SENR9977

February 2005

Systems Operation
Testing and Adjusting
1104E Engine
RF (Engine)
RH (Engine)
RK (Engine)

This document has been printed from SPI². Not for Resale
 i01658146

Important Safety Information

Most accidents that involve product operation, maintenance and repair are caused by failure to observe
basic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous
situations before an accident occurs. A person must be alert to potential hazards. This person should also
have the necessary training, skills and tools to perform these functions properly.
Improper operation, lubrication, maintenance or repair of this product can be dangerous and
could result in injury or death.
Do not operate or perform any lubrication, maintenance or repair on this product, until you have
read and understood the operation, lubrication, maintenance and repair information.
Safety precautions and warnings are provided in this manual and on the product. If these hazard warnings
are not heeded, bodily injury or death could occur to you or to other persons.
The hazards are identified by the “Safety Alert Symbol” and followed by a “Signal Word” such as
“DANGER”, “WARNING” or “CAUTION”. The Safety Alert “WARNING” label is shown below.

The meaning of this safety alert symbol is as follows:

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

When replacement parts are required for this

product Perkins recommends using Perkins
replacement parts or parts with equivalent
specifications including, but not limited to, phys-
ical dimensions, type, strength and material.

Failure to heed this warning can lead to prema-

ture failures, product damage, personal injury or
death.

This document has been printed from SPI². Not for Resale
SENR9977 3
Table of Contents

Table of Contents Flywheel Housing - Inspect ................................... 54

Gear Group - Inspect ............................................ 55

Electrical System
Systems Operation Section Alternator - Test .................................................... 56
Battery - Test ......................................................... 56
General Information
V-Belt - Test .......................................................... 57
Introduction ............................................................ 4
Charging System - Test ........................................ 57
Electric Starting System - Test .............................. 58
Engine Operation
Glow Plugs - Test .................................................. 60
Basic Engine ........................................................... 6
Air Inlet and Exhaust System ................................. 7
Cooling System .................................................... 10 Index Section
Lubrication System ............................................... 11
Electrical System ................................................. 12 Index ..................................................................... 61
Fuel Injection ....................................................... 14
Electronic Control System ................................... 22
Power Sources ..................................................... 25
Glossary of Electronic Control Terms ................... 29

Testing and Adjusting Section

Fuel System
Fuel System - Inspect ........................................... 32
Air in Fuel - Test .................................................... 32
Finding Top Center Position for No. 1 Piston ........ 33
Fuel Injection Timing - Adjust ................................ 34
Fuel Injection Timing - Check ............................... 35
Fuel Quality - Test ................................................. 35
Fuel System - Prime ............................................. 36
Fuel System Pressure - Test ................................. 36

Air Inlet and Exhaust System

Air Inlet and Exhaust System - Inspect ................. 38
Wastegate - Test ................................................... 38
Compression - Test ............................................... 39
Engine Valve Lash - Inspect/Adjust ...................... 39
Valve Depth - Inspect ............................................ 41
Valve Guide - Inspect ............................................ 41

Lubrication System
Engine Oil Pressure - Test .................................... 43
Engine Oil Pump - Inspect .................................... 43
Excessive Bearing Wear - Inspect ........................ 44
Excessive Engine Oil Consumption - Inspect ....... 44
Increased Engine Oil Temperature - Inspect ........ 45

Cooling System
Cooling System - Check (Overheating) ................ 46
Cooling System - Inspect ...................................... 47
Cooling System - Test ........................................... 47
Engine Oil Cooler - Inspect ................................... 49
Water Temperature Regulator - Test ..................... 49

Basic Engine
Piston Ring Groove - Inspect ................................ 50
Connecting Rod - Inspect ..................................... 50
Connecting Rod Bearings - Inspect ...................... 51
Main Bearings - Inspect ........................................ 51
Cylinder Block - Inspect ........................................ 51
Cylinder Head - Inspect ........................................ 52
Piston Height - Inspect .......................................... 52
Flywheel - Inspect ................................................. 53

This document has been printed from SPI². Not for Resale
4 SENR9977
Systems Operation Section

Systems Operation Section

General Information
i02245816

Introduction

g01130896
Illustration 1
Left side view of a typical 1104C electronic engine

This document has been printed from SPI². Not for Resale
SENR9977 5
Systems Operation Section

(1) Fuel lines (6) Electronic fuel injection pump (11) Alternator
(2) Fuel Priming Pump (7) Engine oil pressure sensor (12) Engine coolant temperature sensor
(3) Fuel Filter (8) Engine oil filter (13) Voltage Load Protection Module
(4) Machine Interface Connector (MIC) (9) Water Pump (14) Electronic Control Module (ECM)
(5) Speed/timing sensor (10) Crankshaft pulley

g01131299
Illustration 2
Right side view of a typical 1104C electronic engine
(15) Exhaust elbow (17) Wastegate actuator (19) Oil drain plug
(16) Turbocharger (18) Starter motor

The 1104C electronic engine is electronically The four cylinders are arranged in-line. The cylinder
controlled. The 1104C electronic engine uses an head assembly has one inlet valve and one exhaust
Electronic Control Module (ECM) to control a fuel valve for each cylinder. The ports for the inlet valves
injection pump. The pump supplies fuel to the fuel are on the left side of the cylinder head. The ports for
injectors. the exhaust valves are on the right side of the cylinder
head. Each cylinder valve has a single valve spring.

This document has been printed from SPI². Not for Resale
6 SENR9977
Systems Operation Section

Each cylinder has a piston cooling jet that is installed

in the cylinder block. The piston cooling jet sprays
engine oil onto the inner surface of the piston in
order to cool the piston. The pistons have a Fastram
combustion chamber in the top of the piston in order
to provide an efficient mix of fuel and air. The piston
pin is off-center in order to reduce the noise level.

The pistons have two compression rings and an

oil control ring. The groove for the top ring has a
hardened insert in order to reduce wear of the ring
groove. The skirt has a layer of graphite in order to
reduce wear. The correct piston height is important in
order to ensure that the piston does not contact the
cylinder head. The correct piston height also ensures g00910750
the efficient combustion of fuel which is necessary in Illustration 3
order to conform to requirements for emissions.
The Bosch VP30 fuel injection pump is installed on
A piston and connecting rod are matched to each the engine. The fuel injection pump conforms to
cylinder. The piston height is controlled by the current emissions. Both the pump timing and the high
length of the connecting rod. Six different lengths idle are preset at the factory. The fuel injection pump
of connecting rods are available in order to attain is not serviceable. Adjustments to the fuel injection
the correct piston height. The different lengths of pump timing and high idle should only be made by
connecting rods are made by machining the small personnel which have had the correct training. The
end bearing off-center in order to form an eccentric fuel injection pump uses the engine ECM to control
bearing. The amount of the eccentricity of the bearing the engine RPM.
creates the different lengths of the connecting rods.
The crankshaft has five main bearing journals. End For the specifications of the 1104C electronic engine,
play is controlled by thrust washers which are located refer to the Specifications, “Engine Design”.
on both sides of the center main bearing.

The timing case is made of aluminum. The timing

gears have holes which align with holes in the front
Engine Operation
flange of the crankshaft and the camshaft in order
to ensure the correct assembly of the gears. When i02242513
the number 1 piston is at the top center position
on the compression stroke, a temporary timing pin Basic Engine
is inserted through the crankshaft gear and the
hole in the front flange of the crankshaft. A second
temporary timing pin is inserted through the camshaft
gear and the hole in the timing case.
Cylinder Block and Cylinder Head
The crankshaft gear turns the idler gear which then
The cylinder block for the 1104 engine has four
turns the following gears:
cylinders which are arranged in-line.
• the camshaft gear The cylinder block for the 1104 engine has five
main bearings which support the crankshaft. Thrust
• the fuel injection pump washers on both sides of the center main bearing
control the end play of the crankshaft.
• a lower idler gear which turns the gear of the
lubricating oil pump
A cylinder head gasket is used between the
engine block and the cylinder head in order to seal
The camshaft and the fuel injection pump run at half
combustion gases, water, and oil.
the rpm of the crankshaft. The cylinder block has an
open top deck. The cylinders are only connected to
the cylinder block at the bottom.

This document has been printed from SPI². Not for Resale
SENR9977 7
Systems Operation Section

The engine has a cast iron cylinder head. The inlet • Fuel injection pump
manifold is integral within the cylinder head. An inlet
valve and an exhaust valve for each cylinder are • Lower idler gear which turns the gear of the
controlled by a pushrod valve system. The ports for lubricating oil pump
the inlet valves are on the left side of the cylinder
head. The ports for the exhaust valves are on the Lip type seals are used on both the front of the
right side of the cylinder head. crankshaft and the rear of the crankshaft.

Pistons, Rings, and Connecting Camshaft

Rods The engine has a single camshaft. The camshaft
is driven by an idler gear in the front housing. The
The pistons have a combustion chamber in the top of
the piston in order to provide an efficient mix of fuel camshaft uses only one bearing on the front journal.
The other journals rotate in the bore of the cylinder
and air. The piston pin is off-center in order to reduce
block. The front bearing and the camshaft bores
the noise level.
in the cylinder block support the camshaft. As the
camshaft turns, the camshaft lobes move the valve
The pistons have two compression rings and an oil
system components. The valve system components
control ring. The groove for the top ring has a hard
metal insert in order to reduce wear of the groove. move the inlet and exhaust valves in each cylinder.
The camshaft gear must be timed to the crankshaft
The skirt has a layer of graphite in order to reduce
gear. The relationship between the lobes and the
wear.
camshaft gear causes the valves in each cylinder
to be opened and closed at the correct time. The
The correct piston height is important in order to
relationship between the lobes and the camshaft
ensure that the piston does not contact the cylinder
head. The correct piston height also ensures the gear also causes the valves in each cylinder to close
at the correct time.
efficient combustion of fuel which is necessary in
order to conform to requirements for emissions.
i02242605
Engines are equipped with connecting rods that have
bearing caps that are fracture split. The bearing caps Air Inlet and Exhaust System
on fracture split connecting rods are retained with
torx screws. Connecting rods with bearing caps that
are fracture split have the following characteristics:

• Higher integrity for the rod

• The splitting produces an accurately matched
surface on each side for improved strength.

• Modern design
The connecting rod is matched to each cylinder.
The piston height is controlled by the length of the
connecting rod. Six different lengths of connecting
rods are available in order to attain the correct piston
height. The different lengths of connecting rods are
made by machining the small end bearing off-center g01130516
Illustration 4
in order to form an eccentric bearing. The amount of
the eccentricity of the bearing creates the different Air inlet and exhaust system (typical example)
lengths of the connecting rods. (1) Exhaust outlet
(2) Turbocharger turbine wheel
(3) Turbocharger compressor wheel
Crankshaft (4) Air intake
(5) Aftercooler
The crankshaft changes the linear energy of the (6) Intake manifold
(7) Engine cylinders
pistons and connecting rods into rotary torque in (8) Exhaust manifold
order to power external equipment.

A gear at the front of the crankshaft drives the timing

gears. The crankshaft gear turns the idler gear which
then turns the following gears:

• Camshaft gear
This document has been printed from SPI². Not for Resale
8 SENR9977
Systems Operation Section

Engines which are naturally aspirated pull outside air A turbocharger increases the temperature and the
through an air cleaner directly into the inlet manifold density of the air that is sent to the engine cylinder.
(6). The air flows from the intake manifold to the This condition causes a lower temperature of ignition
engine cylinders (7). The fuel is mixed with the air in to develop earlier in the compression stroke. The
the engine cylinders. After the fuel combustion occurs compression stroke is also timed in a more accurate
in the engine cylinder, the exhaust gases flow directly way with the fuel injection. Surplus air lowers the
to the outside air through the exhaust manifold (8). temperature of combustion. This surplus air also
provides internal cooling.
Turbocharged engines pull outside air through an air
cleaner into the air intake (4) of the turbocharger. The A turbocharger improves the following aspects of
suction is caused by the turbocharger compressor engine performance:
wheel (3). Then, the turbocharger compressor
wheel compresses the air. The air flows through • Power output is increased.
the aftercooler (5). Cooling the inlet air increases
combustion efficiency. Increased combustion • Fuel efficiency is improved.
efficiency helps achieve the following benefits:
• Engine torque is increased.
• Fuel consumption is reduced.
• Durability of the engine is improved.
• Power output is increased.
• Emissions from the engine are reduced.
• Emissions from the engine are reduced.
From the aftercooler (5), the air flows to the intake
manifold (6) which directs an even distribution of the
air to each engine cylinder (7). Air is pulled into the
engine cylinder (7) during the intake stroke of the
piston. Then, the air is mixed with fuel from the fuel
injectors.

Each piston makes four strokes:

1. Intake

2. Compression

3. Power

4. Exhaust

The sequence of the strokes by all of the pistons in

all of the engine cylinders provide constant air flow
through the inlet system during the engine operation. g00302786
Illustration 5

The exhaust stroke and the timing of the valve Components of a turbocharger (typical example)
mechanism pushes combustion gases through the (1) Air intake
open exhaust valve into the exhaust manifold (8). (2) Compressor housing
(3) Compressor wheel
The exhaust gases flow through the blades of the (4) Bearing
turbocharger turbine wheel (2) which causes the (5) Oil inlet port
turbine wheel and the compressor wheel to turn. (6) Bearing
Then, the exhaust gases flow through the exhaust (7) Turbine housing
(8) Turbine wheel
outlet (1) of the turbocharger to the outside. (9) Exhaust outlet
(10) Oil outlet port
The air inlet system is also equipped with a crankcase (11) Exhaust inlet
ventilation system. The intake strokes of the pistons
pull in atmospheric air to the crankcase. A turbocharger is installed between the exhaust
and intake manifolds. The turbocharger is driven by
Turbocharger exhaust gases which flow through the exhaust inlet
(11). The energy of the exhaust gas turns the turbine
Note: The turbocharger is not serviceable. wheel (8). Then, the exhaust gas flows out of the
turbine housing (7) through the exhaust outlet (9).

