluated and one of the following
measures is implemented automatically:
-Output of a fault message with fault code.

-Switchover to suitable default functions for further operation, albeit with restrictions. Have
malfunctions remedied by SINOTRUK after-sales immediately.
-If EOL is used, the fault code is output directly.
7. Installation instructions
Installation of piping
-Mechanical deformation of piping is not permitted when performing installation work-risk
of fracture!
Installation of gaskets
-Only use genuine SINOTRUK seals
-Make sure the surfaces to be sealed are undamaged and clean.
-Do not use adhesives or sealing compounds. If necessary, to facilitate installation, use a
little grease to stick the seal to the part to be mounted.
-Tighten the bolts evenly to the specified tightening torque.
Installation of O-rings
-Only use genuine SINOTRUK O-rings.
-Make sure the surfaces to be sealed are undamaged and clean.
Engine overhaul
-A range of very different factors affect the engine service life. It is therefore not possible to
indicate the exact number of operating hours or miles before a major overhaul is due.
-In our judgment, it is not advisable to open an engine or perform a major overhaul if the
engine has good compression values and the following operating values have not
changed significantly since they were measured and taken during the initial start-up:
-Charge pressure
-Exhaust temperature
-Coolant and lubricating oil temperature
-Oil pressure and oil consumption
-Smoke characteristics
The following criteria have a major influence on the engine service life:
-Correct power setting for the application type
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-Correct installation
-Approval of the installation by authorized personnel
-Regular maintenance as per the maintenance schedule
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CHAPTER TWO ASSEMBLING ESSENTIALS OF D12

ENGINE
SECTION I PARTS TO BE PRE-ASSEMBLED

1. Heat the front gear of crankshaft as specified to 190°C and then press the crankshaft in
with special tools.
Crankshaft
Front gear of crankshaft
Fig. 3.1 Installing of Crankshaft Gear
2. Crankshaft belt pulley, shock absorber and washer should be preinstalled. The
tightening torque to the bolts of shock absorber should be 25~35 N·m. Don’t install the
shock absorber and the washer inversely.
Washer
Shock
absorber
Crankshaft belt pulley
Fig. 3.2 Installing of Crankshaft Belt Pulley and Other Parts
3. When pre-installing the connecting rod of piston, make sure the oblique cutting port at
the big end of connecting rod is near the oil inlet hole (big hole).
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Fig. 3.3 Preinstalling of Connecting Rod Group of Piston
4. Pre-installing of lower bonnet of rocker arm bonnet: press the oil seal of high-pressure
oil pipe with special tools into the oil seal seat of lower bonnet of rocker arm bonnet; make
sure the installation direction to the seal ring of lower bonnet.
Skeleton oil seal
Rocker arm bonnet
Seal ring
Fig. 3.4 Preinstalling of Lower Bonnet of Rocker Arm Bonnet
5. Pre-installing of fuel injection pump:

Screw down the oil injection pump and the oil injection pump flange with bolts that daubed
with loctite sealant 242. Tightening torque: 55~65 N·m.
Press the semi-round key into the oil supply pump camshaft and install the O-ring, the
drive gear of oil injection pump onto the oil injection pump. Daub the fastening nuts with
loctite sealant 242. Tightening torque: 180~195 N·m.
Screw down the oil injection pump and the oil injection pump support with bolts that
daubed with loctite sealant 242.
Before installing, daub some oil on the surface of O-ring.
Fig. 3.5 Installing of Fuel Pump
6. Pre-installing of oil cooler cover: install the bypass valve of oil cooler into the oil cooler
cover, daub the thread of screw plug with loctite sealant 242, install water drain screw plug
with its thread daubed some loctite sealant 242.
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Screw plug Bypass valve
Oil cooler cover
Water drain screw plug
Fig. 3.6 Preinstalling of Oil Cooler Cover
7. Pre-installing of air compressor: at first, install the drive gear of air compressor onto the
air compressor. Daub the fastening nuts with loctite sealant 242. Tightening torque:
250~290 N·m.
Gear of air compressor
Fastening nut
Fig. 3.7 Installing of Air Compressor
SECTION II PRECAUTIONS IN ASSEMBLING

1. Install the crankcase and knock the positioning pin in. It is necessary to jam the two
holes in the crankcase with bolts to avoid any oil leakage.
Fig. 3.8 Installing of Positioning Pin of Crankcase
2. When installing the connecting rod of piston into the cylinder block, pay attention to the
direction of connecting rod of piston, make sure the oblique cutting port at the big end of
connecting rod face the side of oil pump and seen from the top, the arrow at the top of
piston faces the front end of engine (the end of water pump); from the bottom, the oil-in
hole (big hole) of piston faces the nozzle of cylinder block.
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Oblique cutting port at
the big end
The side of
oil pump
Fig. 3.9 Installing of Connecting Rod of Piston
Transitional plate of flywheel

casing
Positioning pin
The middle gear shaft hole as

positioning hole
Fig. 3.10 Installing of Transitional Plate
3. After three minutes, daub some loctite sealant 510. Before daubing, knock the
positioning pin in at the left lower side and then install the transitional plate of flywheel
housing, position with the middle gear shaft or special tools and screw down the
transitional plate bolts. Tightening torque: 40 N·m ~60 N·m. Turn by an angle of 120°. The
after-tightening torque should lie in the range of 110 N·m ~140 N·m. After installing the
transitional plate, install the flywheel housing, oil pump and air compressor at the same
shift time to prevent the loctite sealant from drying, which will fade the sealing
performance.
4. Installing of camshaft gear, middle gear and rear gear of crankshaft
Install the crankshaft first, set the piston of the first cylinder at the upper dead point of
compression, align the camshaft gear with the positioning pin of camshaft and press it in.
Align the small hole in the camshaft gear with a small hole in the transitional plate of
flywheel housing, install the positioning bolts and screw down the fastening bolts of
camshaft gear at a tightening torque of 32 N·m.
Install the middle gear shaft, middle gear assembly and the thrust plate of middle gear
(with its surface daubed on with lubrication oil) together onto the transitional plate of
flywheel housing, align the marked tooth in the middle gear with the marked tooth (A in the
figure) in the rear gear of crankshaft. Now the mark on the middle gear hub is aligned with
the one on the camshaft gear (B in the figure) and the marked tooth of camshaft gear is
aligned with the small hole in the transitional plate. Screw down the fastening bolts of
middle pinion shaft. Tightening torque: 105 N·m.
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Middle gear
Thrust palte
Middle gear shaft
Camshaft gear
Crankshaft
gear
Fig. 3.11 Installing of Gear System
Check to ensure the backlash between the camshaft gear and the middle pinion lies in the
range of 0.030 mm ~0.299 mm and the backlash between the rear gear of crankshaft and
the middle gear lies in the range of 0.028 mm ~0.333 mm.
Fig. 3.12 Installing of Gear System
5. Installing of flywheel:
Degrease the joint surface between the flywheel housing and transitional plate of flywheel
housing, and daub some loctite sealant 510 after three minutes. The supporting surface to
and the thread of the fastening bolts of flywheel housing should be daubed with lubrication
oil. Tightening torque: the first time, 40 N·m~60 N·m; the second time, rotary angle
120°±5°. The after-tightening torque should lie in the range of 110 N·m ~140 N·m.
Press the rear oil seal into the flywheel housing with special tools.
6. Installing of front cover:
Degrease the joint surface between the front cover and the cylinder block; daub some
loctite sealant 518 after three minutes. Screw the fastening bolts of front cover one by one.
The fastening bolts should be daubed with loctite sealant 242.
Press the front oil seal into the front end of crankshaft with special tools.
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Flywheel casing Rear oil seal
Fig. 3.13 Installing of Flywheel Casing
Front cover
casing
Front oil seal
Fig. 3.14 Installing of Front Cover
7. Installing of rocker arm seat and rocker arm shaft. After installing the cylinder head,
position the rocker arm seat with the two positioning pins in bottom land of rocker arm seat
and install it; position the rocker arm shaft with the two positioning pins in top land of
rocker arm seat and install it. Check to see whether they are installed properly. Any parts
which are not installed properly are allowed to be knocked in by mallet. Screw with bolts at
a tightening torque of 74±5 N·m.
Rocker arm shaft
Rocker arm seat
Fig. 3.15 Installing of Rocker Arm Seat and Rocker Arm Shaft
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8. Installing of oil pump. Install the oil pump prior to the front cover. Knock two positioning
pins into the front end of engine body, put the O-ring flatly into the oil pump and then install
oil pump.
O-ring
Positioning
pin
Oil pump
Fig. 3.16 Installing of Oil Pump
9. Installing of air compressor. Degrease the joint surface between the air compressor and
the transitional plate of flywheel housing, and daub some loctite sealant 510 after three
minutes. Install the O-ring flatly into the air compressor and then install the air compressor
onto the flywheel housing. The tightening torque to the blots of air compressor flange: 40
N·m.
Air compressor
O-ring
Fig. 3.17 Installing of Air Compressor

