SESM5010

January 2004

System Operation
Testing and Adjusting
1004.4 NA Engine
6053S 01962-Up (Engine)
 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.

Caterpillar 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 Caterpillar is used,
you must satisfy your self 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 anytime. These changes can
affect the service that is given to the product. Obtain the complete and most current information before
you start any job. Caterpillar dealers have the most current information available.

When replacement parts are required for this

product Caterpillar recommends using Caterpil-
lar replacement parts or parts with equivalent
specifications including, but not limited to, physi-
cal dimensions, type, strength and material.

Failure to heed this warning can lead to prema-

ture failures, product damage, personal injury
or death.
 3
Engine
Table of Contents

Table of Contents
Electrical System
Systems Operation Section Alternator - Test ................................................ 63
Battery - Test .................................................... 64
Engine Design ................................................... 4 Belt Tension Chart ............................................ 64
General Information .......................................... 4 Charging System - Test .................................... 65
Fuel System ...................................................... 8 Electric Starting System - Test ......................... 66
Air Inlet and Exhaust System ............................ 11
Lubrication System ........................................... 12 Index Section
Cooling System ................................................ 14 Index ................................................................ 68
Basic Engine ..................................................... 15
Electrical System .............................................. 16

Testing and Adjusting Section

Troubleshooting
Troubleshooting ................................................ 18

Fuel System
Fuel System - Inspect ....................................... 30
Air in Fuel - Test ............................................... 30
Finding Top Center Position for No. 1 Piston ..... 31
Fuel Injection Nozzle - Test .............................. 32
Fuel Quality - Test ............................................. 36
Fuel System - Prime ......................................... 36
Fuel System Pressure - Test ............................. 37
Gear Group (Front) - Time ................................ 38

Air Inlet and Exhaust System

Air Inlet and Exhaust System - Inspect .............. 39
Exhaust Temperature - Test ............................. 39
Compression - Test .......................................... 39
Engine Valve Lash - Inspect/Adjust .................. 40

Lubrication System
Engine Oil Pump - Inspect ................................ 42
Excessive Bearing Wear - Inspect .................... 42
Excessive Engine Oil Consumption - Inspect .... 43
Increased Engine Oil Temperature - Inspect ..... 43

Cooling System
Cooling System - Check (Overheating) ............ 44
Cooling System - Inspect ................................. 45
Cooling System - Test ...................................... 46
Water Temperature Regulator - Test ................ 50

Basic Engine
Connecting Rod - Inspect ................................ 51
Connecting Rod Bearings - Inspect .................. 55
Main Bearings - Inspect ................................... 55
Cylinder Block - Inspect .................................... 55
Cylinder Head - Inspect ................................... 56
Flywheel - Inspect ............................................ 59
Flywheel Housing - Inspect .............................. 60
Gear Group - Inspect ......................................... 62
4
Engine
Systems Operation Section

When the camshaft is viewed from the front of

Systems Operation Section the engine the camshaft rotates in the following
direction: ................................................... Clockwise

The front of the engine is opposite the flywheel end

Engine Design of the engine. The left side and the right side of the
engine are determined from the flywheel end. The
SMCS Code: 1000 No. 1 cylinder is the front cylinder of the engine.

1004.4 NA Engine General Information

SMCS Code: 1000

The 1004.4 NA Engine is a diesel engine that is

controlled by a mechanically actuated fuel injection
pump. The four engine cylinders are arranged
in-line.

The cylinder head assembly has one inlet valve

and one exhaust valve for each cylinder. The ports
for the inlet valves and the exhaust valves are on
the right side of the cylinder head. Each cylinder
head valve has a double valve spring. The double
springs damper coils which are fitted towards the top
face of the cylinder head.
Illustration 1
The pistons have a Fastram combustion chamber
Cylinder and valve location in the top of each piston in order to provide an
(A) Exhaust valve efficient mix of fuel and air. The piston pins are
(B) Inlet valve off-center in order to reduce the noise level.
(C) Cylinder number
(D) Left side of the engine The pistons have two compression rings and an oil
(E) Flywheel of the engine control ring. The groove for the top ring has a hard
(F) Front of the engine metal insert in order to reduce wear of the groove.
(G) Right side of the engine The skirt has a layer of graphite in order to reduce
wear.
Bore ........................................ 100 mm (3.937 inch)
The correct piston height is important in order to
Stroke ........................................ 127 mm (5.00 inch) ensure that the piston does not contact the cylinder
head. The correct piston height also ensures that
Displacement ..................................... 4.0 L (243 in3) you get the most efficient combustion of fuel that is
necessary in order to conform to requirements for
Cylinders Arrangement ................................. In-line emissions.