This document has been printed from SPI². Not for Resale
SENR9977 9
Systems Operation Section

The turbine wheel and the compressor wheel (3) are • Rocker arms
installed on the same shaft. Therefore, the turbine
wheel and the compressor wheel rotate at the same • Valve springs
rpm. The compressor wheel is enclosed by the
compressor housing (2). The compressor wheel The camshaft gear is driven by the crankshaft gear.
compresses the intake air (1). The intake air flows The camshaft and the crankshaft are timed together.
into the engine cylinders through the inlet valves of When the camshaft turns, the valve lifters and the
the cylinders. pushrods are moved up and down. The pushrods
move the rocker arms. The movement of the rocker
The oil from the main gallery of the cylinder block arms open the valves. The opening and closing of
flows through the oil inlet port (5) in order to the valves is timed with the firing sequence of the
lubricate the turbocharger bearings (4) and (6). The engine. The valve springs push the valves back to
pressurized oil passes through the bearing housing the closed position.
of the turbocharger. The oil is returned through the oil
outlet port (10) to the oil pan.

The turbocharger has a wastegate. The wastegate is

controlled by the boost pressure. This allows some
of the exhaust to bypass the turbocharger at higher
engine speeds. The wastegate is a type of valve
that automatically opens at a preset level of boost
pressure in order to allow exhaust gas to flow around
the turbine. The wastegate allows the design of the
turbocharger to be more effective at lower engine
speeds.

The wastegate is controlled by a diaphragm. One

side of this diaphragm is open to the atmosphere.
The other side of this diaphragm is open to the
manifold pressure.

Cylinder Head And Valves

The valves and the valve mechanism control the
flow of the air and the exhaust gases in the cylinder
during engine operation. The cylinder head assembly
has two valves for each cylinder. Each valve has one
valve spring. The ports for the inlet valves are on
the left side of the cylinder head. The ports for the
exhaust valves are on the right side of the cylinder
head. Steel valve seat inserts are installed in the
cylinder head for both the inlet and the exhaust
valves. The valve seat inserts can be replaced.

The valves are installed in valve guides. The valve

guides can be replaced. The exhaust valve guide has
a counterbore in order to prevent the seizure of the
valve stem. The seizure of the valve stem is caused
by a buildup of carbon under the head of the valve.

The inlet and the exhaust valves are opened and

closed by the rotation and movement of the following
components:

• Crankshaft
• Camshaft
• Valve lifters
• Pushrods

This document has been printed from SPI². Not for Resale
10 SENR9977
Systems Operation Section

i02242619

Cooling System

g00985481
Illustration 6
Flow diagram of the cooling system

The coolant flows from the bottom of the radiator to The main flow of the coolant passes from the rear of
the centrifugal water pump. The water pump assists the cylinder block into the rear of the cylinder head.
in the flow of the coolant through the system. The The coolant flows forward through the cylinder head
water pump is installed on the front of the timing and into the water temperature regulator housing. If
case. The water pump is gear-driven by the fuel the water temperature regulator is closed, the coolant
injection pump gear. goes directly through a bypass to the inlet side of
the water pump. If the water temperature regulator
The water pump forces the coolant through a is open, the bypass is closed and the coolant flows
passage in the front of the timing case to the water to the top of the radiator.
jacket in the top left side of the cylinder block. The
coolant continues to the rear of the cylinder block. From the rear of the cylinder block, some of the
coolant passes into the oil cooler. The oil cooler is
located on the left side of the cylinder block with no
external lines. The coolant flows around the element
of the oil cooler before being returned to the rear of
the cylinder block.

This document has been printed from SPI². Not for Resale
SENR9977 11
Systems Operation Section

i02242521

Lubrication System

g01009682
Illustration 7
Flow diagram of the lubrication system

Lubricating oil from the oil pan flows through a The lubricating oil flows from the outlet side of the oil
strainer and a pipe (9) to the suction side of the pump (10) through a passage to the oil filter head
engine oil pump (10). Pressure for the lubrication (7). The oil then flows from the oil filter head through
system is supplied by the oil pump. The crankshaft a passage to a plate type oil cooler. The oil cooler is
gear (13) drives a lower idler gear (12). The lower located on the left side of the cylinder block.
idler gear drives the oil pump gear (11). The pump
has an inner rotor and an outer rotor. The axis of From the oil cooler, the oil returns through a passage
rotation of the rotors are off-center relative to each to the oil filter head. The oil then flows through a
other. There is an interference fit between the inner bypass valve that permits the lubrication system
rotor and the drive shaft. to function if the oil filter becomes blocked. Under
normal conditions, the oil then flows to the oil filter (8).
The inner rotor has five lobes which mesh with the six
lobes of the outer rotor. When the pump rotates, the The oil flows from the oil filter through a passage that
distance increases between the lobes of the outer is drilled across the cylinder block to the oil gallery
rotor and the lobes of the inner rotor in order to create (4). The oil gallery is drilled through the total length
suction. When the distance decreases between the of the left side of the cylinder block. If the oil filter is
lobes, pressure is created. on the right side of the engine, the oil flows through
a passage that is drilled across the cylinder block to
the pressure gallery.

This document has been printed from SPI². Not for Resale
12 SENR9977
Systems Operation Section

Lubricating oil from the oil gallery flows through Alternator

high pressure passages to the main bearings of
the crankshaft (5). Then, the oil flows through the
passages in the crankshaft to the connecting rod
bearing journals (6). The pistons and the cylinder
bores are lubricated by the splash of oil and the oil
mist.

Lubricating oil from the main bearings flows through

passages in the cylinder block to the journals of the
camshaft. Then, the oil flows from the front journal
of the camshaft (2) at a reduced pressure to the
cylinder head. The oil then flows through the center
of the rocker shaft (1) to the rocker arm levers. The
valve stems, the valve springs and the valve lifters
are lubricated by the splash and the oil mist.

The hub of the idler gear is lubricated by oil from the

oil gallery. The timing gears are lubricated by the
splash from the oil.

An external line from the cylinder block supplies oil to

the turbocharger. The oil then flows through a return Illustration 8
g00303424
line to the oil pan.
(1) Shaft for mounting the pulley

Engines have piston cooling jets that are supplied

The alternator produces the following electrical
with oil from the oil gallery. The piston cooling jets
output:
spray lubricating oil on the underside of the pistons in
order to cool the pistons.
• Three-phase
i02242636 • Full-wave
Electrical System • Rectified
The alternator is an electro-mechanical component.
The alternator is driven by a drive belt from the
The electrical system is a negative ground system. crankshaft pulley. The alternator charges the storage
battery during the engine operation.
The charging circuit operates when the engine
is running. The alternator in the charging circuit The alternator converts the mechanical energy
produces direct current for the electrical system. and the magnetic energy into electrical energy.
This conversion is done by rotating a direct current
electromagnetic field on the inside of a three-phase
stator. The electromagnetic field is generated by
electrical current flowing through a rotor. The stator
generates AC electrical power.

The alternating current is changed to direct current

by a three-phase, full-wave rectifier. Direct current
flows to the output terminal of the alternator. The
rectifier has three exciter diodes. The direct current
is used for the charging process.

A regulator is installed on the rear end of the

alternator. Two brushes conduct current through two
slip rings. The current then flows to the rotor field. A
capacitor protects the rectifier from high voltages.

This document has been printed from SPI². Not for Resale
SENR9977 13
Systems Operation Section

The alternator is connected to the battery through

the ignition switch. Therefore, alternator excitation
occurs when the switch is in the ON position.

Starting Motor

g00956095
Illustration 9
24 Volt Starting Motor
(1) Terminal for connection of the ignition (2) Terminal for connection of the battery
switch cable

The starting motor has a solenoid. When the ignition

switch is activated, voltage from the electrical system
will cause the solenoid to engage the pinion in the
flywheel ring gear of the engine. When the pinion
gear is engaged in the flywheel ring gear, the
electrical contacts in the solenoid close the circuit
between the battery and the starting motor. This
causes the starting motor to rotate. This type of
activation is called a positive shift.

When the engine begins to run, the overrunning

clutch of the pinion drive prevents damage to the
armature. Damage to the armature is caused by
excessive speeds. The clutch prevents damage by
stopping the mechanical connection. However, the
pinion will stay meshed with the ring gear until the
ignition switch is released. A spring in the overrunning
clutch returns the clutch to the rest position.

g00954820
Illustration 10
12 Volt Starting Motor
(1) Terminal for connection of the battery cable
(2) Terminal for connection of the ignition switch

The starting motor turns the engine flywheel. The

rpm is high enough in order to initiate a sustained
operation of the fuel ignition in the cylinders.

This document has been printed from SPI². Not for Resale
14 SENR9977
Systems Operation Section

i02247913

Fuel Injection

g01131813
Illustration 11
Flow diagram of the fuel system
(1) Fuel injectors (4) Fuel return lines
(2) Fuel transfer pump and secondary fuel (5) Fuel lines
filter (6) Fuel tank
(3) Primary fuel filter and water separator (7) Fuel injection pump

The 1104C electronic engine is equipped with a The axial piston distributor injection pump generates
Bosch VP30 fuel injection pump. The fuel injection injection pressure for all cylinders in a single pump.
pump is an axial piston distributor injection pump that The fuel injection pump is responsible for the
is controlled by the Electronic Control Module (ECM). distribution of fuel to the fuel injectors. The injection
pressure is generated by an axially moving piston.
The movement of the piston is parallel to the fuel
injection pump shaft.

This document has been printed from SPI². Not for Resale
SENR9977 15
Systems Operation Section

When the engine is operated, the fuel is pulled from

the fuel tank (6) through the primary fuel filter/water
separator (3) by the fuel transfer pump (2). When the
fuel passes through the water separator, any water
in the fuel will go to the bottom of the bowl. The fuel
transfer pump is equipped with a secondary fuel filter.
From the fuel priming pump, the fuel passes through
the fuel supply line to the fuel injection pump (7).
The fuel injection pump sends fuel through the high
pressure fuel lines to the fuel injectors (1). The fuel
injectors spray atomized fuel into the cylinders.

The fuel injection pump needs fuel for lubrication. The

precision parts of the pump are easily damaged. The
engine must not be operated until the fuel injection
pump is full of fuel. The system must be primed when
any part of the system is drained of fuel. The fuel
system needs priming when a fuel filter is changed,
and/or when a fuel line is removed, and/or when the
fuel injection pump is replaced.

This document has been printed from SPI². Not for Resale
16 SENR9977
Systems Operation Section

Fuel Injection Pump

g01132091
Illustration 12
Schematic of the Bosch VP30 fuel injection pump
(1) Speed/timing sensor (8) Cam plate
(2) Electronic control unit (ECU) for the fuel (9) Roller
injection pump (10) Timing advance mechanism
(3) Fuel transfer pump (11) Timing solenoid valve
(4) Fuel solenoid valve (12) Fuel transfer pump
(5) Distributor plunger (13) Pressure regulator
(6) Fuel injector (14) ECM
(7) Delivery valve (15) Cam ring

The fuel injection pump has the following operations: • Shutoff

• Delivery • Control
• Generation of high pressure
• Distribution and injection
• Timing and control

This document has been printed from SPI². Not for Resale
SENR9977 17
Systems Operation Section

Delivery The eccentric position of the rotor is relative to the

cam ring. A volume is created between the vanes,
the rotor, and the cam ring. The fuel is transported
by the eccentric position. The eccentric position is
relative to the rotor and the outlet passage (19).
The fuel is transferred to the outlet passage into the
distributor plunger. The volume of the fuel is reduced
between the inlet passage and the outlet passage.
This creates pressure before the delivery to the
distributor plunger.

The quantity of fuel increases as the speed of the

engine increases. Increased engine speed increases
the delivery pressure of the fuel. The pressure inside
the pump is limited by a pressure regulator. The
pressure regulator controls the fuel pressure. The
g01132094
Illustration 13 fuel forces the valve spring open and the fuel flows
Center view of the Bosch VP30 fuel injection pump back into the inlet passage from the inside of the fuel
(16) Fuel transfer pump injection pump.

Fuel is supplied by the head pressure of the priming Generation of High Pressure
pump. The fuel enters the fuel transfer pump (16) of
the fuel injection pump. The fuel transfer pump is a
vane pump. The transfer pump is driven by the fuel
injection pump shaft. The pump supplies a constant
amount of fuel to the interior of the fuel injection
pump. The revolution of the transfer pump is directly
related to the speed of the fuel injection pump shaft.

g01132111
Illustration 15
The distributor rotor and the cam plate of the Bosch VP30 fuel
injection pump
(23) Cam ring
(24) Cam plate
(25) Roller
(26) Head of the distributor
(27) Distributor plunger
(28) Springs

The fuel comes from the outlet passage of the fuel

transfer pump. The high pressure is generated
by the axial movement of the distributor plunger.
The cam plate is driven by the fuel injection pump
Illustration 14
g01132095 shaft. The cam plate has four cams. The number of
cams corresponds to the number of cylinders of the
Fuel transfer pump for the Bosch VP30 fuel injection pump
engine. The cams on the cam plate run on the rollers.
(17) Pump housing The rollers are fixed on the cam ring. The rotating
(18) Cam ring
(19) Outlet passage
movement and the lifting movement of the cam plate
(20) Rotor makes the generation of high pressure.
(21) Vane
(22) Inlet passage

The rotor (20) rotates inside the cam ring (18). The
ring is firmly attached to the pump housing (17). The
vanes (21) are pressed against the ring by centrifugal
force. The fuel flows through the inlet passage (22)
then into a recess in the pump housing.

This document has been printed from SPI². Not for Resale
18 SENR9977
Systems Operation Section

The cam plate moves the distributor plunger toward

the head of the distributor (26). The high pressure is
created by a decrease in the volume between the
distributor plunger and the head of the distributor.
The cam plate is pressed to the ring by two springs
(28). This brings the distributor plunger back to the
original position. The fuel solenoid valve closes the
high pressure volume.

Distribution and Injection

g01132170
Illustration 18
Delivery valve in the closed position

The delivery valve ensures that the pressure waves

do not allow a reopening of the injector . The pressure
waves are created at the end of the injection process.
The valve cone is lifted by the fuel pressure.

The fuel is forced through the fuel line to the injector.

The delivery ends and the fuel pressure drops. The
Illustration 16
g01132136 valve spring presses the valve cone onto the valve
seat. The reopening of a fuel injector has a negative
The rear view of the Bosch VP30 fuel injection pump
effect on emissions.
(29) Fuel solenoid valve
(30) Delivery valve
(31) Timing solenoid valve Timing
The distribution of fuel to the injectors takes place Retarding of the fuel injection is the direct relationship
through the rotating movement of the distributor between the start of injection and the position of the
plunger. The fuel solenoid valve meters the amount piston. The timing compensates for the higher RPM
of fuel by the following operations: of the engine by advancing the start of injection.