10. Installing of water pump and thermostat
Before installing the water pump, install the O-rings in the water inlet/outlet of water pump
and air-take-off port of oil-gas separator flatly (as specified in the figure) and then install
the water pump into the engine body. The tightening torque to the blots of water pump: 40
N·m.
Install the thermostat, then the O-ring into the thermostat and later the casing body.
Attention: don’t install the O-ring and the thermostat inversely.
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Thermostat casing
O-ring
Thermostat
Air-take-off port of oil-gas
separator
Water inlet of water pump
Water outlet of water pump

Water pump
Fig. 3.18 Installing of Cooling System

11. Installing of oil cooler and cooler cover
At first, install the O-rings flatly in the inlet/outlet and then install the oil cooler.
The O-rings in the bypass valve should be installed flatly. The bolts of cooler cover should
be screwed down from the center to the both sides.
Degrease the joint surface between the oil cooler cover and the cylinder block, and then
fold them. Daub some loctite sealant 518 onto the joint surface with special
sealant-spreading tools after three minutes.。
Oil cooler
Oil cooler
Fig. 3.19 Installing of Oil Cooler and Cooler Cover

12. Installing of fuel injection pump
The installing of oil injection pump should be prior to the installing of high-pressure fuel
pipe. Adjust the mark of flywheel to 13° before TDC of the first cylinder, and then install
the fuel injection pump onto the transitional plate of flywheel housing to get the two
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marked teeth in the oil pump gear aligned with the small hole at the flywheel’s side on the
transitional plate of flywheel housing. And at the same time, align the breakup of oil pump
flange with the small hole at the fuel pump’s side on the transitional plate, screw down the
fastening flange bolts of fuel pump. The fastening bolts should be daubed with loctite
sealant 242. Tightening torque: 55~65 N·m. Finally screw down the fixing bolts of oil pump
Align the breakup of fuel pump

flange with the outside hole of
bracket and support.
Align the center between the two

marked teeth in the fuel
pump gear with the
transitional plate
SECTION III ASSEMBLING OF OTHER BASIC PATRS

1. Cleaning of the Engine Body
Clean the engine body, especially clean the oil duct and water jacket with special brush,
and blow them clean with compressed air, and clean each surface. Wipe the cup plug hole
with cloth. Daub the camshaft, the cup plugs of the main and auxiliary oil duct with 271
sealing adhesive.
Knock it into the cup plug with the rapping bar, and get rid of the redundant sealing
adhesive on the surfaces. Knock reversely the cup plug of the auxiliary oil duct at the rear
end face of engine body. All the cup plugs should be flat, plain and 0.20~0.40 mm below
the machining surface of engine body. Sleeve the connecting swivel nut of the oil inlet pipe
of supercharger with sealing gasket, daub a little of thread sealant and tighten it into the
screw hole of main oil duct at the rear end face of engine body.
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2. Assembling of the Cylinder Liner
Check the upper thrust port of cylinder liner bearing hole, trim the bur, wipe the cylinder
liner bearing hole and the upper thrust port etc. with cloth, and daub the cylinder liner
bearing hole and the outside wall of cylinder liner thinly with a bed of molybdenum
disulfide (MoS2) power.
After putting the cylinder liner into the cylinder liner bearing hole and tuning it properly,
press it into the engine body slowly and smoothly without too much effort by hands or
special tools. No automatic falling in.
There must be no foreign
matters.
Check the cylinder liner after the pressing to make sure it is 0.05~0.10 mm above the
surface of engine body.
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The cylinder liner is 0.05~0.10 mm above the
surface of engine body.
3. Reverse the cylinder body by a degree of 180o, disassemble the crankcase, knock the
positioning pin into the combination parts of oil nozzle, and fit the combination parts of oil
nozzle into the auxiliary oil duct of engine body by hollow bolt, red copper gasket or
compounded gasket and tighten it (tightening torque 40-50 N·m).
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4. Daub some oil in the camshaft bores, wipe the camshafts and fit them into the engine
body. Before installing all the bearings completely, daub some cleaning oil on their journal.
Installing the thrust plate of camshaft on the camshaft bearing at the front end face of
engine body with two 242-thread-glue-daubed bolts, and tighten it. The axial clearance of
camshaft should be 0.1~0.4 mm. Turn the camshaft with hand to make sure there is no
seizure.
5. Wipe the seven main bearing holes, install the main bearing shells, and daub some
cleaning oil on the round face inside the shells. Attention: do not install the shells
mistakenly; the one with the oil groove and oil hole is the upper one.
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7. Daub some butter on the two pairs (upper and lower) of thrust plates, and install them
on the either side of the s main bearing hole respectively. Attention: the oil groove shall
face outwards. Sleeve two O-shaped rubber seal rings respectively at the ports of oil duct
hole of the second and third main bearings.
8. Install the crankshaft on the upper engine body, and daub some cleaning oil on the
main journal of crankshaft.
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Install the upper thrust bearing into the gallery between the crank and main bearing sea.
Trim the bur out of the upper and lower joint surfaces of engine body with oil stone and
wipe it clean with cloth (degrease with 755 cleaning agent or industrial alcohol). Daub 510
surface sealing adhesive moderately and evenly on the upper and lower joint surfaces of
engine body.
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9. Join the upper and the lower engine bodies together, knock the three positioning pins in
when the two parts well fit. Tap three openings evenly with chisel around the pin holes for
the purpose of safety.
Dip the 14 main bearing blots with oil and install them into the main bearing screw holes.
Tighten them evenly twice in turn from the center to the two ends. Tightening torque: the
first time, 140N·m; the second time, turn 120 o; the third time, turn 90 o. Turn the crankshaft
with hand to make sure it is flexible and without seizure. Ensure the axial clearance of
crankshaft is 0.116~0.297 mm, rotary torque≤50 N·m. Tighten the hexagonal bolts at both
sides of the lower engine body.
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Attention: Tighten mounting bolts of crankcase should follow the sequence shown
in picture.
Smear thread locking adhesive to outer edge bolts, and tighten them to 20-30 N·m.
10. Plug oil gallery with bolts.
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11. The joint at inner liner of the third oil ring is 180° off the opening of the oil ring. The
inner cutting surface of the first air ring, i.e. the one with the installation mark should be
upwards. The opening is more than 30° off the piston pin axis. The opening of the
second piston ring is 120°off the first air ring and 30°off the axis of piston pin at the other
side. The opening of the third piston ring is 60°off the first air ring and 30°off the center
line of piston pin.
Install the piston ring. The joint at inner liner of the third oil ring is 180°off the opening of
the oil ring. The inner cutting surface of the first air ring, i.e. the one with the installation
mark should be upwards. The opening is more than 30° off the piston pin axis. The
openings of the third piston ring are 120°off each other. Remember: the first and second
air rings shall have their surface with the installation marks upwards (TOP).
Wipe the big end of connecting rod and the shell cover, install the connecting rod shell.
Spread some cleaning oil, wipe the cylinder liner, then daub some cleaning oil again and
turn the crankshaft to the corresponding location. Spread some cleaning oil on the
connecting rod journal of crankshaft, piston pin, piston ring, piston skirt and other friction
surfaces. Install the connecting rod group of piston into the cylinder liner with special tools.
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Face the oblique cutting port at the big end of connecting rod towards the side of oil cooler,
and install the connecting rod shell cover in pairs with the same machining numbers. Do
not exchange them nor change their directions.
Dip the connecting rod bolt with oil, fit it in and tighten it twice: the first time, 120 N·m; the
second time, rotary angle 90°. The tightening torque should be in the range of 170~250
N·m after tightening. Attention: the connecting rod bolt is only available for use once!
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Check to ensure the opening gap among the big end of connecting rod of each cylinder
and the connecting rod journal are 0.15~0.35 mm. Turn the crankshaft to ensure there is
no jams.
12. Clean and wipe the two front-end joint surfaces between the oil pump and the engine
body. Get the sealing gasket of oil pump daubed with butter and stick it to the right position
at the front end face of engine body. Insert the center pin of oil pump, align the position of
the oil pump, tighten the readied oil pump with bolt, and then remove the center pin. (50
N·m)
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Smear front cover and install it, and smear thread-locking adhesives to the bolt tighten
them.
13. Installing the fun flange, and the front seal of crankshaft.
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14. Installing auxiliary studs of cylinder with thread-locking adhesives.
15. Installing tappets.
16. Installing the water pump and the thomestate ass.
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17. Installing the flywheel shell transition plate.
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18. Installing the camshaft timing gear.
19. After installing the crankshaft rear gear, rotate the first cylinder piston to the TDC,
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press the camshaft gear in the camshaft alignment the positioning pin, and align the gear
mark to the transition plate mark. Install the bolt and tightening torque is 32N·m.
20. Put the intermediate gear shaft, intermediate gear assembly, intermediate gear thrust
plate (surface should be coated oil) together to the flywheel shell transition plate, Let the
intermediate big gear mark align to the crankshaft rear gear mark (diagram A) and align
the intermediate big gear rim mark to the camshaft gear mark (diagram B). Align the
camshaft gear mark to the transition plate mark. Tighten the intermediate gear bolts and
the tighten torque is 105N·m.
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Check the camshaft gear and intermediate small gear meshing clearance, should be in
0.030 mm to 0.299 mm; Check the crankshaft gear and the intermediate big gear meshing
clearance, should be in 0.028 mm to 0.333 mm.
21. Installing the flywheel housing. And glue the compressor installation surface.
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22. Installing the compressor.
23. Installing the rear seal of crankshaft.
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25. Installing the fuel injection pump. Firstly, align the mark on flywheel shell with the mark
on the flange of injection pump. Secondly, align the mark on the shell with the mark on
input gear of injection pump.
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26. Installing fuel filter on the engine body.
27. Installing the oil cooler and cooler chamber cover.
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28. Installing the gaskets and cylinder heads, mounting the king bolts with oil lubrication
and the auxiliary nuts with lock-tie 262.
Tighten king bolts to 60 N·m, then tighten auxiliary nuts to 25 N·m.
Screw the main bolts 120°±5°follow the picture.
Screw the assistant studs nuts 120°±5°follow the picture.
Screw the main bolts 120°±5°follow the picture again.
Screw the assistant studs nuts 120°±5°follow the picture again.
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Attention: Tighten mounting bolts and nuts of cylinder heads should follow the
sequence shown in picture.
29. Installing air inlet pipe.
30. Installing push rods.
Installing injectors.
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Installing valve bridges.
Put six valve covers on cylinder heads.
Installing the rocker seat.
Installing injector seals
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Connecting high pressure pipes
Installing the valve rocker shafts and valve rockers.
31. Adjusting the valve clearance follow tow times measure as shown in blew picture.
33. Installing the exhaust pipes.
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Installing the changer
34. Connecting water pipes of compressor
Installing cylinder head covers.
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34. Installing the shock absorber.
Installing the generator and AC-compressor. Mounting the belts.
35 Installing the oil filling port and oil pan.
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36 Mounting all the other parts to finish assembling the engine.
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CHAPTER THREE TROUBLESHOOTING OF EURO II