A piston and connecting rod are matched to

Type of combustion .......................... Direct injection
Compression Ratio ....................................... 16.5:1
Number of cylinders ............................................... 4
Valves per cylinder ................................................. 2
Valve Lash
Inlet valve ........................ 0.20 mm (0.008 inch)
Exhaust valve .................. 0.45 mm (0.018 inch)
Firing Order ................................................ 1, 3, 4, 2
each cylinder. The piston height is controlled by
the length of the connecting rod. Seven different
lengths of connecting rods are available in order
to obtain the correct piston height. The different
lengths of connecting rods are made by machining
the small end bearing off-center in order to form an
eccentric bearing. The amount of the eccentricity
of the bearing creates the different lengths of
the connecting rods. Two heights of pistons are
available in order to attain the correct piston height.
The piston heights match specific lengths of pistons.
Note: Always refer to the engine serial number in
order to get the correct new parts.

When the crankshaft is viewed from the front of The crankshaft has five main journals. End play is
the engine the crankshaft rotates in the following controlled by thrust washers which are located on
direction: ................................................... Clockwise both sides of the center main bearing.
 5
Engine
Systems Operation Section

The front cover and the front housing are made of

aluminum. Remove the front cover in order to reveal
the front gear group. The front gear group may also
be referred to as the timing gears. The timing gears
will include the crankshaft gear, the camshaft gear,
the fuel injection pump gear and the idler gear.
The timing gears are stamped with timing marks in
order to ensure the correct assembly of the gears.
When the No. 1 piston is at the top center position
on the compression stroke, the marked teeth on the
crankshaft gear, the camshaft gear and the fuel
injection pump gear will match the marks that are
on the idler gear.

The crankshaft gear turns the idler gear which then

turns the camshaft gear and the fuel injection pump
gear. The crankshaft gear also turns the idler gear
for the engine oil pump.

The camshaft and the fuel injection pump run at half

the rpm of the crankshaft.

The engine is equipped with a fuel injection pump

that conforms to emissions requirements. Both
the fuel injection pump timing and the high idle
are preset at the factory. Adjustments to the fuel
injection pump timing and the high idle should only
be made by personnel which have had the correct
training. The fuel injection pump has a mechanical
governor in order to control the engine rpm.

Coolant from the bottom of the radiator passes Illustration 2

through the gear-driven centrifugal water pump.
The water pump gear is driven by the fuel injection
pump gear.
Lifting the Engine
NOTICE
Failure to follow recommended procedures for han-
dling or transporting engines can lead to engine dam-
age.
To avoid possible engine damage, use the following
procedure.
The maximum weight of the engine without coolant,
lubricant or a gearbox fitted will vary for different
applications. It is recommended that lift equipment of
minimum capacity 500 Kg (1100 lbs ) is used.
Before the engine is lifted:
Engine lift equipment
To avoid damage to the rocker cover, ensure that there
is clearance between the hooks and the rocker cover.
Use lift equipment or obtain assistance to lift heavy
engine components such as the cylinder block,
cylinder head, flywheel housing, crankshaft and
flywheel.
When you lift the engine or when you move the
engine, use the following procedures in order to
prevent engine damage.
1. Do not tilt the engine to an extreme angle unless
the engine oil is first drained from the engine oil
pan.
2. Do not turn the engine onto a side or an end
surface unless the engine oil is first drained from
the engine oil pan.