• Time of closure
• Duration time
• Start of injection
• Amount of fuel

g01132164
Illustration 17
Delivery of fuel from the open delivery valve

This document has been printed from SPI². Not for Resale
SENR9977 19
Systems Operation Section

1. The ECU sends a signal to the timing solenoid

valve.

2. The timing mechanism is triggered by the timing

solenoid valve.

3. The timing solenoid valve changes the pressure in

the timing mechanism.

4. The timing mechanism changes the position of

the cam ring.

5. The cam ring changes the position of the rollers.

6. The rollers change the position of the cam plate.

7. The cam plate changes the timing of the fuel

delivery.

Control

g01133210
Illustration 19
Timing advance for timing mechanism (side view and top view)

g01143278
Illustration 21
Electronic control for the fuel system (typical example)

The ECU for the injection pump uses the command

from the ECM and the measured values from the
speed/timing sensor to actuate the fuel solenoid
valve.

g01133211
Illustration 20
Timing retard for timing mechanism (side view and top view)

The timing advance or the timing retard of the fuel

injection pump is shown in the following steps:

This document has been printed from SPI². Not for Resale
20 SENR9977
Systems Operation Section

g01133212
Illustration 22
The timing wheel and the secondary speed/timing sensor
(32) Secondary speed/timing sensor
(33) Timing wheel

The ECU for the fuel injection pump is mounted on

the top of the pump. The ECU has a connection Illustration 23
g01133213
to the engine ECM and a connection to the
Operating principle
speed/timing sensor. The ECU has a connection for
the two solenoid valves. The ECM functions as a (34) Angle of fuel delivery
(35) Lift of the cam
control computer. The ECU calculates the optimal (36) Stroke
parameters from the ECM data. The fuel solenoid (37) Pulse for actuating the fuel solenoid
actuates the valve accordingly. (38) Valve lift
(39) Angle of the speed/timing sensor
The secondary speed/timing sensor in the fuel
injection pump determines the precise angular The amount of fuel is proportional to the stroke of
position and the speed of the fuel injection pump the piston. The effective stroke is proportional to the
shaft. The timing wheel (23) is permanently angle of fuel delivery. A temperature compensation
connected to the fuel injection pump shaft. The takes place in the ECU. The compensation takes
secondary speed/timing sensor gets information from place in order to inject the precise amount of fuel.
the timing wheel. The sensor then sends electrical
impulses to the ECU. The ECU also uses the Shutoff
information to determine the average speed of the
pump and momentary speed of the pump. The engine shuts off by interrupting the fuel supply.
The engine Electronic Control Module (ECM)
Note: The engine will not run if the secondary specifies the amount of fuel. The fuel solenoid valve
speed/timing sensor fails. is switched by the ECU on the fuel injection pump
to the zero fuel position.
The signal of the speed/timing sensor is constant.
Power command signals are routed over the CAN
data link from the engine ECM to the ECU on the fuel
injection pump.

This document has been printed from SPI². Not for Resale
SENR9977 21
Systems Operation Section

Fuel Injectors

g01142467
Illustration 24

Each fuel injector is held into the cylinder head by a

clamp around the fuel injector. The fuel injectors are
not serviceable but the nozzles can be removed in
order to clean the orifice.

The fuel injection pump forces the fuel to flow under

high pressure to the hole in the fuel inlet. The fuel
then flows around a needle valve within the nozzle
holder which causes the nozzle to fill with fuel. The
pressure of the fuel pushes the needle valve and a
spring. When the force of the fuel pressure is greater
than the force of the spring, the needle valve will lift
up.

When the needle valve opens, fuel under high

pressure will flow through the nozzle orifices into the
cylinder. The fuel is injected into the cylinder through
the orifices in the nozzle end as a very fine spray.
When the fuel is injected into the cylinder, the force
of the fuel pressure in the nozzle body will decrease.
The force of the spring will then be greater than the
force of the fuel pressure that is in the nozzle body.
The needle valve will move quickly to the closed
position.

The needle valve has a close fit with the inside of the
nozzle. This makes a positive seal for the valve.

This document has been printed from SPI². Not for Resale
22 SENR9977
Systems Operation Section

i02251280

Electronic Control System

g01133227
Illustration 25
Schematic of the electronic control system
(1) Voltage load-dump protection module (4) ECM (8) Intake manifold pressure sensor
(VLPM) (5) Coolant temperature sensor (9) Primary speed/timing sensor
(2) Service tool connector (6) Intake manifold temperature sensor (10) Timing wheel
(3) Machine interface connector (7) Engine oil pressure sensor (11) Fuel injection pump

The electronic control system for the 1104C electronic

engine has the following components:

• Electronic control module (ECM)

• Pressure sensors
• Temperature Sensors
• Primary speed/timing sensor
• Voltage load-dump protection module (VLPM)

This document has been printed from SPI². Not for Resale
SENR9977 23
Systems Operation Section

Electronic Control Module (ECM) Flash programming is the method of programming

or updating the personality module. Refer to
Troubleshooting, RENR2696, “Flash Programming ”
for the instructions on the flash programming of the
personality module.

The ECM is sealed and the ECM needs no routine

adjustment or maintenance.

Pressure Sensors

g01133234
Illustration 26
Electronic control module (ECM)
g00884730
Illustration 27
The ECM functions as the governor and the computer
Intake manifold pressure sensor
for the fuel system. The ECM receives all the signals
from the sensors in order to control the timing and
the engine speed. The intake manifold pressure sensor is a three-wire
active sensor that is supplied with power from
Reprogramming of the ECM requires factory the ECM. The sensor provides the ECM with a
passwords. The reasons for having passwords in an measurement of intake manifold pressure in order
ECM are the following reasons: to control the air/fuel ratio. This will reduce the
engine smoke during transient conditions. The intake
manifold pressure sensor is also used for engine
• Prevent unauthorized reprogramming. monitoring.
• Prevent unauthorized erasing of logged events. The operating range for the intake manifold pressure
sensor ................ 55 kPa to 339 kPa (8 psi to 50 psi)
• Allow the customer to control certain programmable
engine parameters.
Required accuracy ......... ±3% of maximum pressure
The factory passwords restrict changes to authorized
personnel. Factory passwords are required to
clear any event code. Refer to Troubleshooting,
RENR2696, “Factory Passwords” for more
information on the passwords.

The ECM has an excellent record of reliability. Any

problems in the system are most likely to be the
connectors and the wiring harness. The ECM should
be the last item in troubleshooting the engine.

The personality module contains the software with

all the fuel setting information. The information
determines the engine performance. The personality
module is installed behind the access panel on the g01133306
Illustration 28
ECM.
Engine oil pressure sensor
(1) Sensor common
(2) 5 volt supply
(3) Pressure signal

This document has been printed from SPI². Not for Resale
24 SENR9977
Systems Operation Section

The engine oil pressure sensor is also an active Primary Speed/Timing Sensor
sensor with three wires and a power supply. The
sensor provides the ECM with a measurement of
engine oil pressure. The ECM can warn the operator
of possible conditions that can damage the engine.
This includes the detection of a blocked oil filter.

The operating range for the engine oil pressure

sensor ....................... 110 to 882 kPa (16 to 128 psi)

Required accuracy ......... ±3% of maximum pressure

Temperature Sensors

g01133334
Illustration 30
Primary speed/timing sensor
(1) Negative terminal
(2) Positive terminal

The primary speed/timing sensor is also a two-wire

passive sensor. The sensor provides the ECM with
the speed and the position of the engine from a timing
wheel that is mounted on the crankshaft so that
the ECM can request fuel and timing from the fuel
injection pump. The timing wheel has one missing
tooth that is located 70 degrees after top center.
g01133312
Illustration 29
Temperature sensor
The operating range for the primary speed/timing
sensor ........................................... 142 to 3333 RPM
(1) Negative terminal
(2) Positive terminal
When the engine is cranking, the ECM uses the
The intake manifold temperature sensor and signal from the secondary speed/timing sensor in the
the coolant temperature sensor are two-wire fuel injection pump. When the engine is running, the
passive sensors. The intake manifold temperature ECM uses the signal from the primary speed/timing
sensor provides the ECM with intake manifold air sensor on the crankshaft. This speed/timing sensor
temperature so that the ECM can control the fuel for is the primary source of the engine position.
starting and injection timing. The coolant temperature
sensor provides the ECM with coolant temperature Note: If the primary speed/timing sensor fails, the
so that the ECM can control injection timing. The engine will be derated and the engine will continue to
temperature sensors are also used for engine operate on the secondary speed/timing sensor. Refer
monitoring. to Troubleshooting, RENR2696 for more information.

The operating range for the temperature

sensors ..................... −40° to 150°C (−40° to 302°F)

Required accuracy for sensor ........... ±1 °C (±1.8 °F)

This document has been printed from SPI². Not for Resale
SENR9977 25
Systems Operation Section

Voltage Load-dump Protection

Module (VLPM)

g01133354
Illustration 31
(1) VLPM

The VLPM monitors the voltage of the system and

the VLPM will protect the ECU on the fuel injection
pump against voltage spikes and reverse polarity.
The fuel injection pump will be shutdown if there is
high voltage on the system.

i02251435

Power Sources

Introduction (Power Supplies)

The 1104C electronic engine has four supplies to the
following components:

• ECM
• Fuel Injection Pump
• Pressure sensors
• Throttle position sensor

This document has been printed from SPI². Not for Resale
26 SENR9977
Systems Operation Section

ECM Power Supply

g01141374
Illustration 32
Power Supply for the ECM

The power supply to the ECM and the system The display screen on the electronic service tool can
is drawn from the 24 volt or the 12 volt battery. be used in order to check the voltage supply.
The power supply for the ECM has the following
components: Note: Two wires are used to reduce resistance.

• Battery
• disconnect switch
• Key start switch
• Fuses
• Ground bolt
• ECM connector
• Machine interface connector
Note: The ground bolt is the only component that is
mounted on the engine.

The Schematic for the ECM shows the main

components for a typical power supply circuit. Battery
voltage is normally connected to the ECM. The input
from the key start switch turns on the ECM.

The wiring harness can be bypassed for

troubleshooting purposes.

This document has been printed from SPI². Not for Resale
SENR9977 27
Systems Operation Section

Power Supply for the Fuel Injection

Pump

g01141661
Illustration 33
Power supply for the fuel injection pump

g00931447 g01143327
Illustration 34 Illustration 35
Connection for the fuel injection pump (J40/P40) Connector for the fuel injection pump (J40)
(1) Can -
(2) Can +
(3) Unused
(4) Unused
(5) Fuel shutoff
(6) Battery -
(7) Battery +
(8) Signal for primary speed/timing sensor
(9) Unused

The power supply for the ECM comes from the

machine interface connector. The machine interface
connector receives power from the power relay.

This document has been printed from SPI². Not for Resale
28 SENR9977
Systems Operation Section

Power Supply for the Pressure

Sensors

g01143335
Illustration 36
Schematic for pressure sensors

The ECM supplies 5.0 ± 0.2 DC volts through the

ECM connector to each sensor. The power supply is
protected against short circuits. A short in a sensor or
a wiring harness will not cause damage to the ECM.

Power Supply for the Throttle

Position Sensor

g01134572
Illustration 37
Schematic for the throttle position sensor

The ECM supplies 8.0 ± 0.4 DC volts through the

ECM connector to the sensor. The power supply is
protected against short circuits. A short in a sensor or
a wiring harness will not cause damage to the ECM.

This document has been printed from SPI². Not for Resale
SENR9977 29
Systems Operation Section

i02285310 Diagnostic Lamp – A diagnostic lamp is sometimes

called the check engine light. The diagnostic lamp
Glossary of Electronic Control is used to warn the operator of the presence of an
Terms active diagnostic code.

Direct Current (DC) – Direct current is the type of

current that flows consistently in only one direction.
Aftermarket Device – An aftermarket device is
a device or an accessory that is installed by the Duty Cycle – See Pulse Width Modulation.
customer after the engine is delivered.
Electronic Service Tool – The Electronic Service
Air-To-Air Aftercooler – An air-to-air aftercooler is a Tool is used for diagnosing a variety of electronic
device that is used on turbocharged engines in order controls and the Electronic Service Tool is also used
to cool inlet air that has undergone compression. The for programming a variety of electronic controls.
inlet air is cooled after the inlet air passes through
the turbocharger. The inlet air is passed through an Engine Control Module (ECM) – The ECM is the
aftercooler (heat exchanger) that uses ambient air for engine’s control computer. The ECM provides power
cooling. The inlet air that has been cooled advances to the electronics. The ECM monitors data that is
to the inlet manifold. input from the engine’s sensors. The ECM acts as a
governor in order to control engine rpm.
Before Top Center (BTC) – BTC is the 180 degrees
of crankshaft rotation before the piston reaches the Estimated Dynamic Timing – Estimated dynamic
top center position in the normal direction of rotation. timing is the estimate of the actual injection timing
that is calculated by the ECM.
Bypass Circuit – A bypass circuit is a circuit that is
used as a substitute circuit for an existing circuit. A Enable Signal for the Exhaust Brake – The
bypass circuit is typically used as a test circuit. exhaust brake enable signal interfaces the ECM to
the engine retarder. This prevents the operation of
Coolant Temperature Sensor – The coolant the exhaust brake under unsafe engine operating
temperature sensor measures the engine coolant conditions.
temperature. The sensor sends a signal to the ECM.
The engine’s coolant temperature is used in Cold Failure Mode Identifier (FMI) – The FMI describes
Mode operation. Coolant temperature is also used in the type of failure that was experienced by the
order to optimize engine performance. component. The codes for the FMI were adopted from
the standard practices of SAE (J1587 diagnostics).
Code – See the Diagnostic Code.
Flash Memory – See the Personality Module.
Customer Specified Parameters – A customer
specified parameter is a parameter that can be Fuel Ratio Control (FRC) – The FRC is a limit that
changed. A customer specified parameter’s value is is based on the control of the fuel to the air ratio. The
set by the customer. These parameters are protected FRC is used for emission control. When the ECM
by customer passwords. senses a higher turbocharger outlet pressure, the
ECM increases the limit for the FRC in order to allow
Data Link – The data link is an electrical connection more fuel into the cylinders.
that is used to communicate with other electronic
devices that have microprocessors. The data link Fuel Position – The fuel position is a signal within
is also the communication medium that is used for the ECM. The signal is from the electronic governor.
programming with the electronic service tool. The The signal goes to the fuel injection control. The
data link is also used for troubleshooting with the signal is based on the desired engine speed, the
electronic service tool. FRC, the rated position, and the actual engine speed.