ENGINE
SECTION I GENERAL
The cause of diesel engine malfunction is various. One cause can make the diesel engine
show various abnormal phenomena. Besides, one malfunction phenomenon may result
from various causes. Usually, the methods of watching, hearing, touching, smelling, etc.
are used for check and judgement of malfunctions, and they are executed from simple to
complex as well as from outside to inside. When doing troubleshooting, judge the property
of the malfunction and comprehensively analyze each phenomenon based on the
features of the malfunction to find their interrelations. Finally, find the real causes of the
malfunction by checking from easy phenomenon to difficult phenomenon and tracking
down by following clues. And then suit the remedy to the case and solve them by
classification. For the causes of the malfunction that cannot be found immediately, run the
diesel engine in low speed to observe and analyze the malfunction to find the causes on
the premise that serious accidents may not happen. Do not remove blindly and replace
without consideration, which may result in complication of the problem.
We will describe some typical malfunctions together with common causes of the
malfunction and troubleshooting methods in the following text.
SECTION II FALIURE OF STARTING
I. Circuit Problems
1. Malfunction phenomenon: Failure of starting, with clatter sound when starting.
Cause: It may be caused by insufficient electricity of battery or looseness of joints, which

lead to incapacity of the starter and low rotation speed of diesel engine. Finally, the diesel
engine cannot start. Measure the positive and negative voltage of the battery with
universal meter.
Troubleshooting: Charge the battery or fasten the joints.
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2. Malfunction phenomenon: Failure of starting, no response when the starter is

applied.
Cause: It may be caused by the damage of starter. Remove the starter and connect it to a
new battery, check whether it starts.
Troubleshooting: Do the replacement.

applied.
Cause: It is caused by the damage of starter relay. Check it with universal meter.
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applied.
Cause: Except for the causes from starter itself and the relay, it is caused by poor contact
of key switch. Measure it by directly connecting the battery to the relay.
II. Fuel System
1. Malfunction phenomenon: Failure of starting, no response of the starter.
Cause: It is caused by too low environment temperature and dense engine oil viscosity,
which lead to the increase of resistance and reduction of rotation speed. Draw out the
engine oil rule and feel the engine oil viscosity with hands.
Troubleshooting: Bake the oil sump with fire. Increasing oil warm-up unit will be better.
2. Malfunction phenomenon: Failure of starting, normal operation of the starter, but

no oil in the high-pressure oil circuit.
Cause: Wrong diesel grade. Opening the diesel tank, you can find that the diesel surface
is frozen or with thick wax.
Troubleshooting: Replace it with low temperature diesel, clearly remove the wax in the oil
circuit.
3.Malfunction phenomenon: Failure of starting, normal operation of the starter,

small quantity of oil out of high-pressure oil circuit.
Cause: The low-pressure oil circuit is blocked. Check whether the oil feeding screen of oil
delivery pump is blocked, whether there is dirt in the oil-in valve of oil delivery pump and
whether the valve surface is leveling. Check whether the oil outlet pipe of oil tank is
blocked.
Troubleshooting: Clear them away.
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Keep the leveling of

Clean the the valve
dirt
4. Malfunction phenomenon: Failure of starting, normal operation of the starter, oil

out of the high-pressure oil circuit and nearly to start.
Cause: There is air in the low-pressure fuel system.
Troubleshooting: Loosen the bolt on the oil return pipe of injection pump, press hand oil
pump to drain out air in the oil circuit and oil pump body. When there is no air bubble
coming out of the overflow diesel, the air is completely removed.
5. Malfunction phenomenon: Failure of starting, normal operation of the starter, no

oil out of the high-pressure oil circuit, oil exists in low-pressure oil circuit, oil return
sound from oil tank.
Cause: The pressure of overflow valve of injection pump is too low, the specified value is
1.0~1.2 100kpa. The diesel delivered by the oil delivery pump will flow back into the oil
tank through the overflow valve because of low pressure, which may cause no storage of
oil in the low-pressure oil chamber.
Troubleshooting: Replace it or draw out the spring.
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6. Malfunction phenomenon: Failure of starting, normal operation of starter, small

quantity of oil out of high-pressure oil circuit, without smoothness.
Cause: The diesel cleaner is blocked. Clean or replace the cleaner core;
Troubleshooting: Clean or replace diesel cleaner.
7. Malfunction phenomenon: Failure of starting, normal operation of starter, oil

exists in high-pressure oil circuit, and black smoke exists in exhaust pipe.
Cause: Seriously bad atomization of oil ejector. Make experiment on the experimental
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bench.
Troubleshooting: Clean or replace diesel ejector.
8. Malfunction phenomenon: Failure of starting, normal operation of the starter, oil

out of the high-pressure oil circuit and nearly to start.
Cause: Insufficient starting oil quantity of injection pump. Make test on the bench.
Troubleshooting: Check it on the test bench and adjust the injection pump assembly,
adjust starting oil quantity. Or replace oil pump.
III. Advance Angle
Malfunction phenomenon: Failure of starting, normal operation of the starter, oil out of
high-pressure oil circuit, and with black or white smoke.
Cause: Running-off of advance angle when initially supplying oil.
Troubleshooting: Advance or delay oil supply time according to the working conditions of
the diesel engine, turn the flywheel to zero degree, then the sixth cylinder is in the junction
situation of ascending of exhaust valve and descending of intake valve, which shows that
the first cylinder is in the expansion beginning point.
For the flywheel end: Turn the flywheel to the required initial oil supply advance angle (13
degrees) in clockwise, when operating, turn the flywheel over the mark and then turn back
to the corresponding mark.
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If it is staggered, loosen the fastening bolt on the upper angle regulating plate of coupling,
turn the advancer from left and right side to align the mark, paint screw sealant on
fastening bolt and screw to fasten it;
IV. Exhaust Butterfly Valve
Malfunction phenomenon: Failure of starting, normal operation of the starter, oil out of the
high-pressure oil circuit and nearly to start.
Cause: Exhaust butterfly valve is not closed normally, which lead to non-operation of oil
cut-off cylinder with throttle cable.
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SECTION THREE ABNORMAL SOUND FROM ENGINE
I. Abnormal Sound from Connecting Rod Bearing Shell

When using main bearing shell and connecting rod bearing shell of WD615 series diesel
engine, problems won’t occur if engine oil grade is correct, maintenance is regular and the
operation is proper. However, abnormal sound from connecting rod bearing shell also may
be caused by improper use and maintenance.
Malfunction phenomenon
(1) When the engine accelerates suddenly, there is clear and continuous knock sound,
and the sound is clear, short and strong, it is stronger as the speeding up of the rotation
speed of the engine and the increase of the load;
(2) The sound hardly changes when the temperature of the engine changes;
(3) When the engine is running in idle and medium speed, the “cling-clang” sound can be
heard;
(4) When doing oil cut-off test, the sound obviously decreases.
Cause
(1) Poor lubrication. The matching clearance between the journal and bearing shell does
not conform to the standard. The engine oil grade is wrong. Common diesel engine oil is
added, which results in poor lubrication and faster wear of bearing shell, so as to burn the
bearing shell. Besides, large quantity of leakage of the engine oil from the pipeline leads
to the burning of the bearing shell.
(2) Wear of the inner hole of connecting rod big end, running-off of bearing shell, blocking
of oil hole, elliptical journal, bad connection of the bearing shell and journal.
(3) Quality or installation problems of the bearing shell lead to its deformation, which
cause the falling-off of alloy and the burning of the bearing shell.
Judgment of malfunction and troubleshooting