Always use lift equipment of the approved type and of
the correct capacity to lift the engine. It is recommended
that lift equipment of the type shown is used, to pro-
vide a vertical lift directly above the engine lift brackets.
Never use a single lift bracket to raise an engine.
Check the engine lift brackets for damage and that they
are secure before the engine is lifted. The torque for
the setscrews for the engine lift brackets is 44 Nm ( 33
lbf ft ).
3. If the engine oil is not drained prior to tilting
the engine or turning the engine onto a side or
an end surface, the engine oil from the engine
oil pan can flow into the intake manifold and
the cylinder bores. This situation could cause a
hydraulic lock in the engine. Hydraulic lock can
damage the engine.
4. The engine oil should be refilled to the correct
level before the engine is started.
6
Engine
Systems Operation Section

Engine and Components

Left Front View

Illustration 3 (Typical)

(1) Water temperature regulator housing
(2) Valve mechanism cover
(3) Engine oil filler cap
(4) Fuel injection nozzle
(5) Fuel filter
(7) Fan drive housing (12) Engine oil level gauge
(8) Water pump (13) Engine oil filter
(9) Fuel injection pump
(10) Crankshaft pulley
(11) Engine oil cooler
 7
Engine
Systems Operation Section

Right Rear View

Illustration 4 (Typical)

(15) Alternator (17) Flywheel (20) Engine oil pan

(16) Flywheel housing (19) Electric starting motor
8
Engine
Systems Operation Section

Fuel System
SMCS Code: 1250

Illustration 5

Typical example of a basic fuel system diagram

1. Fuel tank 6. Fuel supply line from feed pump to fuel filters 11. Fuel injection nozzle
2. Fuel line from fuel tank to water separator 7. Fuel filters with base 12. Over flow pipe line
3. Water separator 8. Fuel supply line from filters to fuel injection pump 13. Fuel return line to tank
4. Fuel line from water separator to fuel feed pump 9. Fuel injection pump
5. Fuel feed pump 10. High pressure fuel lines to fuel injection nozzles
 9
Engine
Systems Operation Section

While the engine is running, fuel is pulled from fuel Fuel Injection Nozzle
tank (1) by fuel transfer pump (5). Fuel transfer
pump (5) sends the fuel at a low pressure to fuel
filter base (7). The fuel then passes through fuel
supply line (8) to fuel injection pump (9). Fuel
injection pump (9) sends fuel through high pressure
fuel lines (10) to each fuel injection nozzle (11). Fuel
injection nozzle (11) sprays fuel into the cylinder.
The fuel that is not used by the fuel injection nozzles
passes through fuel return line (12) from the fuel
injection nozzles to fuel injection pump (9). The fuel is
then sent back to the fuel tank through fuel line (13).

Leakage from fuel injection nozzle (11) flows

through fuel return line (12) into the fuel injection
pump (9). The fuel then returns to fuel tank (1)
through fuel return line (13).

Lubrication of injection pump

The lubricating oil (same as used in the engine) must

be poured in, after removing the air breather. The oil
level is controlled at the time of the engine oil
change. Excess oil (increased due to fuel leakage) is
drained: if low it is replenished.

Lubricating oil should be changed every 100,000 km Illustration 6

(2500 operating hours) or when the pump is removed
for recalibration / overhaul, whichever is earlier.
The system must be primed when any part of the
system is drained of fuel for the following reasons:
• The fuel filter is replaced.
• A fuel line is removed.
• The inspection cover on the fuel injection pump
is removed for service or repair.
Refer to the Systems Operation, Testing and
Adjusting Module, “Fuel System - Prime” topic for
the correct procedure.
Typical example of a fuel injection nozzle
(1) Fuel return
(2) Cap nut
(3) Fuel inlet
(4) Pressure adjusting screw
(5) Pressure spring
(6) Body
(7) Spindle for spring
(8) Retaining nut for the nozzle
(9) Needle valve
(10) Nozzle
(11) Orifices
(12) Sealing washer
Fuel that is under high pressure from the fuel
injection pump flows through the orifice in fuel inlet
(3). The fuel flows around needle valve (9) and
into nozzle (10). The fuel applies pressure against
needle valve (9) and pressure spring (5). When the
force of the fuel pressure is greater than the force
of pressure spring (5), needle valve (9) will raise.
Fuel under high pressure will pass through orifices
(11) into the cylinder. The force that is created by
the pressure of the fuel then becomes less than
pressure spring (5) and needle valve (9) will move
quickly to the closed position.