Desired RPM – The desired rpm is input to the Harness – The harness is the bundle of wiring that
electronic governor within the ECM. The electronic connects all the components of the electrical engine
governor uses the signal from the Accelerator Pedal system.
Position Sensor, the Engine Speed Sensor, the
Cruise Control, and the Customer Parameters in Hertz (Hz) – Hz is the measure of frequency in
order to determine desired rpm. cycles per second.

Diagnostic Code – A diagnostic code is sometimes Intake manifold temperature sensor – The
called a fault code. A diagnostic code is an indication intake manifold temperature sensor is a sensor that
of a problem or event in the electrical engine systems. measures the intake air temperature. The sensor
also sends a signal to the ECM.

This document has been printed from SPI². Not for Resale
30 SENR9977
Systems Operation Section

Open Circuit – An open circuit is a broken electrical

wire connection. The signal or the supply voltage
cannot reach the intended destination.

Original Equipment Manufacturer (OEM) – An

OEM is the manufacturer of a vehicle that utilizes a
Perkins engine.

Parameter – A parameter is a programmable value

which affects the characteristics or the behavior of
the engine and/or vehicle.

Parameter Identifier (PID) – A PID is a numerical

code that contains two digits or three digits. A
numerical code is assigned to each component. The g00284479
numerical code identifies data via the data link to the Illustration 38
ECM. Example Of Pulse Width Modulation

Password – A password is a group of numeric Rated Fuel Position (“Rated Fuel Pos”) – The
characters or alphanumeric characters. A password rated fuel position indicates the maximum allowable
is designed to restrict the changing of information fuel position (longest injection pulse). The rated fuel
in the ECM. The electrical engine systems require position will produce rated power for this engine
correct customer passwords in order to change configuration.
customer specified parameters. The electrical engine
systems require correct factory passwords in order Reference Voltage – The reference voltage is a
to clear certain logged events. Factory passwords regulated voltage that is used by the sensor in order
are also required in order to change certain engine to generate a signal voltage.
specifications.
Sensor – A sensor is used to detect a change in
Personality Module – The personality module is the the pressure, in the temperature, or in mechanical
module in the ECM which contains all the instructions movement. When any of these changes are detected,
(software) for the ECM and performance maps for a sensor converts the change into an electrical signal.
a specific horsepower family. Updates and rerates
are accomplished by electronically flashing in new Service Program Module (SPM) – The SPM is
data. The updates and rerates are flashed in using a software program on a computer chip that was
the electronic service tool. programmed at the factory.

Power Take-Off (PTO) – The PTO is operated with Short Circuit – A short circuit is an electrical circuit
the cruise control switches or dedicated inputs from that is mistakenly connected to an undesirable point.
the PTO. This mode of operation permits setting For example, an electrical contact is made with the
constant engine rpm when the vehicle is not moving frame whenever an exposed wire rubs against a
or when the vehicle is moving at slow speeds. vehicle’s frame.

Pulse Width Modulation (PWM) – A PWM is a Signal – A signal is a voltage or a wave that is used
digital type of electronic signal that corresponds to a to transmit information that is typically from a sensor
measured variable. The length of the pulse (signal) is to the ECM.
controlled by the measured variable. The variable is
quantified by a certain ratio. This ratio is the percent Speed Surge – A speed surge is a sudden brief
of “on-time” that is divided by the percent of “off-time”. change in engine rpm.
A PWM signal is generated by the Throttle Position
Sensor. Speed-timing Sensor – The speed-timing sensor
is a sensor that provides a Pulse Width Modulated
signal to the ECM. The ECM interprets this signal as
the crankshaft position and the engine speed.

Subsystem – A subsystem is a part of the engine

system that relates to a particular function.

This document has been printed from SPI². Not for Resale
SENR9977 31
Systems Operation Section

Supply Voltage – Supply voltage is a constant

voltage that is supplied to a component in order to
provide electrical power for operation. Supply voltage
may be generated by the ECM. Supply voltage may
also be the battery voltage of the vehicle that is
supplied by the vehicle wiring.

“T” Harness – This harness is a test harness that

is designed to permit normal circuit operation and
the measurement of the voltage simultaneously.
Typically, the harness is inserted between the two
ends of a connector.

Throttle Position – The Throttle position is sent

from the accelerator pedal. This signal is interpreted
by the ECM. The throttle position may be used as
part of a power take-off control.

Total Tattletale – The total tattletale is the total

number of changes to all system parameters.

This document has been printed from SPI². Not for Resale
32 SENR9977
Testing and Adjusting Section

Testing and Adjusting 2. Install a suitable fuel flow tube with a visual sight
gauge in the fuel return line. When possible, install
Section the sight gauge in a straight section of the fuel line
that is at least 304.8 mm (12 inches) long. Do not
install the sight gauge near the following devices
that create turbulence:
Fuel System
• Elbows
i02242712
• Relief valves
Fuel System - Inspect • Check valves
Observe the fuel flow during engine cranking.
A number of the components that send fuel to Look for air bubbles in the fuel. If there is no fuel
the engine can cause low fuel pressure. This can that is present in the sight gauge, prime the fuel
decrease engine performance. system. Refer to Testing and Adjusting, “Fuel
System - Prime” for more information. If the engine
1. Check the fuel level in the fuel tank. Ensure that starts, check for air in the fuel at varying engine
the vent in the fuel cap is not filled with dirt. speeds. When possible, operate the engine under
the conditions which have been suspect.
2. Check all fuel lines for fuel leakage. The fuel lines
must be free from restrictions and faulty bends.
Verify that the fuel return line is not collapsed.

3. Inspect the fuel filter for excess contamination. If

necessary, install a new fuel filter. Determine the
source of the contamination. Make the necessary
repairs.

4. Service the primary fuel filter (if equipped).

5. Remove any air that may be in the fuel system.

Refer to Testing and Adjusting, “Fuel System -
Prime”.

i01854200

Air in Fuel - Test

g00578151
This procedure checks for air in the fuel system. This Illustration 39
procedure also assists in finding the source of the air. (1) A steady stream of small bubbles with a diameter of
approximately 1.60 mm (0.063 inch) is an acceptable amount
of air in the fuel.
1. Examine the fuel system for leaks. Ensure that (2) Bubbles with a diameter of approximately 6.35 mm (0.250 inch)
the fuel line fittings are properly tightened. Check are also acceptable if there is two seconds to three seconds
the fuel level in the fuel tank. Air can enter the intervals between bubbles.
fuel system on the suction side between the fuel (3) Excessive air bubbles in the fuel are not acceptable.
transfer pump and the fuel tank.
3. If excessive air is seen in the sight gauge in the
fuel return line, install a second sight gauge at the
inlet to the fuel transfer pump. If a second sight
gauge is not available, move the sight gauge from
Work carefully around an engine that is running. the fuel return line and install the sight gauge
Engine parts that are hot, or parts that are moving, at the inlet to the fuel transfer pump. Observe
can cause personal injury. the fuel flow during engine cranking. Look for air
bubbles in the fuel. If the engine starts, check for
air in the fuel at varying engine speeds.

This document has been printed from SPI². Not for Resale
SENR9977 33
Testing and Adjusting Section

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

transfer pump, the air is entering the system after
the fuel transfer pump. Refer to the Testing and
Adjusting, “Fuel System - Prime”.

If excessive air is seen at the inlet to the fuel

transfer pump, air is entering through the suction
side of the fuel system.

To avoid personal injury, always wear eye and face

protection when using pressurized air.

NOTICE
To avoid damage, do not use more than 55 kPa (8 psi)
to pressurize the fuel tank.

4. Pressurize the fuel tank to 35 kPa (5 psi). Do

not use more than 55 kPa (8 psi) in order to Illustration 40
g00923080
avoid damage to the fuel tank. Check for leaks in
(1) Hole for crankshaft pin
the fuel lines between the fuel tank and the fuel (2) Hole for camshaft pin
transfer pump. Repair any leaks that are found.
Check the fuel pressure in order to ensure that 1. Remove the valve mechanism cover, the glow
the fuel transfer pump is operating properly. For plugs, and the cover for the front housing.
information about checking the fuel pressure, see
Testing and Adjusting, “Fuel System Pressure - Note: The crankshaft timing pin can be inserted with
Test”. the crankshaft pulley still on the engine.
5. If the source of the air is not found, disconnect 2. Rotate the crankshaft in the normal direction of
the supply line from the fuel tank and connect an the engine until the inlet valve of the No. 4 cylinder
external fuel supply to the inlet of the fuel transfer has just opened and the exhaust valve of the No.
pump. If this corrects the problem, repair the fuel 4 cylinder has not completely closed.
tank or the stand pipe in the fuel tank.
3. Carefully rotate the crankshaft in the normal
i02242740
direction of the engine in order to align the hole
in the crankshaft with the hole in the cylinder
Finding Top Center Position block and the timing case. Insert the 27610211
Crankshaft Timing Pin fully into the hole in the
for No. 1 Piston crankshaft web.

4. Insert the 27610212 Camshaft Timing Pin

Table 1
through the hole in the camshaft gear and into the
body of the timing case. The engine is set at the
Required Tools top center position for No. 1 piston.
Part
Part Description Qty Note: The camshaft gear can rotate a small amount
Number
when the pin is installed.
27610211 Crankshaft timing pin 1
27610212 Camshaft timing pin 1 5. Remove the timing pins from the camshaft gear
and the crankshaft web.

This document has been printed from SPI². Not for Resale
34 SENR9977
Testing and Adjusting Section

i02285307 6. Insert the 27610032 Timing Pin through the hole

in the fuel pump gear and through the slot in the
Fuel Injection Timing - Adjust hub. Push the timing pin fully into the hole in the
body of the fuel injection pump.

Note: The 27610032 Timing Pin must be a sliding fit

Table 2
in the hole in the body of the fuel injection pump.
Required Tools
Part
Part Description Qty
Number
27610032 Timing Pin 1

g01143217
Illustration 42

7. Release the locking screw (4). Remove the spacer

(5). Tighten the locking screw (4) to 31 N·m
(23 lb ft).

8. Remove the four setscrews and the four washers

and then remove the fuel pump gear from the hub
on the fuel injection pump.

9. Install the idler gear. Refer to Disassembly and

g01134728 Assembly, “Idler Gear (Front) - Install”.
Illustration 41
(1) Hole for timing pin for the fuel pump 10. Install the fuel pump gear over the 27610032
(2) Hole for camshaft pin
(3) Hole for crankshaft pin
Timing Pin and engage with the idler gear.

1. Set the number one piston at top center on 11. Loosely install the four washers and the four
the compression stroke. Refer to Testing and setscrews.
Adjusting, “Finding Top Center Position for No. 1
Piston” for the correct procedure. 12. Rotate the fuel pump gear counterclockwise in
order to take up the backlash in the gear train
Note: Do not remove the timing pins after finding top and then tighten the four setscrews to 28 N·m
center on the compression stroke. (20.7 lb ft).

2. Remove the four setscrews and the four washers 13. Release the locking screw (4). Install the spacer
and then remove the fuel pump gear from the hub (5) under the head of the locking screw. Tighten
on the fuel injection pump. the locking screw (4) to 12 N·m (9 lb ft).

3. Remove the idler gear. Refer to Disassembly and 14. Remove all three timing pins and install the
Assembly, “Idler Gear (Front) - Remove”. removed components.

4. Install the fuel pump gear on the hub of the fuel 15. Check the fuel injection timing again. Refer to
injection pump shaft and install the four setscrews Testing and Adjusting, “Fuel Injection Timing -
and the four washers. Check”.

5. Turn the fuel pump gear until the slot in the hub
is aligned with the hole in the fuel injection pump
body.

This document has been printed from SPI². Not for Resale
SENR9977 35
Testing and Adjusting Section

i02253244 4. Remove all three timing pins and install the

removed components.
Fuel Injection Timing - Check
i02243111

Table 3 Fuel Quality - Test

Required Tools
Part
Part Description Qty
Number Use the following procedure to test for problems
regarding fuel quality:
27610032 Timing Pin 1
1. Determine if water and/or contaminants are
1. Set the number one piston at top center on present in the fuel. Check the water separator (if
the compression stroke. Refer to Testing and equipped). If a water separator is not present,
Adjusting, “Finding Top Center Position for No. 1 proceed to Step 2. Drain the water separator, if
Piston” for the correct procedure. necessary. A full fuel tank minimizes the potential
for overnight condensation.
Note: Do not remove the timing pins after finding top
center on the compression stroke. Note: A water separator can appear to be full of fuel
when the water separator is actually full of water.

2. Determine if contaminants are present in the

fuel. Remove a sample of fuel from the bottom
of the fuel tank. Visually inspect the fuel sample
for contaminants. The color of the fuel is not
necessarily an indication of fuel quality. However,
fuel that is black, brown, and/or similar to sludge
can be an indication of the growth of bacteria or
oil contamination. In cold temperatures, cloudy
fuel indicates that the fuel may not be suitable for
operating conditions.

Refer to Operation and Maintenance Manual,

“Refill Capacities and Recommendations” for
more information.

3. If fuel quality is still suspected as a possible

cause to problems regarding engine performance,
disconnect the fuel inlet line, and temporarily
operate the engine from a separate source of
g01134728 fuel that is known to be good. This will determine
Illustration 43
if the problem is caused by fuel quality. If fuel
(1) Hole for timing pin for the fuel pump quality is determined to be the problem, drain the
(2) Hole for camshaft pin
(3) Hole for crankshaft pin fuel system and replace the fuel filters. Engine
performance can be affected by the following
2. Insert the 27610032 Timing Pin through the hole characteristics:
in the fuel pump gear and through the slot in the
hub. Push the timing pin fully into the hole in the • Cetane number of the fuel
body of the fuel injection pump.
• Air in the fuel
Note: The 27610032 Timing Pin must be a sliding fit
in the hole in the body of the fuel injection pump. • Other fuel characteristics

3. The timing of the fuel pump is correct when all

three of the timing pins are in the position.

Note: If the 27610032 Timing Pin cannot be pushed

into the body of the fuel injection pump, then the fuel
pump gear must be realigned on the hub on the fuel
injection pump shaft. Refer to Testing and Adjusting,
“Fuel Injection Timing - Adjust”.

This document has been printed from SPI². Not for Resale
36 SENR9977
Testing and Adjusting Section

i02253606 i02253617

Fuel System - Prime Fuel System Pressure - Test

If air enters the fuel system, the air must be purged

before the engine can be started. Air can enter the
fuel system when the following events occur:

• The fuel tank is empty or the tank has been partially

drained during normal operation.