(1) Oil cut-off test from one cylinder to another. When shaking throttle from idle speed to
medium speed, the sound increases as the speeding up of the rotation speed of the
engine. When shaking throttle slightly, “cling-clang” sound can be heard, and the sound is
clear at the moment of oil filling, while it decreases as the cut-off of the oil. At the moment
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of recovering oil supply, the sound increases. It can be judged that it is the sound from
connecting rod bearing shell when hearing the above mentioned sound;
(2) When taking off the cover on the oil filling opening, strong “clang” sound can be
heard.
(3) When the vehicle is running, and increasing throttling or shifting low speed gear to
high speed gear, “clang” sound can be heard from the engine.
Note: The above three situations show that the malfunction of burning of bearing shell, but
the crankshaft is not locked and it can rotate. If “chirp” sound is heard when the vehicle is
running, the bearing shell is burning-out because of shortage of lubrication, and the
vehicle must be stopped at once. Otherwise, if the crankshaft is locked, the repair will be
more difficult and the cost will be more expensive
II. Abnormal Sound from Main Bearing Shell
The abnormal sound from WD615 diesel engine occasionally is mainly judged by hearing
the sound.
(1) When the engine speeds up suddenly, there is obviously heavy sound, and the engine
body shakes;
(2) The sound is stronger as the speeding up of the rotation speed of the engine and the
increase of the load. It is independent of the changing of the engine temperature;
(3) For the oil cut-off test, there is almost no change when cutting off oil in single cylinder,
while cutting off oil in the next two cylinders at the same time, the sound obviously
decreases;
(4) The oil pressure of the engine obviously decreases.
Cause
(1) The matching clearance between the main bearing shell and main journal is
loosening because of the wear of bearing shell;
(2) Poor lubrication;
(3) Large axial clearance of crankshaft, deformation of crankshaft, etc.
(4) Viewing from several damage examples of bearing shell of the engine, the burning of
bearing shell of the engine is mainly caused by wrong operation, including:
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Wrong engine oil grade or running off of large quantity oil because of breakage of oil
cleaner; the burning of bearing shell because of the decrease of engine oil viscosity
caused by long time over-load operation which results in high oil temperature. In a word,
the burning of bearing shell hardly happens with proper use, maintenance and curing.
Judgment of malfunction and troubleshooting

(1) When the engine runs in medium speed, shake throttle with hands and increase
throttle test again and again, the sound is heavy and stifling, and it increases as the
increase of the rotation speed of the engine; when filling oil by shaking throttle, the sound
is clear and the engine is shaking. These are the sound from main bearing shell of the
crankshaft.
(2) The sound is clear when the engine runs in medium speed or idle speed, the engine
body shakes when running in high speed and the pressure of engine oil decreases
obviously, which show the malfunction of looseness of main bearing shell, falling-off and
burning of alloy.
(3) When taking off the cover on the oil filling opening, there is no change when cutting
off oil in single cylinder, while cutting off oil in the next two cylinders, the sound decreases
or disappears.
(4) Hearing the sound with sound probe, the sound from both sides of the block is fairly
strong.
(5) When stepping the clutch pedal, the sound decreases or disappears. It is caused by
excessive axial clearance of the crankshaft.
Note: If there is sound from main bearing shell of the crankshaft, it must be repaired
in time. If it runs continuously, it will cause more serious malfunction, which can
lead to more loss.
III. Abnormal Sound from Piston Pin
The WD615 series engines have abnormal sound from piston pin when using. If abnormal
sound from the piston pin is serious, the piston pin bush may be damaged, which may
increase the wear of connecting rod bearing shell and connecting rod journal of the
crankshaft. When the wear comes up to the maximum, the piston pin or the top of the
connecting rod may be broken, so as to break the block. Therefore, this situation cannot
be ignored.
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The abnormal sound is from the top of the cylinder, and the sound likes collision sound of
two steel balls.
Generally, the sound doesn’t change after the temperature of the engine increases, the
sound from some engines even stronger. This is the main difference from the abnormal
sound of piston knock.
Cause
(1) Excessive wear of piston pin and connecting rod bush, and serious looseness of
matching. It is mainly caused by poor lubrication. Because there are no oil holes on the
connecting rod of WD615 series engines, the lubrication of piston pin and bush depends
on upward oil ejection of lubricating nozzle through oil collecting groove of small end of
connecting rod. Low pressure of engine oil and improper ejection may cause improper
lubrication of piston pin and connecting rod bush. Besides, improper ejection may cause
worse cooling of the piston and more serious wear of piston pin and connecting rod bush.
Deterioration or weakening of the engine oil may cause more serious wear as well.
Therefore, pay more attention to the quality of engine oil, and replace oil or oil cleaner in
periods. Check the oil level and the quality of oil before each dispatching.
(2) The connecting rod bush under repair, inaccurate size location and improper matching
between bush and connecting rod may also cause abnormal sound from piston pin. If it is
under repair, the installation must conform to the standard, and the connecting rod bush
should be pushed down under a certain pressure.
Judgement of malfunction
(1) Make oil cut-off test from one cylinder to another. After cutting off the oil, the sound
obviously decreases or disappears. After recovering oil supply, the sound is louder. If the
malfunction develops to a certain degree, continuous and coherent double sound will
appear. After cutting off the oil, the sound not only decreases or disappears, but also
becomes louder.
(2) Make throttle shaking test. When quickly shaking throttle, the abnormal sound is clear,
and the sound cycle changes as the variation of rotation speed of the engine.
Troubleshooting
If the abnormal sound from piston pin is slight, it can run continuously; but if there is
condition to repair it, it will be better to replace it.
If the abnormal sound form piston pin is serious (the sound is very clear when running in
high speed and normal temperature), replace it at once.
The replacement of piston pin and connecting rod bush must be strictly in accordance with
the standard, and the clearance matching must be correct.
IV. Abnormal Sound from Camshaft

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When repairing WD615 series engine, improper assembling of camshaft may cause
abnormal sound from camshaft.
When running in low speed, there is rhythmed “rattling” sound from the engine. The sound
is clearer when the engine runs in medium speed, while it disappears in high speed.
When making single cylinder oil cut-off test, the sound does not change.
If abnormal sound comes from camshaft, hear the sound with sound probe outside the
block and it is clear. When cutting off oil in single cylinder, the sound hardly changes.
Cause
(1) When repairing the engine, the camshaft is not hung after being drawn out, and it is
horizontally placed or pressed by other weights, which causes the bending or distortion of
the camshaft. If bending or distortion is found, cold pressure correction must be done.
Replace it if the distortion is serious.
(2) Big and loose matching clearance between camshaft journal and bush. This is caused
by inaccurate measurement of camshaft journal when repairing. Draw out the camshaft to
measure again and match a new bush. Replace it if it is seriously worn.
(3) When replacing camshaft bush, poor quality of the bush, inaccurate processing
precision, improper and loose matching may lead to abnormal sound from camshaft.
Select and match another camshaft bush.
(4) Purchase qualified camshaft, and carefully check it when purchasing.
V. Abnormal Sound from Timing Gears