Needle valve (9) has a close fit with the inside

of nozzle (10). This fit creates a positive seal for
needle valve (9).
10
Engine
Systems Operation Section

When the fuel is sent into the cylinder, a small

quantity of the fuel will leak past the valve guide.
This fuel provides lubrication to the moving parts
of the fuel injection nozzle. The fuel then passes
through a leak off passage in body (6) to fuel return
(1) to the fuel tank.

Fuel Injection Pump

Illustration 7
Typical example of the fuel injection pump components
(1) Control lever
(2) Bleed screw
(3) Feed pump
(4) Drive shaft
(5) Delivery valve holder
(6) High pressure pipe union nut
(7) Governor

The fuel injection pump is fully closed and

pressurized. The fuel injection pump sends the
correct amount of high pressure fuel through the
fuel injection nozzles to the individual cylinders at
the correct time. The correct time is near the end
of the compression stroke. The fuel injection pump
measures the amount of fuel that is delivered to
the fuel injection nozzles. The amount of fuel is
controlled by adjusting the governor setting, the
position of the accelerator, or the throttle control.

The fuel lines to the fuel injection nozzles are equal

lengths. Fuel lines that are equal length ensure
even pressure and the correct injection timing at
each fuel injection nozzle.
 11
Engine
Systems Operation Section

Air Inlet and Exhaust System The valve mechanism cover contains an open
breather assembly. This device vents the gases,
which are caused by blowby, from the valve
SMCS Code: 1050 mechanism cover to the outside air. The breather
reduces emissions without reducing the power of
Naturally aspirated engines pull outside air through the engine.
an air cleaner directly into the inlet manifold. The
air flows from the inlet manifold to the engine
cylinders. The fuel is mixed with the air in the engine
cylinders. After the fuel combustion occurs in the Cylinder Head And Valves
engine cylinder, the exhaust gases flow directly to
the outside air through the exhaust manifold and
the exhaust system.

Each piston makes four strokes:

1. Intake

Air is drawn into the cylinder through the open

inlet valve. Fuel is sprayed into the engine by
the fuel injection nozzle.

2. Compression

The mixture of air and fuel is compressed in

the cylinder in order to heat the mixture to the
temperature of combustion.

3. Power
Illustration 8 (Typical)
The mixture of air and fuel ignites at the top of
Cross section of the inlet valve and the exhaust valve in the
the compression stroke. The expansion of gases cylinder head
from the combustion forces the piston down
ward. This force creates the power of the engine.

4. Exhaust

The piston moves upward in order to force the

gases of combustion from the cylinder through
the open exhaust valve.

The sequence of the strokes by all of pistons in all of

the engine cylinders provides constant air flow from
the air inlet system during the engine operation.

The exhaust stroke and the timing of the valve

mechanism pushes combustion gases out of the
open exhaust valve through the exhaust manifold.
The exhaust gases flow from the exhaust manifold
to the outside through a muffler.
12
Engine
Systems Operation Section

• Crankshaft
• Idler gear
• Camshaft
• Valve lifters
• Pushrods
• Rocker arms
• Valve springs

The camshaft gear is driven by the idler gear. The

camshaft gear, the idler gear and the crankshaft
gear are timed together. When the camshaft turns,
the valve lifters are moved up and down. The
pushrods move the rocker arms. The rocker arms
make the inlet valves and the exhaust valves open
and close. This is in sequence with the firing order
Illustration 9
of the engine. The valve springs push the valves
Cylinder head and valves back to the closed position.
(1) Collet
(2) Valve spring retainer
(3) Valve spring - Outer
(4) Valve guide seal
Lubrication System
(5) Recess for valve spring
(6) Valve guide SMCS Code: 1300
(7) Exhaust valve
(8) Inlet valve
(9) Valve face angle
(10) Head of exhaust valve
(11) Head of inlet valve
(12) Cap
(13) Valve guide seal
(14) Cylinder head
(15) Cylinder head gasket
(16) Pushrod
(17) Valve seat insert (if fitted)
(18) Valve lifter
(19) Valve spring - Inner

The valves and the valve mechanism control the

flow of air into the cylinders during engine operation.
The valves and the valve mechanism control the
flow of exhaust out of the cylinders during engine
operation. The cylinder head assembly has two
valves for each cylinder. Each valve has two valve
springs (3) & (19). The ports for inlet valve (8) and
exhaust valve (7) are on the left side of the cylinder.
Steel valve seat inserts (17) are installed (if applicable)
in cylinder head (14) for both inlet valve (8) and
exhaust valve (7). The seat face angle is equal to
valve face angle (9). The valve seat inserts can be
replaced.