• The low pressure fuel lines are disconnected.

• A leak exists in the low pressure fuel system during
engine operation.

• The fuel filter or the fuel pump is replaced.

g01135042
• The high pressure fuel lines are disconnected. Illustration 45
(1) Fuel transfer pump
Use the following procedure in order to remove air (2) Fuel filter housing
from the fuel system: (3) Outlet for the supply for the fuel injection pump
(4) Outlet for the return to the fuel tank

1. Remove the cover for the fuel injectors.

The pressure test measures the output pressure of
the fuel transfer pump. Low fuel pressure and starting
2. Turn the key to the RUN position for three minutes
difficulty may be indications of problems with the fuel
in order to energize the fuel priming pump. Do not
transfer pump.
start the engine. Then turn the key to the OFF
position.
Check the Function of the Fuel
Transfer Pump
1. Make a note of the location of the fuel lines from
the fuel transfer pump. Remove the two lines from
the outlets (3) and (4).

2. Connect two lengths of 5/16 inch rubber hose

to outlets (3) and (4). Place the hoses into a
suitable container that is capable of holding 3.0 L
(0.66 Imp gal) of fuel.

3. Energize the fuel transfer pump until a constant

flow of fuel is running from the outlet for the supply
g01135020 for the fuel injection pump.
Illustration 44
(1) Connections for the high pressure fuel lines Note: The flow from the outlet for the return for the
fuel tank will have a slower flow rate.
3. Loosen the connections for the high pressure fuel
lines (1). 4. Measure the combined flow of both outlets with
a stopwatch. Fuel flow should be a minimum of
4. Operate the electric starter motor until fuel that is 2.0 L (0.44 Imp gal) per minute.
free of air comes from the connections.
5. If the combined flow is less than 2.0 L
5. Tighten the connections for the high pressure fuel (0.44 Imp gal) per minute, replace the fuel transfer
lines to a torque of 30 N·m (22 lb ft). pump.
6. Start the engine and check for leaks. 6. Reconnect the outlet lines in the correct positions.
7. Install the cover for the fuel injectors.

This document has been printed from SPI². Not for Resale
SENR9977 37
Testing and Adjusting Section

7. Start the engine and check for any leakage of fuel

or air from the fuel lines.

Check the Function of the Pressure

Regulator
1. Remove the fuel line from the outlet for the supply
for the fuel injection pump (3).

2. Install a pipe with a tap for a pressure gauge.

Connect a 0 to 80 kPa (0 to 12 psi) pressure
gauge.

3. Start the engine and run the engine at idle for two
minutes in order to remove any trapped air.

4. Record the pressure reading at idle and at rated

speed. The minimum pressure reading should be
the following values:

Bosch VP30
Idle ................................... 27.5 kPa (3.98 psi)
Rated speed ....................... 24 kPa (3.48 psi)

Note: The maximum pressure reading at the inlet to

the fuel injection pump is 80 kPa (12 psi).

5. Reconnect the fuel line. Run the engine at idle for

two minutes in order to remove any trapped air.

Check for the following issues if the pressures are

outside of the above specifications.

• All electrical connections are installed correctly.

• There are no leaks in the fuel lines or connections.
• The O-ring on fuel filter housing (2) does not leak.

This document has been printed from SPI². Not for Resale
38 SENR9977
Testing and Adjusting Section

Air Inlet and Exhaust i02254115

System Wastegate - Test

i02253770

Air Inlet and Exhaust System

- Inspect

A general visual inspection should be made to the air Hot engine components can cause injury from
inlet and exhaust system. Make sure that there are burns. Before performing maintenance on the
no signs of leaks in the system. engine, allow the engine and the components to
cool.
There will be a reduction in the performance of the
engine if there is a restriction in the air inlet system or NOTICE
the exhaust system. Keep all parts clean from contaminants.

Contaminants may cause rapid wear and shortened

component life.
Hot engine components can cause injury from
burns. Before performing maintenance on the
engine, allow the engine and the components to
cool.

Making contact with a running engine can cause

burns from hot parts and can cause injury from
rotating parts.

When working on an engine that is running, avoid

contact with hot parts and rotating parts.

1. Inspect the engine air cleaner inlet and ducting

in order to ensure that the passageway is not
blocked or collapsed.

2. Inspect the engine air cleaner element. Replace a

dirty element with a clean element.
g01135413
Illustration 46
3. Check for evidence of dirt on the clean side of the
engine air cleaner element. If dirt is observed, Note: The turbocharger is a nonserviceable item.
contaminants are flowing past the element. The pressure for the wastegate can be checked, but
not adjusted.

1. Use a suitable dial indicator (1). Align the dial

gauge to the actuator rod (2).

2. Remove the air hose to the actuator . Install an air

line (3) that can be adjusted in order to give the
correct pressure.

This document has been printed from SPI². Not for Resale
SENR9977 39
Testing and Adjusting Section

3. Slowly apply air pressure to the wastegate so i02254773

that the actuator rod moves 1.0 mm (0.039 inch).
The air pressure should be within 107 to 117 kPa Engine Valve Lash -
(15.5 to 17.0 psi). Ensure that the dial indicator Inspect/Adjust
returns to zero when the air pressure is released.
Repeat the test several times. This will ensure that
an accurate reading is obtained.

4. For more information on installing a new

turbocharger, contact your Perkins dealer or your
Perkins distributor. To prevent possible injury, do not use the starter
to turn the flywheel.

i01888954 Hot engine components can cause burns. Allow

additional time for the engine to cool before mea-
Compression - Test suring valve clearance.

Valve Lash Setting

The cylinder compression test should only be used in
order to compare the cylinders of an engine. If one or Valve lash setting
more cylinders vary by more than 350 kPa (51 psi),
the cylinder and related components may need to Inlet valve ........................... 0.2 mm (0.008 inch)
be repaired. Exhaust valve ................... 0.45 mm (0.018 inch)

A compression test should not be the only method Refer to Systems Operation, “Engine Design” for the
which is used to determine the condition of an engine. location of the cylinder valves.
Other tests should also be conducted in order to
determine if the adjustment or the replacement of
components is required.
Valve Lash Adjustment
If the valve lash requires adjustment several times
Before the performance of the compression test,
in a short period of time, excessive wear exists in
make sure that the following conditions exist:
a different part of the engine. Find the problem and
make necessary repairs in order to prevent more
• The battery is in good condition. damage to the engine.
• The battery is fully charged. Not enough valve lash can be the cause of rapid
wear of the camshaft and valve lifters. Not enough
• The starting motor operates correctly. valve lash can indicate that the seats for the valves
are worn.
• The valve lash is set correctly.
Valves become worn due to the following causes:
• All fuel injectors are removed.
• The fuel supply is disconnected. • Fuel injectors that operate incorrectly

1. Install a gauge for measuring the cylinder • Excessive dirt and oil are present on the filters for
the inlet air.
compression in the hole for a fuel injector.

2. Operate the starting motor in order to turn the • Incorrect fuel settings on the fuel injection pump.
engine. Record the maximum pressure which is
indicated on the compression gauge. • The load capacity of the engine is frequently
exceeded.
3. Repeat Steps 1 and 2 for all cylinders.
Too much valve lash can cause broken valve stems,
springs, and spring retainers. Too much valve lash
can be an indication of the following problems:

• Worn camshaft and valve lifters

• Worn rocker arms
• Bent pushrods

This document has been printed from SPI². Not for Resale
40 SENR9977
Testing and Adjusting Section

• Broken socket on the upper end of a pushrod b. Place the appropriate feeler gauge (2) between
the rocker arm and the valve. Turn adjustment
• Loose adjustment screw for the valve lash screw (1) while the valve adjustment screw
locknut is being held from turning. Adjust the
If the camshaft and the valve lifters show rapid wear, valve lash until the correct specification is
look for fuel in the lubrication oil or dirty lubrication achieved.
oil as a possible cause.
c. After each adjustment, tighten the valve
The valve lash is measured between the top of the adjustment screw locknut while adjustment
valve stem and the rocker arm lever. screw (1) is being held from turning.

Note: An adjustment is not necessary if the 3. Rotate the crankshaft in a clockwise direction that
measurement of the valve lash is in the acceptable is viewed from the front of the engine. When the
range. Inspect the valve lash while the engine is inlet valve of the No. 2 cylinder has opened and
stopped. The temperature of the engine does not the exhaust valve of the No. 2 cylinder has not
change the valve lash setting. completely closed measure the valve lash of the
inlet valve and the exhaust valve of the No. 3
Note: When the following procedures are performed, cylinder.
the front housing must be installed.
If adjustment is necessary, refer to Steps 2.a, 2.b,
and 2.c above.

4. Rotate the crankshaft in a clockwise direction that

is viewed from the front of the engine. When the
inlet valve of the No. 1 cylinder has opened and
the exhaust valve of the No. 1 cylinder has not
completely closed measure the valve lash of the
inlet valve and the exhaust valve of the No. 4
cylinder.

If adjustment is necessary, refer to Steps 2.a, 2.b,

and 2.c above.

5. Rotate the crankshaft in a clockwise direction that

is viewed from the front of the engine. When the
inlet valve of the No. 3 cylinder has opened and
the exhaust valve of the No. 3 cylinder has not
completely closed measure the valve lash of the
inlet valve and the exhaust valve of the No. 2
cylinder.
g01016764
Illustration 47
If adjustment is necessary, refer to Steps 2.a, 2.b,
Setting the valve lash and 2.c above.
(1) Adjustment screw
(2) Feeler gauge 6. Install the valve mechanism cover. Refer to
Disassembly and Assembly, “Valve Mechanism
1. Remove the valve mechanism cover. Refer to Cover - Remove and Install”.
Disassembly and Assembly, “Valve Mechanism
Cover - Remove and Install”.

2. Rotate the crankshaft in a clockwise direction that

is viewed from the front of the engine. When the
inlet valve of the No. 4 cylinder has opened and
the exhaust valve of the No. 4 cylinder has not
completely closed measure the valve lash of the
inlet valve and the exhaust valve of the No. 1
cylinder. If necessary, make adjustment.

a. Loosen the valve adjustment screw locknut

that is on adjustment screw (1).

This document has been printed from SPI². Not for Resale
SENR9977 41
Testing and Adjusting Section

i01889422 3. Inspect the valves for cracks and other damage.

Check the valve stems for wear. Check that the
Valve Depth - Inspect valve springs are the correct length under the test
force. Refer to Specifications, “Cylinder Head
Valves” for the dimensions and tolerances of the
valves and the valve springs.
Table 4

Required Tools i01938952

Part Part Description Qty

Valve Guide - Inspect
Number
21825617 Dial gauge 1
Perform this inspection in order to determine if a
21825496 Dial gauge holder 1
valve guide should be replaced.

g00983531
Illustration 48
Measurement of the valve depth
(1) 21825617 Dial gauge
(2) 21825496 Dial gauge holder

1. Use the dial gauge (1) with the dial gauge holder
(2) to check the depths of the inlet valves and g00986821
Illustration 49
the exhaust valves below the face of the cylinder
head. Use the cylinder head face (3) to zero the (1) Valve guide
(2) Radial movement of the valve in the valve guide
dial gauge (1). (3) Valve stem
(4) Dial indicator
2. Position the dial gauge holder (2) and the dial (5) Valve head
gauge (1) in order to measure the valve depth.
Measure the depth of the inlet valve and the 1. Place a new valve in the valve guide.
exhaust valve before the valve springs are
removed. 2. Place a suitable dial indicator with the magnetic
base on the face of the cylinder head.
Refer to Specifications, “Cylinder Head Valves”
for the minimum, the maximum, and the service 3. Lift the edge of the valve head to a distance of
wear limits for the valve depth below the cylinder 15.0 mm (0.60 inch).
head face.
4. Move the valve in a radial direction away from the
If the valve depth below the cylinder head face dial indicator. Make sure that the valve moves
exceeds the service limit, use a new valve to away from the dial indicator as far as possible.
check the valve depth. If the valve depth still Position the contact point of the dial indicator on
exceeds the service limit, renew the cylinder head the edge of the valve head. Set the position of the
or renew the valve seat inserts (if equipped). If the needle of the dial indicator to zero.
valve depth is within the service limit with a new
valve, renew the valves.

This document has been printed from SPI². Not for Resale
42 SENR9977
Testing and Adjusting Section

5. Move the valve in a radial direction toward the dial

indicator as far as possible. Note the distance of
movement which is indicated on the dial indicator.
If the distance is greater than the maximum
clearance of the valve in the valve guide, replace
the valve guide.

When new valve guides are installed, new valves

and new valve seat inserts must be installed.
Valve guides and valve seat inserts are supplied
as an unfinished part. The unfinished valve guides
and unfinished valve seat inserts are installed in
the cylinder head. Then, the valve guides and
valve inserts are cut and reamed in one operation
with special tooling.

Refer to Specifications, “Cylinder Head Valves” for

the maximum clearance of the valve in the valve
guide.

This document has been printed from SPI². Not for Resale
SENR9977 43
Testing and Adjusting Section

Lubrication System Perform the following procedures in order to inspect

the oil pump for clearances and torques.

i01854908 Refer to the Specifications Module, “Engine Oil

Pump”.
Engine Oil Pressure - Test
1. Remove the oil pump from the engine. Refer to
the Disassembly and Assembly, “Engine Oil Pump
- Remove”. Remove the cover of the oil pump.
Low Oil Pressure
2. Remove the outer rotor. Clean all of the parts.
The following conditions will cause low oil pressure. Look for cracks in the metal or other damage.

• The oil level is low in the crankcase.

• A restriction exists on the oil suction screen.
• Connections in the oil lines are leaking.
• The connecting rod or the main bearings are worn.
• The rotors in the oil pump are worn.
• The oil pressure relief valve is operating incorrectly.
A worn oil pressure relief valve can allow oil to leak
through the valve which lowers the oil pressure.
Refer to the Specifications Module, “Engine Oil Relief
Valve” for the correct operating pressure and other
information.

When the engine runs at the normal temperature for

operation and at high idle, the oil pressure must be
a minimum of 280 kPa (40 psi). A lower pressure is Illustration 50
g00985779
normal at low idle. Clearance for the outer rotor body
(1) Measure the clearance of the outer rotor to the body.
A suitable pressure gauge can be used in order to
test the pressure of the lubrication system.
3. Install the outer rotor. Measure the clearance of
the outer rotor to the body (1).
High Oil Pressure
High oil pressure can be caused by the following
conditions.