When abnormal sound from timing gears appears, wrong judgement and lingering repair
may cause the damage of a complete set of gear system of the engine.
(1) Clear gear meshing sound appears, and the sound is even. When the rotation speed
of the engine changes, serious “cackle” sound appears and it is the striking sound. This
abnormal sound is caused by out-of-tolerance of meshing clearance of the gear. Normal
meshing clearance of the gear for WD615 series engine is 0.04~0.30mm. If the clearance
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is over the range, abnormal sound will probably occur. In addition, when meshing the gear,
check the reasons as soon as possible after hearing the sound. The seriously worn gears
must be replaced. And the gears to be replaced had better be the one that can be meshed
and driven with others.
(2) Clear meshing sound exists in the gear pair of the engine, and with rhythmed clash.
The clash becomes louder as the increase of rotation speed of engine. This phenomenon
shows that the gear meshing does not match. The engine gear from the same
manufacturer is recommended.
(3) Appearance of long time “hoot” sound means that the meshing is too tight when the
gear pair is running, and it is also caused by using unqualified gears or gears from
different manufacturer.
(4) If rhythmed “clatter” sound appears in the gear chamber when the engine is running
and the sound is louder as the increase of the rotation speed, it must be the damage of
timing mid-gear bearing 6206C3. The machine must be stopped and repaired. Using
common 206 bearing for replacement is forbidden.
(5) Because of the damage of drive shaft bearing 6306C3 of injection pump and
NU206BC3 bearings, the abnormal sound can also be sent out from gear chamber. This
abnormal sound is caused by the damage of bearing and the change of meshing
clearance between drive gear of injection pump and timing mid-gear, and sounds like
“clatter”. The machine must be stopped and repaired immediately to prevent the accident
from expansion when encountering this situation.
Cause
(1) The gear system of the engine is completely lubricated through splashing. If the speed
is accelerated immediately after starting the engine, the lubrication of gear system and
bearing will be insufficient. After a long time, they will be damaged because of wear. In
particular, accelerating after starting may cause dry wear of the bearing, so that the
bearing can be easily damaged. The correct operation method is that the engine runs by
the driving of the starter in idle speed for several circles to make the oil pressure arise, but
the engine should not be started. Restart it after stopping 3~5 minutes. After the engine
starts, run about 5 minutes in idle speed, and then accelerate it slowly.
(2) After repairing the engine, especially for the grinding of camshaft and crankshaft, the
distance between the central lines of camshaft and crankshaft has changed, which can
easily cause the change of meshing clearance, so as to damage the gear.
(3) Improper replacement method of crankshaft gear. For example, baking with
oxyacetylene and excessive heat leads to distortion as well as the distortion of ring flange,
which cause the displacement of crankshaft gear installation and improper meshing, so as
to damage the gear.
(4) The looseness of fixing bolt of timing mid-gear bearing leads to the change of meshing
clearance and damage of bearing and gear.
(5) Abnormal sound may appear due to improper meshing because of excessive
running-out of gear journal end surface when installing the gear caused by the burning of
bearing shell of engine and camshaft and deviation of grinding process.
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Judgement of malfunction and troubleshooting
VI. Abnormal Sound from Damaged Mid-gear Bearing
Abnormal sound from damaged mid-gear bearing
Cause
Abnormal sound from timing gear chamber and the damage of mid-gear are mostly
caused by the damage of mid-gear 6206C3 bearing and duplex bearing. Therefore,
replacing the damaged bearing as soon as possible can avoid serious accidents such as
collision of teeth, collision with cylinder head for the admission gear and piston motion.
Sound and symptom from damaged mid-gear bearing: The noise from gear chamber is
harsh, with disorder sound and “click” sound caused by the collision of gears, and black
smoke comes out of the engine, the engine is incapacity and there is clash from valve.
Malfunction diagnosis and troubleshooting

(1) Sound method: The sound is clear when hearing it in front of cab and at the place of
front tyre. When opening the front cover, screwing off the cover of oil filing opening,
changing the rotation speed of the engine, the clash from mid-gear bearing is clearer in
idle speed.
(2) Oil check method: Fill the oil box with the engine oil, check whether there are bright
and hard pieces (usually called bearing skin, it is chromium coating) or fragment from
bearing bracket on the oil drain plug (Note: pay attention to these things when daily
replacing engine oil).
(3) Direct check method by disassembly and inspection: Open the aluminum cover plate
of the camshaft, turn the first cylinder to explosion upper dead point after the compression,
remove the camshaft gear and move mid-gear by screwdriver to check: if the gear can be
moved from up to down, it can be determined that the mid-gear is damaged.
(4) Normal sound is smooth, with slight “clatter, clatter” similar to water flowing sound,
gentle and steady, without harsh feeling. Small vibration from the engine,
(5) The looseness of M16 bolt of fastening middle shaft or breakage of middle shaft, and
roundless of 40mm hole, out-of-tolerance of running-out and breakage of teeth of the gear
can cause clash, the clash for the above situations is only different from degrees.
Therefore, it is more correct and reliable to use method ① together with ② or ③ at the
same time.
(6) Drivers or repairmen should know more about the normal running sound of the
engine and its vibration degree when running in normal after receiving a new vehicle.
Thus, once abnormal sound is sent out from the engine, it can be judged by sense, so that
the vehicle can be checked as early as possible and the malfunction and hidden trouble
can be treated to prevent the collision of teeth and the collision between the valve and
piston.
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VII. Incapacity, shaking and unstable operation of the engine,
abnormal sound from exhaust pipe
Incapacity, shaking and unstable operation of the engine, abnormal sound from exhaust
pipe.
Cause
Malfunction of injection pump and fuel supply system.
Troubleshooting
If such situation occurs, turn the cab to the specified position, place the throttle in the
position of idle speed, touch high pressure fuel pipe with hand and test from one cylinder
to another. If there is no “pulsant” feeling for the high pressure fuel pipe of one cylinder,
the plunger piston of injection pump corresponding to this cylinder has problem and it
does not supply oil. Loosen the high pressure fuel pipe joints, check the fuel injection
situation and hear the sound of the operating engine. If the fuel injection quantity is less or
without fuel injection, the operation situation will hardly change after loosening the high
pressure fuel pipe of the cylinder, which shows no fuel supply pressure and no fuel supply
in the fuel ejector of this cylinder.
IV. Deflagration Sound from the Engine in Operation
Deflagration sound is sent out suddenly from WD615 series engine when it is in operation.
After the malfunction appears, most drivers think that serious accident has happened and
they will stop the vehicle to repair.
The sound similar to the knock of metal,
The increase of rotation speed of the engine and the sound,
When the engine accelerates with no-load, the sound is clear and similar to the knock of
steel ball,
If these malfunctions appear, the sound decreases by reducing oil injection advance
angle,
Cause
Excessive oil supply advance angle. Because of the looseness of fixing bolt of coupling of
injection pump, the advance angle is excessive. It is recommended to correct and adjust
the oil supply advance angle when performing secondary maintenance.
Poor quality of fuel. Currently, there are too many gas stations, and the quality of fuel in
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some of them is very poor.
Deflagration caused by high temperature of the engine because of long-term operation in

high speed and high temperature.
Deflagration caused by heavily accumulated carbon in the combustion chamber due to

long-term burning of fuel with poor quality.
The malfunction for deflagration is not serious. It can be avoided by adjusting fuel supply
advance angle in time and using fuel conforms to the national standard.
IX. Abnormal Sound from Valve

Cause
1. Improper valve clearance. Excessive clearance may cause “rattling” sound and smaller
clearance may cause leakage sound. There is white smoke when discharging air.
Readjust the valve clearance to specified value
2. Breakage of valve spring. Spring grating can be heard when running in low speed, and
intermittent abnormal sound can be heard from air intake when running in high speed;
Wrong distribution timing and collision of piston and valve and valve breakage. It is more
serious when running in high speed, and there is obvious vibration on the cylinder head.
3. Breakage of valve
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X. Abnormal Sound from Supercharger
Surging of supercharger compressor, block of air intake, unstable operation of diesel

engine, reduction of power, with black smoke when discharging air.
XI. There is air leakage sound when striking on cylinder liner.
White smoke comes out of the push pole hole of the cylinder
that strikes when the above situation is serious;
XII. Oil supply quantity for single cylinder is excessive, so
there is clear striking sound for this cylinder;
XIII. There are foreign matters in the cylinder, which cause clear clash;
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XIV. Premature wear of cylinder sleeve or scoring of cylinder,
with clear striking sound and oil burning;
SECTION IV PREMATURE ABRASION

Premature abrasion of cylinder sleeve in the operation of diesel engine, abrasion rate
exceeding the accepted standard, leads to the phenomenon of blow-by and oil blow-by,
which seriously reduces power and economical performance of diesel engine. The main
causes are the breakdown of air cleaner and bad sealing of inlet system which bring about
entering of dust and sand to cause abrasion.
Malfunction phenomenon: Premature abrasion of cylinder sleeve in operation of

diesel engine, the abrasion rate exceeding the accepted standard, leads to phenomenon
of blow-by and oil blow-by.
Cause I: Breaking of connecting rubber hose between air cleaner and inlet tube leading
to loose binding of both ends and inappropriate sealing and breaking of air cleaner core
leading to inappropriate sealing between core and shell brings about impure inlet causing
abnormal abrasion of cylinder sleeve and piston.
Troubleshooting: Find out malfunction position and then do the sealing with
techniques.
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Cause II: Check whether engine oil grade is used correctly and what the condition of its
quality is;
Troubleshooting: Use the prescribed engine oil grade to ensure the quality of engine
oil and provide maintenance according to the user’s guide.
Cause III: Long-time operation of diesel engine under low temperature leads to bad
atomization. The incompletely-burnt diesel beads dilute engine oil, which makes difficulty
in forming lubricating oil film causing bad lubrication and abrasion. Low temperature and
high pressure of cylinder wall lead to forming of beads on cylinder wall from vapor in
cylinder. Interaction between the beads waste gas forms acid stuff on cylinder wall which
brings about chemical corrosion of cylinder.
Troubleshooting: Do idle running before driving and start to drive the vehicle when
water temperature reaches 55℃.
Cause IV: During the period of running-in, running-in and maintenance are not offered
according to provision;
Troubleshooting: Running-in of diesel engine should be given in accordance with

provision.
Cause V: Unqualified four-part kit

Troubleshooting: Use standard original spare parts of China National Heavy Duty
Truck Group CO., LTD.
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SECTION V TOO LOW PRESSURE OF ENGINE OIL

Malfunction phenomenon: The number shown on engine oil pressure gauge of
engine is small and engine is in condition of lower lubrication, which leads to bad
lubrication. The main causes are as followed:
Cause I: Check whether the engine oil grade used is correct.