• The spring for the oil pressure relief valve is

installed incorrectly.

• The plunger for the oil pressure relief valve

becomes jammed in the closed position.

• Excessive sludge exists in the oil which makes the

viscosity of the oil too high.

i01893791

Engine Oil Pump - Inspect

If any part of the oil pump is worn enough in order to

affect the performance of the oil pump, the oil pump
must be replaced.

This document has been printed from SPI². Not for Resale
44 SENR9977
Testing and Adjusting Section

i01126690

Excessive Bearing Wear -

Inspect

When some components of the engine show bearing

wear in a short time, the cause can be a restriction in
an oil passage.

An engine oil pressure indicator may show that there

is enough oil pressure, but a component is worn
due to a lack of lubrication. In such a case, look at
the passage for the oil supply to the component.
A restriction in an oil supply passage will not allow
enough lubrication to reach a component. This will
result in early wear.

i01794028
g00985780
Illustration 51
Excessive Engine Oil
Clearance for the inner rotor
(2) Measure the clearance of the inner rotor to the outer rotor.
Consumption - Inspect
4. Measure the clearance of the inner rotor to the
outer rotor (2).
Engine Oil Leaks on the Outside of
the Engine
Check for leakage at the seals at each end of the
crankshaft. Look for leakage at the gasket for the
engine oil pan and all lubrication system connections.
Look for any engine oil that may be leaking from
the crankcase breather. This can be caused by
combustion gas leakage around the pistons. A dirty
crankcase breather will cause high pressure in the
crankcase. A dirty crankcase breather will cause the
gaskets and the seals to leak.

Engine Oil Leaks into the

Combustion Area of the Cylinders
Engine oil that is leaking into the combustion area of
the cylinders can be the cause of blue smoke. There
are several possible ways for engine oil to leak into
the combustion area of the cylinders:
g00989217
Illustration 52
• Leaks between worn valve guides and valve stems
5. Measure the end play of the rotor with a straight
edge and a feeler gauge (3). • Worn components or damaged components
(pistons, piston rings, or dirty return holes for the
6. Clean the top face of the oil pump and the bottom engine oil)
face of the cover. Install the cover on the oil
pump. Install the oil pump on the engine. Refer to • Incorrect installation of the compression ring and/or
Disassembly and Assembly, “Engine Oil Pump - the intermediate ring
Install”.
• Leaks past the seal rings in the turbocharger shaft

This document has been printed from SPI². Not for Resale
SENR9977 45
Testing and Adjusting Section

• Overfilling of the crankcase

• Wrong dipstick or guide tube
• Sustained operation at light loads
Excessive consumption of engine oil can also
result if engine oil with the wrong viscosity is used.
Engine oil with a thin viscosity can be caused by fuel
leakage into the crankcase or by increased engine
temperature.

i01945015

Increased Engine Oil

Temperature - Inspect

Look for a restriction in the oil passages of the oil

cooler (if equipped). The oil temperature may be
higher than normal when the engine is operating. In
such a case, the oil cooler may have a restriction.
A restriction in the oil cooler will not cause low oil
pressure in the engine.

This document has been printed from SPI². Not for Resale
46 SENR9977
Testing and Adjusting Section

Cooling System 8. Check the filler cap. A pressure drop in the cooling
system can cause the boiling point to be lower.
This can cause the cooling system to boil. Refer
i02274237 to Testing and Adjusting, “Cooling System - Test”.

Cooling System - Check 9. Check the cooling system hoses and clamps.
(Overheating) Damaged hoses with leaks can normally be seen.
Hoses that have no visual leaks can soften during
operation. The soft areas of the hose can become
kinked or crushed during operation. These areas
Above normal coolant temperatures can be caused of the hose can cause a restriction in the coolant
by many conditions. Use the following procedure flow. Hoses become soft and/or get cracks
to determine the cause of above normal coolant after a period of time. The inside of a hose can
temperatures: deteriorate, and the loose particles of the hose
can cause a restriction of the coolant flow.
1. Check the coolant level in the cooling system. If
the coolant level is too low, air will get into the 10. Check for a restriction in the air inlet system. A
cooling system. Air in the cooling system will restriction of the air that is coming into the engine
cause a reduction in coolant flow and bubbles can cause high cylinder temperatures. High
in the coolant. Air bubbles will keep the coolant cylinder temperatures require higher than normal
away from the engine parts, which will prevent the temperatures in the cooling system.
transfer of heat to the coolant. Low coolant level is
caused by leaks or incorrectly filling the expansion 11. Check for a restriction in the exhaust system.
tank. A restriction of the air that is coming out of the
engine can cause high cylinder temperatures.
2. Check that the exterior of the radiator is not
blocked with debris. a. Make a visual inspection of the exhaust system.

3. Check that the drive belts are not loose. Refer to b. Check for damage to exhaust piping. Check for
Testing and Adjusting, “V-Belt - Test”. damage to the exhaust elbow. If no damage
is found, check the exhaust system for a
4. Check that the fan is correctly installed and that restriction.
the fan is not damaged.
12. Check the water temperature regulator. A water
5. Check for air in the cooling system. Air can enter temperature regulator that does not open, or a
the cooling system in different ways. The most water temperature regulator that only opens part
common causes of air in the cooling system of the way can cause overheating. Refer to Testing
are not filling the cooling system correctly and and Adjusting, “Water Temperature Regulator -
combustion gas leakage into the cooling system. Test”.
Combustion gas can get into the system through
inside cracks, a damaged cylinder head, or 13. Check the water pump. A water pump with a
a damaged cylinder head gasket. Air in the damaged impeller does not pump enough coolant
cooling system causes a reduction in coolant for correct engine cooling. Remove the water
flow and bubbles in the coolant. Air bubbles keep pump and check for damage to the impeller.
the coolant away from the engine parts, which
prevents the transfer of heat to the coolant. 14. Consider high outside temperatures. When
outside temperatures are too high for the rating
6. Check the sending unit. In some conditions, the of the cooling system, there is not enough of
temperature sensor in the engine sends signals a temperature difference between the outside
to a sending unit. The sending unit converts these air and coolant temperatures. The maximum
signals to an electrical impulse which is used by a temperature of the ambient air that enters the
mounted gauge. If the sending unit malfunctions, engine should not exceed 50 °C (120 °F).
the gauge can show an incorrect reading. Also if
the electric wire breaks or if the electric wire shorts 15. When a load that is applied to the engine is too
out, the gauge can show an incorrect reading. large, the engine rpm does not increase with an
increase of fuel. This lower engine rpm causes
7. Check the radiator for a restriction to coolant flow. a reduction in coolant flow through the system.
Check the radiator for debris, dirt, or deposits on This combination of less air and less coolant flow
the inside of the core. Debris, dirt, or deposits will during high input of fuel will cause above normal
restrict the flow of coolant through the radiator. heating.

This document has been printed from SPI². Not for Resale
SENR9977 47
Testing and Adjusting Section

i01889427 i01964006

Cooling System - Inspect Cooling System - Test

This engine has a pressure type cooling system. A Remember that temperature and pressure work
pressure type cooling system gives two advantages: together. When a diagnosis is made of a cooling
system problem, temperature and pressure must
• The pressure type cooling system can operate be checked. The cooling system pressure will have
safely at a higher temperature than the boiling an effect on the cooling system temperature. For
point of water at a range of atmospheric pressures. an example, refer to Illustration 53. This will show
the effect of pressure on the boiling point (steam) of
• The pressure type cooling system prevents water. This will also show the effect of height above
cavitation in the water pump. sea level.

Cavitation is the sudden generation of low pressure

bubbles in liquids by mechanical forces. The
generation of an air or steam pocket is much more
difficult in a pressure type cooling system.

Regular inspections of the cooling system should be

made in order to identify problems before damage
can occur. Visually inspect the cooling system before
tests are made with the test equipment.

Visual Inspection Of The Cooling

System
g00286266
1. Check the coolant level in the cooling system. Illustration 53
Cooling system pressure at specific altitudes and boiling points
2. Look for leaks in the system. of water

3. Inspect the radiator for bent fins and other

restriction to the flow of air through the radiator.
Personal injury can result from hot coolant, steam
4. Inspect the drive belt for the fan. and alkali.
5. Inspect the blades of the fan for damage. At operating temperature, engine coolant is hot
and under pressure. The radiator and all lines
6. Look for air or combustion gas in the cooling to heaters or the engine contain hot coolant or
system. steam. Any contact can cause severe burns.
7. Inspect the radiator cap for damage. The sealing Remove filler cap slowly to relieve pressure only
surface must be clean. when engine is stopped and radiator cap is cool
enough to touch with your bare hand.
8. Look for large amounts of dirt in the radiator core.
Look for large amounts of dirt on the engine.
The coolant level must be to the correct level in order
9. Shrouds that are loose or missing cause poor air to check the coolant system. The engine must be
flow for cooling. cold and the engine must not be running.

After the engine is cool, loosen the pressure cap

in order to relieve the pressure out of the cooling
system. Then remove the pressure cap.

The level of the coolant should not be more than

13 mm (0.5 inch) from the bottom of the filler pipe. If
the cooling system is equipped with a sight glass,
the coolant should be to the correct level in the sight
glass.

This document has been printed from SPI². Not for Resale
48 SENR9977
Testing and Adjusting Section

Checking the Filler Cap Remove any deposits that are found on these
items, and remove any material that is found on
One cause for a pressure loss in the cooling system these items.
can be a faulty seal on the radiator pressure cap.
3. Install the pressure cap onto a suitable
pressurizing Pump.

4. Observe the exact pressure that opens the filler

cap.

5. Compare the pressure to the pressure rating that

is found on the top of the filler cap.

6. If the filler cap is damaged, replace the filler cap.

Testing The Radiator And Cooling

System For Leaks
g00296067
Illustration 54 Use the following procedure to test the radiator and
Typical schematic of filler cap the cooling system for leaks.
(1) Sealing surface between the pressure cap and the radiator

Personal injury can result from hot coolant, steam

Personal injury can result from hot coolant, steam and alkali.
and alkali.
At operating temperature, engine coolant is hot
At operating temperature, engine coolant is hot and under pressure. The radiator and all lines
and under pressure. The radiator and all lines to heaters or the engine contain hot coolant or
to heaters or the engine contain hot coolant or steam. Any contact can cause severe burns.
steam. Any contact can cause severe burns.
Remove filler cap slowly to relieve pressure only
Remove filler cap slowly to relieve pressure only when engine is stopped and radiator cap is cool
when engine is stopped and radiator cap is cool enough to touch with your bare hand.
enough to touch with your bare hand.
1. When the engine has cooled, loosen the filler cap
To check for the amount of pressure that opens the to the first stop. Allow the pressure to release from
filler cap, use the following procedure: the cooling system. Then remove the filler cap.

1. After the engine cools, carefully loosen the filler 2. Make sure that the coolant covers the top of the
cap. Slowly release the pressure from the cooling radiator core.
system. Then, remove the filler cap.
3. Put a suitable pressurizing Pump onto the radiator.
2. Inspect the pressure cap carefully. Look for
damage to the seal. Look for damage to the 4. Use the pressurizing pump to increase the
surface that seals. Remove any debris on the cap, pressure to an amount of 20 kPa (3 psi) more than
the seal, or the sealing surface. the operating pressure of the filler cap.

Carefully inspect the filler cap. Look for any 5. Check the radiator for leakage on the outside.
damage to the seals and to the sealing surface.
Inspect the following components for any foreign 6. Check all connections and hoses of the cooling
substances: system for leaks.

The radiator and the cooling system do not have

• Filler cap leakage if all of the following conditions exist:
• Seal
• You do NOT observe any leakage after five
minutes.
• Surface for seal

This document has been printed from SPI². Not for Resale
SENR9977 49
Testing and Adjusting Section

• The dial indicator remains constant beyond five 5. Refer to Disassembly and Assembly, “Engine Oil
minutes. Cooler - Install” for installation of the engine oil
cooler.
The inside of the cooling system has leakage only
if the following conditions exist: 6. Ensure that the cooling system and the oil system
of the engine are filled to the correct level. Operate
• The reading on the gauge goes down. the engine. Check for oil or coolant leakage.

• You do NOT observe any outside leakage.

i01889428

Make any repairs, as required. Water Temperature Regulator

i02265391
- Test
Engine Oil Cooler - Inspect
Note: Do not remove the water temperature regulator
from the water temperature regulator housing in
order to perform the test.

1. Remove the water temperature regulator housing

Hot oil and hot components can cause personal which contains the water temperature regulator
injury. Do not allow hot oil or hot components to from the engine. Refer to Disassembly and
contact the skin. Assembly, “Water Temperature Regulator -
Remove and Install”.
Perform the following procedure in order to inspect
the engine oil cooler (if equipped): 2. Heat water in a pan until the temperature of
the water is equal to the fully open temperature
1. Place a container under the oil cooler in order to of the water temperature regulator. Refer to
collect any engine oil or coolant that drains from Specifications, “Water Temperature Regulator”
the oil cooler. for the fully open temperature of the water
temperature regulator. Stir the water in the pan.
2. Refer to Disassembly and Assembly, “Engine Oil This will distribute the temperature throughout the
Cooler - Remove” for removal of the engine oil pan.
cooler.
3. Hang the water temperature regulator housing in
3. Thoroughly clean the flange face of the cover the pan of water. The water temperature regulator
plate and the cylinder block. housing must be below the surface of the water.
The water temperature regulator housing must be
away from the sides and the bottom of the pan.

4. Keep the water at the correct temperature for ten

Personal injury can result from air pressure. minutes.

Personal injury can result without following prop- 5. After ten minutes, remove the water temperature
er procedure. When using pressure air, wear a pro- regulator housing. Immediately measure the
tective face shield and protective clothing. opening of the water temperature regulator.
Refer to Specifications, “Water Temperature
Maximum air pressure at the nozzle must be less Regulator” for the minimum opening distance of
than 205 kPa (30 psi) for cleaning purposes. the water temperature regulator at the fully open
temperature.
4. Inspect the cooling plates for cracks and dents. If the distance is less than the amount listed in the
Replace the cooling plates if cracks or dents exist. manual, replace the water temperature regulator.
Refer to Disassembly and Assembly, “Water
If necessary, clean the outside and clean the inside Temperature Regulator - Remove and Install”.
of the cooling plates. Use a solvent that is not
corrosive on copper. Ensure that no restrictions for Install the water temperature regulator. Refer to
the flow of lubricating oil exist in the cooling plates. Disassembly and Assembly, “Water Temperature
Regulator - Remove and Install”.
Dry the cooling plate with low pressure air.
Flush the inside of the cooling plate with clean
lubricating oil.

This document has been printed from SPI². Not for Resale
50 SENR9977
Testing and Adjusting Section

Basic Engine Note: Some pistons have a tapered top groove and
the piston ring is wedged. The clearance for the top
piston ring cannot be checked by the above method
i01889476 when this occurs.
Piston Ring Groove - Inspect Inspect the Piston Ring End Gap

Inspect the Piston and the Piston

Rings
1. Check the piston for wear and other damage.

2. Check that the piston rings are free to move in the

grooves and that the rings are not broken.

Inspect the Clearance of the Piston

Ring
1. Remove the piston rings and clean the grooves
and the piston rings.

g00983549
Illustration 56
(1) Piston ring
(2) Cylinder ring ridge
(3) Feeler gauge

1. Clean all carbon from the top of the cylinder bores.

2. Place each piston ring (1) in the cylinder bore just

below the cylinder ring ridge (2).

3. Use a suitable feeler gauge (3) to measure the

piston ring end gap. Refer to Specifications,
“Piston and Rings” for the dimensions.

Note: The coil spring must be removed from the oil

control ring before the gap of the oil control ring is
measured.
g00905732
Illustration 55
(1) Feeler gauge i01946425
(2) Piston ring
(3) Piston grooves Connecting Rod - Inspect
2. Fit new piston rings (2) in the piston grooves (3).

3. Check the clearance for the piston ring by placing This procedure determines the following
a suitable feeler gauge (1) between the piston characteristics of the connecting rod:
groove (3) and the top of piston ring (2). Refer
to Specifications, “Piston and Rings” for the • The distortion of the connecting rod
dimensions.
• The parallel alignment of the bores of the
connecting rod

This document has been printed from SPI². Not for Resale
SENR9977 51
Testing and Adjusting Section

i01748770

Connecting Rod Bearings -

Inspect

Check the connecting rod bearings and the

connecting rod bearing journal for wear or other
damage.

Connecting rod bearings are available with a smaller

inside diameter than the original size bearings. These
bearings are for crankshafts that have been ground.
g00927038
Illustration 57
Inspection of the connecting rod parallel alignment. i01748792
(1) Measuring pins
(2) Connecting rod Main Bearings - Inspect
(L) Measure the distance between the center of the bore for the
piston pin bearing and the center of the connecting rod bearing
bore.
(K) Measure the distance 127 mm (5.0 inch) from the connecting
rod. Check the main bearings for wear or other damage.
Replace both halves of the bearings and check the
1. Use the appropriate tools in order to measure the condition of the other bearings if a main bearing is
distances for the connecting rod (2). worn or damaged.

• Appropriate gauges for measuring distance Main bearings are available with a smaller inside
diameter than the original size bearings. These
• Measuring pins (1) bearings are for main bearing journals that have
been ground.
Note: The connecting rod bearings should be
removed before taking the measurements. i01946424

2. Measure the connecting rod for distortion and Cylinder Block - Inspect
parallel alignment between the bores.

The measurements must be taken at distance (K).

Distance (K) has a value of 127 mm (5.0 inch) 1. Clean all of the coolant passages and the oil
from both sides of the connecting rod. passages.

Measure length (L). 2. Check the cylinder block for cracks and damage.

The total difference in measurements of length 3. The top deck of the cylinder block must not be
(L) from each side should not vary more than machined. This will affect the piston height above
± 0.25 mm (± 0.010 inch). the cylinder block.

If the piston pin bearing is not removed, the limits 4. Check the camshaft bearing for wear. If a new
are reduced to ± 0.06 mm (± 0.0025 inch). bearing is needed, use a suitable adapter to press
the bearing out of the bore. Ensure that the oil hole
3. Inspect the piston pin bearing and the piston pin in the new bearing faces the front of the block.
for wear and other damage. The oil hole in the bearing must be aligned with
the oil hole in the cylinder block. The bearing must
4. Measure the clearance of the piston pin in be aligned with the face of the recess. Refer to
the piston pin bearing. Refer to Specifications, Disassembly and Assembly, “Camshaft Bearings
“Connecting Rod” for clearance dimensions. - Remove and Install”.

This document has been printed from SPI². Not for Resale
52 SENR9977
Testing and Adjusting Section

i01905914 Refer to Specifications, “Cylinder Head” for the

requirements of flatness.
Cylinder Head - Inspect
Remachining the Cylinder Head
1. Remove the cylinder head from the engine. The bottom face of cylinder head can be resurfaced if
any of the following conditions exist:
2. Remove the water temperature regulator housing.
• The bottom face of the cylinder head is not flat
3. Inspect the cylinder head for signs of gas or within the specifications.
coolant leakage.
• The bottom face of the cylinder head is damaged
4. Remove the valve springs and valves. by pitting, corrosion, or wear.

5. Clean the bottom face of the cylinder head Note: The thickness of the cylinder head must not be
thoroughly. Clean the coolant passages and less than 117.20 mm (4.614 inch) after the cylinder
the lubricating oil passages. Make sure that the head has been machined.
contact surfaces of the cylinder head and the
cylinder block are clean, smooth and flat. If the bottom face of the cylinder head has been
remachined, the recesses in the cylinder head for
6. Inspect the bottom face of the cylinder head for the valve seat inserts must be machined. The valve
pitting, corrosion, and cracks. Inspect the area seat inserts must be ground on the side which is
around the valve seat inserts and the holes for the inserted into the cylinder head. Grinding this surface
fuel injectors carefully. will ensure that no protrusion exists above the bottom
face of the cylinder head. Refer to Specifications,
7. Test the cylinder head for leaks at a pressure of “Cylinder Head Valves” for the correct dimensions.
200 kPa (29 psi).
i01889496

Piston Height - Inspect

Table 5

Required Tools

Part Part Description Qty

Number
21825617 Dial gauge 1

g01012606 21825496 Dial gauge holder 1

Illustration 58
Flatness of the cylinder head (typical example)
If the height of the piston above the cylinder block
(A) Side to side
(B) End to end
is not within the tolerance that is given in the
(C) Diagonal Specifications Module, “Piston and Rings”, the
bearing for the piston pin must be checked. Refer to
8. Measure the cylinder head for flatness. Measure Testing and Adjusting, “Connecting Rod - Inspect”.
the flatness of the cylinder head with a straight If any of the following components are replaced or
edge and with a feeler gauge. remachined, the piston height above the cylinder
block must be measured:
• Measure the cylinder head from one side to the
opposite side (A). • Crankshaft

• Measure the cylinder head from one end to the • Cylinder head
opposite end (B).
• Connecting rod
• Measure the cylinder head from one corner to
the opposite corner (C). • Bearing for the piston pin

This document has been printed from SPI². Not for Resale
SENR9977 53
Testing and Adjusting Section

The correct piston height must be maintained in order i01897548

to ensure that the engine conforms to the standards
for emissions. Flywheel - Inspect
Note: The top of the piston should not be machined.
If the original piston is installed, be sure that the
original piston is assembled to the correct connecting Alignment of the Flywheel Face
rod and installed in the original cylinder.

Six grades of length of connecting rods determine

the piston height above the cylinder block. The grade
of length of a connecting rod is identified by a letter or
a color. The letter or the color is marked on the side
of the connecting rod. Refer to Testing and Adjusting,
“Connecting Rod - Inspect” and Specifications,
“Connecting Rod” for additional information.

g00987751
Illustration 60

1. Install the dial indicator. Refer to Illustration 60.

2. Set the pointer of the dial indicator to 0 mm

(0 inch).

3. Turn the flywheel. Read the dial indicator for every

g00983585
90 degrees.
Illustration 59
(1) Dial gauge Note: During the check, keep the crankshaft pressed
(2) Dial gauge holder toward the front of the engine in order to remove any
end clearance.
1. Use the dial gauge (1) and the dial gauge holder
(2) in order to measure the piston height above 4. Calculate the difference between the lowest
the cylinder block. Use the cylinder block face to measurement and the highest measurement of the
zero the dial gauge (1). four locations. This difference must not be greater
than 0.03 mm (0.001 inch) for every 25 mm
2. Rotate the crankshaft until the piston is at the (1.0 inch) of the radius of the flywheel. The radius
approximate top center. of the flywheel is measured from the axis of the
crankshaft to the contact point of the dial indicator.
3. Position the dial gauge holder (2) and the dial
gauge (1) in order to measure the piston height
above the cylinder block. Slowly rotate the
crankshaft in order to determine when the piston
is at the highest position. Record this dimension.
Compare this dimension with the dimensions that
are given in Specifications, “Piston and Rings”.

This document has been printed from SPI². Not for Resale
54 SENR9977
Testing and Adjusting Section

Flywheel Runout

g00913387
Illustration 62
g00987752
Illustration 61
1. Install the 21825617 dial gauge. See Illustration
1. Install the dial indicator. Refer to Illustration 61. 62.

2. Set the pointer of the dial indicator to 0 mm 2. Set the pointer of the 21825617 dial gauge to
(0 inch). 0 mm (0 inch).

3. Turn the flywheel. Read the dial indicator for every 3. Check the concentricity at intervals of 90 degrees
90 degrees. around the flywheel housing.

4. Calculate the difference between the lowest 4. Calculate the difference between the lowest
measurement and the highest measurement of measurement and the highest measurement. This
the four locations. This difference must not be difference must not be greater than the limit that
greater than 0.30 mm (0.012 inch). is given in Table 7.

Note: Any necessary adjustment must be made on

i02270535 the flywheel housing. Then, recheck the concentricity.
Flywheel Housing - Inspect
Alignment of the Flywheel Housing
Note: This check must be made with the flywheel
and the starter removed and the bolts for the flywheel
Concentricity of the Flywheel housing tightened to the correct torque.
Housing
Table 6
Required Tools
Part Part Description Qty
Number
21825617 Dial gauge 1

Note: This check must be made with the flywheel

and the starter removed and the bolts for the flywheel
housing tightened lightly.

This document has been printed from SPI². Not for Resale
SENR9977 55
Testing and Adjusting Section

i02270822

Gear Group - Inspect

g01137592
Illustration 64
g00913389 (1) Fuel pump drive gear
Illustration 63 (2) Idler gear
(3) Camshaft drive gear
1. Install the 21825617 dial gauge. See Illustration
63. Remove the front timing cover and inspect the gears.
The timing marks on the gears indicate the front side
2. Set the pointer of the 21825617 dial gauge to of the gears. Inspect the gears for broken teeth or
0 mm (0 inch). worn teeth.

3. Check the alignment at intervals of 90 degrees

around the flywheel housing.

4. Calculate the difference between the lowest

measurement and the highest measurement. This
difference must not be greater than the limit that
is given in Table 7.

Note: Any necessary adjustment must be made on

the flywheel housing.

Table 7

Limits for Flywheel Housing Runout and Alignment

(Total Indicator Reading)
Bore of the Housing Maximum Limit (Total
Flange Indicator Reading)
362 mm (14.25 inch) 0.23 mm (0.009 inch)
410 mm (16.14 inch) 0.25 mm (0.010 inch)
448 mm (17.63 inch) 0.28 mm (0.011 inch)
511 mm (20.11 inch) 0.30 mm (0.012 inch)
584 mm (22.99 inch) 0.36 mm (0.014 inch)
648 mm (25.51 inch) 0.41 mm (0.016 inch)
787 mm (30.98 inch) 0.48 mm (0.019 inch)

This document has been printed from SPI². Not for Resale
56 SENR9977
Testing and Adjusting Section

Electrical System 4. Turn the ignition switch to the ON position. Check

the voltage between terminal (B) and ground. If
the voltage is more than 2 Volts the alternator
i01899123 needs to be replaced.

Alternator - Test Warning Light is On When the

Engine is Running
1. Start the engine and run the engine at fast idle.

2. Measure the voltage between terminal (A) and

ground.

3. Measure the voltage between terminal (B) and

ground.

4. The measured voltage for terminal (A) and

terminal (B) should be 13 to 15 volts for a 12 volt
system. The measured voltage for terminal (A)
and terminal (B) should be 26 to 30 volts for a 24
volt system.

5. If the voltages do not match replace the alternator.

6. Increase the engine to high idle. Turn an electrical

load ON.

7. Measure the voltage between terminal (A) and

Illustration 65
g00931045 ground.
Typical wiring schematic for an alternator
8. Measure the voltage between terminal (B) and
(A) Terminal “B+”
(B) Terminal “D+”
ground.
(C) Terminal “W”
(D) Ground 9. The measured voltage for terminal (A) and
(1) Electrical switch terminal (B) should be 13 to 15 volts for a 12 volt
(2) Dash light system. The measured voltage for terminal (A)
(3) Ignition switch
(4) Battery and terminal (B) should be 26 to 30 volts for a 24
volt system.
Warning Lamp Does Not Illuminate 10. Replace the alternator if the voltage does not
match.
The warning lamp for the charging system should
illuminate when the ignition switch is in the ON
position. Follow the steps below in order to test the i01899136
system.
Battery - Test
1. Check the light bulb. Replace the light bulb if the
element is broken.

2. Use a suitable Multimeter to check the battery Most of the tests of the electrical system can be done
voltage. Check the battery voltage with the ignition on the engine. The wiring insulation must be in good
switch OFF. condition. The wire and cable connections must be
clean, and both components must be tight.
3. Check the voltage between the terminal (A) and
ground. The measured voltage should equal the
battery voltage.

This document has been printed from SPI². Not for Resale
SENR9977 57
Testing and Adjusting Section

Never disconnect any charging unit circuit or bat-

tery circuit cable from the battery when the charg-
ing unit is operated. A spark can cause an explo-
sion from the flammable vapor mixture of hydro-
gen and oxygen that is released from the elec-
trolyte through the battery outlets. Injury to per-
sonnel can be the result.

The battery circuit is an electrical load on the charging

unit. The load is variable because of the condition of
the charge in the battery.

NOTICE
The charging unit will be damaged if the connections
between the battery and the charging unit are broken
while the battery is being charged. Damage occurs
because the load from the battery is lost and because
there is an increase in charging voltage. High voltage
will damage the charging unit, the regulator, and other
electrical components.