Troubleshooting: Use standard engine oil grade and ensure its quality.
Cause II: Damages of engine oil pressure inductor and engine oil pressure gauge
always present false appearance of too low engine oil pressure.
Troubleshooting: Directly mount the mechanical pressure gauge on main oil duct for
check.
Cause III: Check whether engine oil level is normal. If engine oil is too little and engine
oil level is too low, it is required to add engine oil timely.
Troubleshooting: Find out the cause of low engine oil level and check whether there is
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leakage, sand inclusion of cylinder block, and etc. If the level is too low, it is required to
add engine oil to an appropriate level.
Cause IV: Engine oil is used for a long time, which brings about pollution and going bad
of engine oil as well as its viscosity reduction.
Troubleshooting: Replace engine oil timely according to provision.
Cause V: Check whether there is leakage in engine oil tube, such as breaking of gasket
of engine oil cooler core and oil strainer, breaking of internal and external oil tube,
malposition and blockage of gasket of engine oil pump and oil strainer and dropping of
liner of engine oil pump or breaking of shell.
Troubleshooting: Find out malfunction position and do repairing.
Cause VI: Excessively high temperature of engine oil leads to reduction of engine oil
viscosity;
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A large amount of diesel enters engine oil to dilute engine oil;
Troubleshooting: Check whether there is blockage in engine oil cooler. If there is, it is
required to do replacement. Find out the cause of mixing of engine oil and diesel and do
repairing.
Cause VII: There is leakage in pressure limiting valve of main oil duct or breakdown of
pressure spring;
Troubleshooting: Replace the spare parts which have malfunction.
Cause VIII: Engine oil strainer fails to suck up oil because of its blockage which results
from distortion of oil pan.
Troubleshooting: Do the replacement the spare parts which have malfunction.
Cause IX: Seizure of engine oil pump gears and slipping of driver gears lead to failure of
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oil supply.
Troubleshooting: Check and repair.
Cause X: The running-off of seized camshaft bearing leads to leakage of engine oil and
reduction of engine oil pressure.
Troubleshooting: Replace camshaft bearing and bushing.
Cause XI: Too wide gap of bearing shell due to serious abrasion of main bearing shell
and connecting-rod bearing shell, burning of bearing shell due to shortage of engine oil as
well as scoring of bearing shell due to dirty engine oil will bring about difficulty in forming of
lubricating oil film, which leads to leakage of engine oil and reduction of engine oil
pressure;
Cause XII: Sealant used on joint surfaces of upper engine body and lower engine body
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is excessively thick or the sealant is not the special sealant, which leads to too wide gap
between main bearing shells.
Troubleshooting: Check and repair.
SECTION VI MIXTURE OF OIL AND WATER

Malfunction phenomenon: Entering of water into oil pan generally results from the
causes as followed:
Cause I: Water leakage of ￠40mm cup plug in the engine body makes cooling water
flow into oil pan.
Checking and troubleshooting: Take down cylinder head and look down from valve
ram chamber to find the place of scale crust which indicates the malfunction of
corresponding cup plug and then replace the cup plug.
Cause II: Damage of cylinder liner or stroke on cylinder liner

Troubleshooting: Replace the spare parts
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Cause III: There is crack or sand hole on cylinder head and water leakage of cooling
brass bush of oil injector.
Troubleshooting: Do check and replacement.
Cause IV: Cooling water enters oil pan because of the crack on cylinder block.
Troubleshooting: Replace the failed spare parts and repair them.
Malfunction phenomenon: Entering of engine oil into water tank

Cause I: Damage of engine oil cooler core and breaking of its gasket
Troubleshooting: Do check and replacement.
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Cause II: Inappropriate installation of O-ring

Troubleshooting: Check whether there is damage of O-ring before its installation and
then averagely press in the fuel oil.
Cause III: There is sand hole in main oil circuit of engine body. Engine oil enters Water
circuit because of higher pressure of engine oil than that of cooling water.
Troubleshooting: Replace the cylinder block
SECTION VII POWER DEFICIENCY

Power deficiency of diesel engine means that diesel engine can’t reach the prescribed
output power, mainly including the factors as followed:
I. Problem of Oil Circuit

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1. Malfunction phenomenon: Slow response of stepping on throttle pedal

Cause: Intake of low pressure fuel oil pipeline or its blockage
Troubleshooting: Check low pressure oil circuit, oil tank, low pressure oil tube, fuel oil
cleaner and fuel oil pump, and observe whether there are oil marks which show the place
of air intake.
2. Malfunction phenomenon: Power deficiency when vehicle climbs a gradient with

black smoke
Cause: The quality of diesel

Troubleshooting: Smell the diesel and observe its color. If there is any abnormity, it is
required to replace it.
3. Malfunction phenomenon: Power deficiency of heavy-duty vehicle with unstable

rotation speed.
Cause: Problem of oil outlet of fuel pump

Troubleshooting: Test the quantity of outlet of oil pump on experimental bench and
test the performance of speed adjustment. Adjust or replace the oil pump.
4. Malfunction phenomenon: Power deficiency of vehicle with black smoke

Cause: Bad atomization of oil injector
Troubleshooting: Pull out the oil injector to see whether the head is wet. If it is wet, it
indicates bad atomization of oil injector. And it is required to repair or replace it on bench.
5. Inappropriate gap between valves and inappropriate sealing of valves

leads to incomplete burning of diesel, which needs adjustment and
repair;
II. Intake and Exhaust System

1.Malfunction phenomenon: Power deficiency of vehicle with black smoke
Cause: Blockage of intake passage leads to shortage of air intake.
Troubleshooting: Check whether there is blockage of air cleaner or inlet pipeline
which brings about intake shortage of cylinder, whether there is leakage of inlet and
exhaust pipeline which leads to pressure shortage of supercharging system and reducing
of efficiency of supercharger that brings about intake shortage (put hands near the joint to
feel whether there is wind blowing off) and whether there are cracks on intercooler leading
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to gas leakage.
2. Malfunction: Power deficiency of vehicle

Cause: Check whether exhaust braking valve is incompletely open which leads to too
high exhaust back pressure;
Troubleshooting: Check whether exhaust butterfly valve is close and whether

solenoid valve of exhaust butterfly valve has malfunction. If it is, it needs replacement.
3. Malfunction phenomenon: Power deficiency of vehicle with black smoke, and no

blockage of air cleaner and no leakage of intake passage
Cause: Burning damage of spring seal ring of supercharger or floating bearing, leakage
of joint of volutes or blockage of pipeline, damage of inlet blade or human intervention of
air outlet valve make abnormal operation of supercharger which seriously affects the
effect of air intake. It needs replacement of the spare parts under the condition.
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III. Crank Connecting Rod Structure

Malfunction phenomenon: Power deficiency of vehicle and outlet of waste gas and
engine oil from discharge port.
Cause: Breaking of piston ring because of abrasion, piston ring breach due to stroke and
scuffing of cylinder bore leads to shortage of air pressure.
Troubleshooting: Open the cylinder head to see whether there is serious carbon
deposit. If it is serious, it is required to reinstall the piston ring or replace it. Rotate flywheel
to see whether there is damage of cylinder sleeve due to pulling.
IV. Advance Angle

Malfunction phenomenon: Power deficiency of no-load vehicle
Cause: There is difference of 360° between different advance angles.
Troubleshooting: Open upper covers of cylinder heads of the first and the sixth
cylinder (or the first and the second cylinder) and then rotate flywheels. When valve gaps
both exist in inlet valve and exhaust valve of the first cylinder, check exhaust valve of the
sixth cylinder is close and in the state of uplift, and check whether advance angle is
correct and then readjust it.
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V. Complete Vehicle System

1. Malfunction phenomenon: Power deficiency of vehicle climbing a gradient but no
difficulty in running on the even road.
Cause: Problem of complete vehicle adjustment. The highest rotation speed of no-load
vehicle doesn’t reach the peak only because the handle of oil pump doesn’t get the
maximum place when throttle peddle is stepped to the end.
Troubleshooting: Step on throttle pedal and pull oil pump handle to the maximum
positions to see whether their no-load rotation speeds are the same. If not, do the
adjustment.
2. Malfunction phenomenon: Power deficiency of vehicle at intervals

Cause: Problem of complete vehicle adjustment like excessively large adjustable gap of
clutch or eccentric abrasion of pressure plate.
Troubleshooting: Take down clutch to observe its condition. It is required to adjust

gaps or replace clutch pressure plate.
SECTION VIII HIGH WATER TEMPERATURE IN Engine

I. Water Circuit
1. Malfunction phenomenon: Quick rising of water temperature when vehicle is
started
Cause: Check whether the cooling water in water tank is deficient.