The correct procedures to test the battery can be

found in the manual that is supplied by the OEM.

i01955101

V-Belt - Test

Table 8

Belt Tension Chart

Gauge Reading
Size of Belt Width of Belt
Initial Belt Tension(1) Used Belt Tension(2)
1/2 13.89 mm (0.547 Inch) 535 N (120 lb) 355 N (80 lb)
Measure the tension of the belt that is farthest from the engine.
(1) Initial Belt Tension refers to a new belt.
(2) Used Belt Tension refers to a belt that has been in operation for 30 minutes or more at the rated speed.

1. Check the belts for wear and check the belts for i02270879
damage. Belts must always be changed as a pair.
Charging System - Test
2. Fit a suitable Burroughs gauge at the center of
the longest free length of the belt and check
the tension on both belts. Check and adjust the
tension on the tightest belt. To adjust the belt The condition of charge in the battery at each
tension, see Disassembly and Assembly Manual, regular inspection will show if the charging system
“Alternator - Install”. is operating correctly. An adjustment is necessary
when the battery is constantly in a low condition of
charge or a large amount of water is needed. There
are no adjustments on maintenance free batteries.
A large amount of water would be more than one
ounce of water per cell per week or per every 100
service hours.

This document has been printed from SPI². Not for Resale
58 SENR9977
Testing and Adjusting Section

When it is possible, make a test of the charging When the magnetic force increases in both coils,
unit and voltage regulator on the engine, and use the pinion gear moves toward the ring gear of the
wiring and components that are a permanent part of flywheel. Then, the solenoid contacts close in order
the system. Off-engine testing or bench testing will to provide power to the starting motor. When the
give a test of the charging unit and voltage regulator solenoid contacts close, the ground is temporarily
operation. This testing will give an indication of removed from the pull-in coil. Battery voltage is
needed repair. After repairs are made, perform a test supplied on both ends of the pull-in coil while the
in order to prove that the units have been repaired to starting motor cranks. During this period, the pull-in
the original condition of operation. coil is out of the circuit.

Cranking of the engine continues until current to the

Alternator Regulator solenoid is stopped by releasing the ignition switch.
The charging rate of the alternator should be checked
Power which is available during cranking varies
when an alternator is charging the battery too much
according to the temperature and condition of the
or not charging the battery enough.
batteries. The following chart shows the voltages
which are expected from a battery at the various
Alternator output should be 28 ± 1 volt on a 24 volt
temperature ranges.
system and 14 ± 0.5 volt on a 12 volt system. No
adjustment can be made in order to change the rate Table 9
of charge on the alternator regulators. If the rate of
charge is not correct, a replacement of the regulator Typical Voltage Of Electrical System During Cranking
is necessary. For individual alternator output, refer to At Various Ambient Temperatures
Specification, “Alternator and Regulator”. Temperature 12 Volt 24 Volt
System System
i01945632 −23 to −7°C 6 to 8 volts 12 to 16 volts
(−10 to 20°F)
Electric Starting System - Test −7 to 10°C 7 to 9 volts 14 to 18 volts
(20 to 50°F)
10 to 27°C 8 to 10 volts 16 to 24 volts
(50 to 80°F)
General Information
All electrical starting systems have four elements: The following table shows the maximum acceptable
loss of voltage in the battery circuit. The battery
• Ignition switch circuit supplies high current to the starting motor.
The values in the table are for engines which have
• Start relay service of 2000 hours or more.

• Starting motor solenoid Table 10

Maximum Acceptable Voltage Drop In The Starting
• Starting motor Motor Circuit During Cranking

Start switches have a capacity of 5 to 20 amperes. Circuit 12 Volt 24 Volt

System System
The coil of a start relay draws about 1 ampere
between test points. The switch contacts of the start Battery post “-” to 0.7 volts 1.4 volts
relay for the starting motor are rated between 100 the starting motor
and 300 amperes. The start relay can easily switch terminal “-”
the load of 5 to 50 amperes for the starting motor Drop across the 0.5 volts 1.0 volts
solenoid. disconnect switch

The starting motor solenoid is a switch with a capacity Battery post “+” 0.5 volts 1.0 volts
of about 1000 amperes. The starting motor solenoid to the terminal of
supplies power to the starter drive. The starting motor the starting motor
solenoid “+”
solenoid also engages the pinion to the flywheel.
Solenoid terminal 0.4 volts 0.8 volts
The starting motor solenoid has two coils. The “Bat” to the solenoid
pull-in coil draws about 40 amperes. The hold-in coil terminal “Mtr”
requires about 5 amperes.

This document has been printed from SPI². Not for Resale
SENR9977 59
Testing and Adjusting Section

Voltage drops that are greater than the amounts • The voltage at the battery post is within 2 volts
in Table 10 are caused most often by the following of the lowest value in the applicable temperature
conditions: range of Table 9.

• Loose connections • The large starting motor cables get hot.

• Corroded connections Use a suitable ammeter in order to measure the
current. Place the jaws of the ammeter around the
• Faulty switch contacts cable that is connected to the “bat” terminal. Refer
to the Specifications Module, “Starting Motor” for
Diagnosis Procedure the maximum current that is allowed for no load
conditions.
The procedures for diagnosing the starting motor
are intended to help the technician determine if a The current and the voltages that are specified
in the Specifications Module are measured
starting motor needs to be replaced or repaired. The
at a temperature of 27°C (80°F). When the
procedures are not intended to cover all possible
problems and conditions. The procedures serve only temperature is below 27°C (80°F), the voltage will
be lower through the starting motor. When the
as a guide.
temperature is below 27°C (80°F), the current
Note: Do not crank the engine for more than 30 through the starting motor will be higher. If the
current is too great, a problem exists in the starting
seconds. Allow the starter to cool for two minutes
motor. Repair the problem or replace the starting
before cranking the engine again.
motor.
If the starting motor does not crank or cranks slow,
If the current is within the specification, proceed
perform the following procedure:
to Step 3.
1. Measure the voltage of the battery.
3. Measure the voltage of the starting motor.
Measure the voltage across the battery posts with
a. Use the multimeter in order to measure the
the multimeter when you are cranking the engine
voltage of the starting motor, when you are
or attempting to crank the engine. Do not measure
the voltage across the cable post clamps. cranking or attempting to crank the engine.

b. If the voltage is equal or greater than the

a. If the voltage is equal or greater than the
voltage in Table 9, then go to Step 2. voltage that is given in Table 9, then the battery
and the starting motor cable that goes to the
starting motor are within specifications. Go to
b. The battery voltage is less than the voltage in
Table 9. Step 5.

c. The starting motor voltage is less than the

A low charge in a battery can be caused by
several conditions. voltage specified in Table 9. The voltage drop
between the battery and the starting motor is
too great. Go to Step 4.
• Deterioration of the battery
4. Measure the voltage.
• A shorted starting motor
a. Measure the voltage drops in the cranking
• A faulty alternator circuits with the multimeter. Compare the
results with the voltage drops which are
• Loose drive belts allowed in Table 10.
• Current leakage in another part of the b. Voltage drops are equal to the voltage drops
electrical system
that are given in Table 10 or the voltage drops
are less than the voltage drops that are given
2. Measure the current that is sent to the starting
in Table 10. Go to Step 5 in order to check the
motor solenoid from the positive post of the
engine.
battery.
c. The voltage drops are greater than the voltage
Note: If the following conditions exist, do not perform
drops that are given in Table 10. The faulty
the test in Step 2 because the starting motor has a
component should be repaired or replaced.
problem.

This document has been printed from SPI². Not for Resale
60 SENR9977
Testing and Adjusting Section

5. Rotate the crankshaft by hand in order to ensure 3. Place a suitable ammeter on the power supply
that the crankshaft is not stuck. Check the oil wire.
viscosity and any external loads that could affect
the engine rotation. 4. Connect a suitable digital multimeter to the
terminal on the glow plug and to a suitable ground.
a. If the crankshaft is stuck or difficult to turn,
repair the engine. 5. Turn the switch to the ON position in order to
activate the glow plugs.
b. If the engine is not difficult to turn, go to Step 6.
Table 11
6. Attempt to crank the starting motor. 12 Volt System

a. The starting motor cranks slowly. Amp Time (sec)

30 Initial
Remove the starting motor for repair or
replacement. 21 4
14 8
b. The starting motor does not crank.
10 20
Check for the blocked engagement of the 9 60
pinion gear and flywheel ring gear.
Table 12
Note: Blocked engagement and open solenoid
contacts will give the same electrical symptoms. 24 Volt System
Amp Time (sec)
i01911231
12 Initial
Glow Plugs - Test 8.5 8
7 20
6 60
Continuity Check of the Glow Plugs
6. Check the reading on all of the glow plugs.
The following test will check the continuity of the glow
plugs. 7. If there is no reading on the ammeter check the
electrical connections. If the readings on the
1. Disconnect the power supply and the bus bar. ammeter are low replace the glow plugs. If there
is still no reading replace the glow plugs.
2. Use a suitable digital multimeter to check
continuity (resistance). Turn the audible signal on
the digital multimeter ON.

3. Place one probe on the connection for the glow

plug and the other probe to a suitable ground. The
digital multimeter should make an audible sound.
Replace the glow plug if there is no continuity.

4. Check the continuity on all the glow plugs.

Checking The Operation of The

Glow Plug
The following test will check the operation of the glow
plugs.

1. Disconnect the power supply and the bus bar.

2. Connect the power supply to only one glow plug.

This document has been printed from SPI². Not for Resale
SENR9977 61
Index Section

Index
A Engine Oil Pressure - Test..................................... 43
High Oil Pressure............................................... 43
Air in Fuel - Test..................................................... 32 Low Oil Pressure................................................ 43
Air Inlet and Exhaust System ............................ 7, 38 Engine Oil Pump - Inspect..................................... 43
Cylinder Head And Valves ................................... 9 Engine Operation..................................................... 6
Turbocharger ....................................................... 8 Engine Valve Lash - Inspect/Adjust ....................... 39
Air Inlet and Exhaust System - Inspect.................. 38 Valve Lash Adjustment ...................................... 39
Alternator - Test ..................................................... 56 Valve Lash Setting ............................................. 39
Warning Lamp Does Not Illuminate ................... 56 Excessive Bearing Wear - Inspect......................... 44
Warning Light is On When the Engine is Excessive Engine Oil Consumption - Inspect........ 44
Running............................................................ 56 Engine Oil Leaks into the Combustion Area of the
Cylinders .......................................................... 44
Engine Oil Leaks on the Outside of the Engine.. 44
B

Basic Engine...................................................... 6, 50 F
Camshaft.............................................................. 7
Crankshaft............................................................ 7 Finding Top Center Position for No. 1 Piston......... 33
Cylinder Block and Cylinder Head ....................... 6 Flywheel - Inspect.................................................. 53
Pistons, Rings, and Connecting Rods ................. 7 Alignment of the Flywheel Face......................... 53
Battery - Test ......................................................... 56 Flywheel Runout ................................................ 54
Flywheel Housing - Inspect ................................... 54
Alignment of the Flywheel Housing.................... 54
C Concentricity of the Flywheel Housing............... 54
Fuel Injection ......................................................... 14
Charging System - Test ......................................... 57 Fuel Injection Pump ........................................... 16
Alternator Regulator........................................... 58 Fuel Injectors ..................................................... 21
Compression - Test................................................ 39 Fuel Injection Timing - Adjust ................................ 34
Connecting Rod - Inspect ...................................... 50 Fuel Injection Timing - Check ................................ 35
Connecting Rod Bearings - Inspect....................... 51 Fuel Quality - Test.................................................. 35
Cooling System ............................................... 10, 46 Fuel System........................................................... 32
Cooling System - Check (Overheating) ................. 46 Fuel System - Inspect............................................ 32
Cooling System - Inspect....................................... 47 Fuel System - Prime .............................................. 36
Visual Inspection Of The Cooling System.......... 47 Fuel System Pressure - Test ................................. 36
Cooling System - Test............................................ 47 Check the Function of the Fuel Transfer Pump.. 36
Checking the Filler Cap...................................... 48 Check the Function of the Pressure Regulator .. 37
Testing The Radiator And Cooling System For
Leaks................................................................ 48
Cylinder Block - Inspect......................................... 51 G
Cylinder Head - Inspect ......................................... 52
Remachining the Cylinder Head ........................ 52 Gear Group - Inspect............................................. 55
General Information................................................. 4
Glossary of Electronic Control Terms .................... 29
E Glow Plugs - Test................................................... 60
Checking The Operation of The Glow Plug ....... 60
Electric Starting System - Test............................... 58 Continuity Check of the Glow Plugs................... 60
Diagnosis Procedure.......................................... 59
General Information ........................................... 58
Electrical System ............................................. 12, 56 I
Alternator ........................................................... 12
Starting Motor .................................................... 13 Important Safety Information ................................... 2
Electronic Control System ..................................... 22 Increased Engine Oil Temperature - Inspect ......... 45
Electronic Control Module (ECM) ...................... 23 Introduction.............................................................. 4
Pressure Sensors .............................................. 23
Primary Speed/Timing Sensor ........................... 24
Temperature Sensors......................................... 24 L
Voltage Load-dump Protection Module
(VLPM) ............................................................. 25 Lubrication System ........................................... 11, 43
Engine Oil Cooler - Inspect.................................... 49

This document has been printed from SPI². Not for Resale
62 SENR9977
Index Section

Main Bearings - Inspect......................................... 51

Piston Height - Inspect .......................................... 52

Piston Ring Groove - Inspect................................. 50
Inspect the Clearance of the Piston Ring........... 50
Inspect the Piston and the Piston Rings ............ 50
Inspect the Piston Ring End Gap....................... 50
Power Sources ...................................................... 25
ECM Power Supply............................................ 26
Introduction (Power Supplies)............................ 25
Power Supply for the Fuel Injection Pump......... 27
Power Supply for the Pressure Sensors ............ 28
Power Supply for the Throttle Position Sensor .. 28

Systems Operation Section ..................................... 4

Table of Contents..................................................... 3
Testing and Adjusting Section ............................... 32

V-Belt - Test ........................................................... 57

Valve Depth - Inspect ............................................ 41
Valve Guide - Inspect ............................................ 41

Wastegate - Test.................................................... 38
Water Temperature Regulator - Test ..................... 49

This document has been printed from SPI². Not for Resale
SENR9977 63
Index Section

This document has been printed from SPI². Not for Resale
©2005 Perkins Engines Company Limited
All Rights Reserved Printed in U.K.
This document has been printed from SPI². Not for Resale