Troubleshooting: Observe water level of expansion water tank and add water into it,
but ensure that cooling liquid is limited in the required quantity to avoid excessive cooling
liquid. Observe whether there is any part folded on the thick water tube under expansion
water tank. If it is, it will lead to failure of offering water from expansion water tank to
cooling system.
2. Malfunction phenomenon: High water temperature when vehicle is in high speed

with abnormal noise.
Cause: Too loose water pump belt slips.

Troubleshooting: Adjust idle pulley to ensure tightness of belt.
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3. Malfunction phenomenon: High water temperature of vehicle in high speed

Cause: Water leakage of water pump, no lubricating grease and coming-off water pump
pulley
Troubleshooting: Judge the water leakage of water pump by checking whether there
is smell of antifreeze fluid or marks of antifreeze fluid near water pump when engine is
working. Check the condition of water pump rotation and then replace it.
4. Malfunction phenomenon: Unstable water temperature of vehicle

Cause: Seized thermostat.
Troubleshooting: Pull out the thermostat core to check whether there is impurity on
water-seal ring and scoring on the outside of thermostat core. If there is, it is required to
replace them. Check whether there is leakage of wax in thermostat copper core. Put
thermostat into hot water of 90℃ to see whether it normally opens. If not, it needs
replacement. Check the matching surface of water-seal ring and valve and use
metallographical sand paper to polish the matching part for one minute.
Coolerstat
Housing shell
Water-seal ring
5. Malfunction phenomenon: High water temperature of vehicle especially when

vehicle climbs gradient.
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Cause: Blockage of water tank cooling tube or inappropriate fitting of water tank
Troubleshooting: Feel the temperature difference between upper part of water tank
and water outlet tube of water tank. Wash the water tank or replace it or replace a bigger
one (maybe a copper water tank).
II. Others
1. Malfunction phenomenon: Rapid rising of water temperature when vehicle is
started
Cause: Blockage of Water circuit in cylinder head of cylinder block

Troubleshooting: For cylinder block, observe whether there is scale crust near water
pore. If there is not, it indicates the blockage of the water pore. Or do the test by feeding
steel thread into the water pore. Besides, water pressure test can be applied to cylinder
head.
2. Malfunction phenomenon: Abnormal high water temperature when vehicle is in

high speed
Cause: Late fuel oil supply advance angle brings about late oil supply, which leads to
post-burning period of diesel engine and increase of heat loading.
Troubleshooting: Rotate the flywheel to observe the degree of advance angle of

flywheel when the coupling is aligned.
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3. Malfunction phenomenon: High water temperature of vehicle with phenomenon

of water return
Cause: Damage of cylinder head gasket leads to entering of high temperature gas into
cooling Water circuit.
Troubleshooting: Observe that there is scale crust near cylinder head. It is required to
replace cylinder head gasket. (If there is occurrence of sinking of cylinder block, it is
required to replace cylinder block).

Cause: Breakdown of fans
Troubleshooting: If it is rigid fan, damage of fan blade can be found; if it is silicone oil
fan, deficiency of rotation speed of fan can be found when engine works in high speed.
And it is required to replace it.
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Cause: Coverage of foreign matters in front of water tank leads to inappropriate
radiating.
Troubleshooting: There are a lot of foreign matters, clay and impurity in front of water
tank. Clear them away and mount protecting net in front of water tank.
6. Malfunction phenomenon: High water temperature shown on gauge panel but

normal temperature of water tank by hands
Cause: Problem of water temperature sensor or problem of gauge panel of complete

vehicle
Troubleshooting: Measure the electric resistance of water temperature sensor. If it is

abnormal, replace it; if it is normal, it indicates the problem of gauge panel of complete
vehicle and harness, do troubleshooting by universal meter.
The judgement of abnormal sound of EGR and high-pressure common rail diesel engine
is the same as that of Euro II diesel engine.
SECTION IX WATER RETURN OF ENGINE
I. Cooling System
1. Malfunction phenomenon: Water return of expansion water tank and overflow of
cooling water
Cause: Excessive water is added into expansion water tank

Troubleshooting: Drain excessive cooling water to ensure water in the water tank is
limited in the required scope of water level shown on water tank body.
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2. Malfunction phenomenon: Water return of expansion water tank and loss of

water tank cover
Cause: Water return results from deficiency of pressure in expansion water tank due to
loss of water tank cover.
Troubleshooting: Check whether the water tank cover is lost. If it is, replace it.
Besides, observe whether there is crack in water feeding port of water tank. If there is,
replace it.
3. Malfunction: Water return of expansion water tank and high water temperature of
engine
Cause: Damage of water pump leads to inappropriate water circulation. A large amount
of entering of high temperature gas from lower water outlet port of expansion water tank
into expansion water tank brings about water return.
Troubleshooting: Check whether water pump normally works. If it doesn’t, replace it.
(Set three-way valve or one-way valve in the lower water tube of expansion water tank
and between water pump and intercooler to avoid entering of high temperature water into
expansion water tank). Pull out the thick tube under expansion water tank to check
whether there is water flowing out (be careful of hot water).
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4. Malfunction phenomenon: Water return of expansion water tank with normal

water temperature
Cause: Water return is false because thermostat exhaust pipe in expansion water tank is
so long that it goes under the water level.
Troubleshooting: Gradually reduce the water level in expansion water tank to see
whether the water return is solved.
Water return due to the too

long pipe
II. Others
Malfunction phenomenon: Water return of expansion water tank, existence of scale
crust on cylinder head of cylinder block and abnormally high water temperature
Cause: Damage of cylinder head gasket

Troubleshooting: Pull out thermostat gas outlet to see whether there are bubbles and
observe whether there is scale crust on cylinder head of cylinder block. If there is, do
replacement.
SECTION X DIESEL ON OIL PAN

Diesel exists in two places on oil pan which are injector and fuel pump.
I Injector
Malfunction phenomenon: Existence of diesel on oil pan and abnormal idle running
of engine
Cause: Oil leakage of injector makes diesel enters oil pan from combustion chamber.
Troubleshooting: For the abnormal idle running, do the idle running by cutting fuel for
cylinders one by one. Or do the test for six injectors on bench. Do replacement.
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II Fuel Pump
Malfunction phenomenon: Existence of diesel on oil pan but normal idle running of
engine which can be found after a long time
Cause: Internal leakage of oil pump
Troubleshooting: Internal leakage of oil pump results from breakdown of seal ring of
plunger piston. Replace seal ring in heavy oil service station. If it doesn’t succeed, replace
oil pump.
SECTION XI BLACK SMOKES

Insufficient intake air or too much fuel supply is the main cause of black smokes. We will
mainly analyze the causes of black smokes from the following aspects:
Cause I：Check whether the air cleaner for blockage, the air intake connecting hose for
deformation and the air intake/exhaust pipe for leakage, for all these may lower the work
efficiency of supercharger and cause poor air intake.
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Troubleshooting: First disassemble the air cleaner and clean it with the air gun puffing
from the inside to outside. Then check whether there is blowing at the joints from air
cleaner to cylinder head by placing hand on it. Fasten it if necessary.
Cause II: Burnt or damaged elastic seal ring of supercharger or floating bearing and the
air leakage of turbine casing joints or the blockage of pipe cause the supercharger work
abnormally, resulting in insufficient air intake.
Troubleshooting: Measure the axial and dial clearance of supercharger by feeler gauge
and dial gauge and check whether the results are beyond the standard values. For the
supercharger with serious problem, such as damaged blade or oil blow-by, replace it.
Cause III: Too big valve clearance causes insufficient air intake and incomplete exhaust.
Poor seal between valve and seat ring causes air leakage.
Troubleshooting: Re-adjust valve clearance and check whether there is carbon

deposited on the head of valve. Replace it if necessary.
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Cause IV: Serious carbon deposit of piston ring causes poor seal. Serious abrasion of
cylinder sleeve causes under blow-by, insufficient pressure of cylinder and incomplete
combustion. Replace the piston ring and cylinder sleeve.
Troubleshooting: Open the cylinder head and re-install the four-part kit.
Cause V: The fuel supply advance angle is small, i.e. fuel supply is late, which causes
combustion lag of partial fuel.
Troubleshooting: Rotate the engine crankshaft to the top dead center of Cylinder 1 (the
rocker arm of intake/exhaust valve has no action but Cylinder 6 has) and rotate flywheel to
the required position, then align with the mark of oil pump and coupling joint.
Cause VI: For black smokes at idle speed, it may the cases that the fuel injection pump
supplies too much fuel.
Troubleshooting: Adjust it on the test bench or replace it.

Cause VII: Low injection pressure of injector nozzle, poor atomization or seized and
dripping nozzle tip makes the combustion not complete. Examine and repair it or replace
it.
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R.EN.D12. 34/38/42/46.01
Troubleshooting: When the vehicle is shaking at idle speed, you can disassemble the
fuel injector and check whether the head is wet. Replace it if necessary. It’s better to
detect it on the test bench.
Cause VIII: The diesel engine is running at an overload.
6.Fuel injection pump supplies
too much fuel.
7.The injection pressure of
Black smokes
fuel injection nozzle is
low. Atomization is not
good. The nozzle tip is
seized and dripping which
makes the combustion
not complete.
8.Diesel engine is running
overloadedly.
Troubleshooting: Get rid of the redundant goods.

Cause Ⅸ: Too many gaskets at the bottom of fuel injector are mounted, making the
injection of fuel injector abnormal.
New “O” ring

Coat engine oil
before installation
New base of fuel

injection nozzle
Troubleshooting: Use diagnostic tools to detect the final compensation value of fuel
injector. When the value is over ±5, maybe the number of gaskets of fuel injector mounted
is too much or not enough.
SECTION XII WHITE SMOKES

When the diesel contains much water or some gas has been discharged without
combustion, the air exhaust will be white. The causes of white smokes are mainly
regarding with the following aspects:
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Cause I: The quality of diesel is bad with much water in it;

Troubleshooting: Check the lower part of fuel primary filter and see whether there is
much water in it. Bleed the water. If much water is gathered soon, it’s the diesel’s fault.
Replace it with good-quality diesel and clean the oil circuit.
Cause II: The nozzle coupler is not in good seal with dripping happening. The injection
pressure is low and the atomization is not good. Examine and repair it.
Troubleshooting: If the vehicle is shaking at idle speed, remove the fuel injector and test
it on the bench.
Cause III: Check whether the air temperature or cooling water temperature is too low.
Troubleshooting: When the air temperature is low, the engine with white smokes is
normal. We can adopt the method of heating air intake passage.
Cause IV: The brass bush of fuel injector is not in good seal with water leaking into the
cylinder.
Troubleshooting: In the expansion tank, maybe there is water return. Replace it if

necessary.
Cause V: The scuffing of cylinder bore makes the pressure of cylinder poor and part of
fuel not burnt. The not-burnt fuel is discharged as oil mist.
Troubleshooting: Replace four-part kit.
Cause VI: The valve clearance is too small, so that the exhaust valve is opened too early.
Troubleshooting: Re-adjust the valve clearance.
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SECTION XIII BLUE SMOKES

Cause I: In running-in period, the piston ring and cylinder sleeve are not in good
running-in.
1. In running-in period, the piston

ring and cylinder sleeve are not in
good running-in.
2. The oil level of oil sump tank is
too high, so that the crankcase is
pressed higher and the engine oil Blue smokes
jumps up.
3. The engine is running at high
speed immediately after star-up or
shut down at high speed which
makes the supercharger in the
condition of dry friction at
80,000~110,000 RPM, causing the
seal ring and floating bearing be
burnt out and the oil return pipe be
blocked, and accordingly, resulting
in oil leakage of engine.
Troubleshooting: Usually this happens on a new car. Keep on running-in.
Cause II: The oil level of oil sump tank is too high, so that the crankcase is pressed higher
and the engine oil jumps up. The engine oil should be filled to the specified mark of oil
level stick.
Troubleshooting: After the car has been stopped for five minutes, check the oil level of
oil level stick. Discharge the redundant engine oil.
Cause III: The gas-oil separator is blocked by the greasy dirt, which makes the crankcase
be pressed higher. Then the engine oil flows into cylinder and burns.
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Gas-oil separator
Troubleshooting: Clean the gas-oil separator by gasoline oil or replace it.

Cause IV: The engine is running at high speed immediately after star-up or shut down at
high speed which makes the supercharger in the condition of dry friction at
80,000-110,000 RPM, causing the seal ring and floating bearing be burnt away and the oil
return pipe be blocked, and accordingly resulting in oil leakage of engine.
Troubleshooting: Measure the axial and dial clearance of supercharger by feeler gauge
and dial gauge and check whether the results are beyond the standard value. For the
supercharger with serious problem, such as damaged blade or oil blow-by, replace it.
Cause V: The piston ring is of wear, failure, seizure, contra-aperture or reversed
installation. Make the aperture of piston ring staggered or replace it. The first and second
compression rings shall be mounted with the side with installation mark upwards.
Otherwise, the piston ring will not be sealed but pump oil. Examine and repair it or change
parts to rehabilitate it if necessary.
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R.EN.D12. 34/38/42/46.01
Troubleshooting: Re-install the four-part kit.

Cause VI: Excessive abrasion between the piston and cylinder sleeve. Replace the
cylinder sleeve.
Troubleshooting: There is dust entering into the air intake passage, leading to early
abrasion of engine.
Cause VII: The valve oil seal is damaged. The valve and guide tube are seriously worn
out. The engine oil flows into cylinder. Replace the valve, guide tube and valve oil seal.
4. The piston ring is of wear,
failure, seizure, contra-aperture,
which makes bad seal and
engine oil jump up. The first and
second compression rings shall
be mounted with the side with Blue smokes
installation mark upwards. If the
piston ring is installed
reversely, it will not be sealed
but pump oil.
5. Piston and cylinder sleeve
wears too much.
6. Valve oil seal is damaged. Valve
and guide tube are seriously
worn out. The engine oil flows
into cylinder.
7. As the air cleaner pipe is in
serious blockage, the negative
pressure of supercharger
compressor is strong, which
makes engine oil be inhaled into
supercharger.
Troubleshooting: The engine has no downward exhaust and the exhaust passage has
no engine oil due to the valve oil seal. Replace it if necessary.
Cause VIII: As the air cleaner pipe is in serious blockage, the negative pressure of
supercharger compressor is strong, which makes engine oil be inhaled into supercharger.
Troubleshooting: The supercharger has been replaced for many times, but it still does
not work. In this case, clean the air cleaner or replace air cleaner core.
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SECTION XIV SERIOUS COMSUMPTION OF ENGINE OIL

Serious consumption of engine oil is usually shown as oil dripping of exhaust pipe and
engine oil burning. Besides the causes listed for blue smokes, there are another two
common causes as follows:
Cause I: Check the joint of each engine oil tube and front/rear oil seal of crankshaft for
leakage.
Troubleshooting: Generally, check whether there is greasy dirt.
Cause II: The piston ring of air compressor and cylinder sleeve are seriously worn out,
which causes engine oil discharged from the vent. Replace it to rehabilitate it if necessary.
Troubleshooting: Pull out the vent of air compressor to smell.
1st Edition 93

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R.EN.D12.34/38/42/46.

SINOTRUK No. 777 Hua'ao Road Jinan,

The D12 Engine (Euro II)

This repair manual is edited by SINOTRUK INTERNATIONAL.

We reserve the right to make modifications in the course of further development.

Best wishes from

SINOTRUK (Hong Kong) Limited.

CHAPTER TWO ASSEMBLING ESSENTIALS OF D12 ENGINE ............................................ 14

CHAPTER THREE TROUBLESHOOTING OF EURO II ENGINE ............................................ 49

CHAPTER ONE INTRODUCTION

SECTION I SAFETY INSTRUCTIONS

The following sections include summaries of important regulations, listed according to

1. Regulations for preventing accidents leading to injury to personnel

Checking, setting and repair work

Working on the brake system

Working on vehicles with compressed natural gas (CNG) system

Working on the compressed natural gas (CNG) system

Operating the engine

Attachments and special bodies

Working on high-pressure lines

pressurized fluids emerging!

Checking injector nozzles

Working on the vehicle electrical system

Be careful as battery gases are explosive!

Caution! Battery acid is poisonous and corrosive!

device must be at least 10 MΩ.

Working on plastic tubes–Danger of damage and fire!

Working with the cab tilted

Working on the air-conditioning system

Working on the independent heater

2. Notes on preventing damage and premature wear on units

3. Limited liability for parts and accessories

4. Regulations for avoiding injury and environmental contamination

Health protection precautions

Service products and excipients

Cleaning the cooling circuit

Cleaning the filter insert

Used engine/gear oil

5. Special information for working on the common-rail system

Danger of damage due to dirt ingress

Before commencing work on the clean side

as paint chippings and insulating material.

After opening the clean side

Danger of damage due to dirt ingress

high-pressure connection hole is facing downwards.

6. Limp-home program for units with electronic control units

-Output of a fault message with fault code.

CHAPTER TWO ASSEMBLING ESSENTIALS OF D12

SECTION I PARTS TO BE PRE-ASSEMBLED

Front gear of crankshaft

Fig. 3.1 Installing of Crankshaft Gear

Crankshaft belt pulley

Fig. 3.2 Installing of Crankshaft Belt Pulley and Other Parts

Fig. 3.3 Preinstalling of Connecting Rod Group of Piston

Skeleton oil seal

Rocker arm bonnet

Fig. 3.4 Preinstalling of Lower Bonnet of Rocker Arm Bonnet

5. Pre-installing of fuel injection pump:

Fig. 3.5 Installing of Fuel Pump