The valve moves along a steel valve guide (6). The

valve guides can be replaced.

The inlet valve and the exhaust valve are opened

and closed by the rotation and movement of the
following components:
 13
Engine
Systems Operation Section

Illustration 10
Engine oil flow of the lubrication system
(1) Reduced oil pressure (5) Engine oil pump
(2) Splash lubrication (6) Suction line
(3) Full oil pressure (7) Engine oil cooler
(4) Coolant lines (8) Engine oil filter

Pressure for the lubrication system is supplied by
a gerotor type pump (5) for engine oil. The engine
oil pump is driven through an idler gear from the
crankshaft gear. The engine oil pump has an inner
rotor and an outer rotor. The axes of rotation of the
rotors are off-center relative to each other. There is
a key between the inner rotor and the drive shaft.
The inner rotor has six lobes that mesh with the
seven lobes of the outer rotor. When the inner
lobe rotates, the distance increases between the
lobes of the outer rotor and the lobes of the inner
rotor in order to create suction. When the distance
decreases between the lobes, pressure is created.
14
Engine
Systems Operation Section
Engine oil from the engine oil pan flows through
a strainer and suction line (6) into the inlet of the
engine oil pump. The engine oil flows from the outlet
side of the engine oil pump through a line to an oil
pressure relief valve. The oil pressure relief valve
is installed near the bottom of the left side of the
cylinder block.
The oil pressure relief valve on the engine oil pump
opens if the engine oil pressure is too high. The
engine oil is returned to the engine oil pan after the
engine oil flows through the oil pressure relief valve.
If the engine is equipped with an engine oil cooler
(7), the engine oil will flow from the oil pressure
relief valve of the engine oil pump to the engine
oil filter. The engine oil flows through the engine
oil cooler. The engine oil cooler is cooled by the
water/antifreeze coolant that flows through coolant
lines (4).
Engine oil cooler (7) and engine oil filter (8) are
installed on the left side of the cylinder block.
The engine oil flows from the engine oil filter through
a passage drilled across the cylinder block to the
engine oil gallery. The oil gallery is drilled through
the total length of the left side of the cylinder block.
Engine oil flows from the engine oil gallery through
oil passages at full oil pressure (3) to the main
bearings of the crankshaft. The engine oil then flows
through passages in the crankshaft to the large end
bearings of the connecting rod. The pistons and the
cylinder bores are lubricated by splash lubrication
(2) and the mist of the engine oil.
Engine oil flows from the main bearings to the
camshaft bearings through oil passages in the
cylinder block. The engine oil flows from the center
camshaft bearing journal through an oil passage
in the cylinder block. The engine oil flows through
the passage in the cylinder block to the cylinder
head. The engine oil then flows into the rocker arm
shaft at a reduced oil pressure (1) to the rocker arm
levers. The valve stems, the valve springs and the
valve lifters are lubricated by splash lubrication (2)
and the mist of the engine oil.
The hub of the idler gear is lubricated by engine
oil from the engine oil gallery. The timing gears are
lubricated by the engine oil with splash lubrication
(2).
The piston cooling jet is connected to the engine oil
gallery. The piston cooling jet sprays engine oil on
the underside of the No. 1 piston in order to cool
the piston.
Cooling System
SMCS Code: 1350
The coolant flows from the bottom of the radiator
to the gear-driven centrifugal water pump. The
water pump is installed on the front cover. The fuel
injection pump gear drives the gear of the water
pump.
The water pump forces the coolant through a
passage in the front cover to the front of the cylinder
block. The coolant flows to a passage in the left
side of the cylinder block. The coolant then flows to
the rear of the cylinder block.
The engine oil cooler is installed on the left side of
the engine. A line is connected between the housing
of the water temperature regulator and the engine
oil cooler. Some of the coolant from the water pump
flows through this line to the following components:
• The plates in the engine oil cooler
• A line to the cylinder block
• The coolant passages for the cylinders
• The cylinder head
The coolant exits the cylinder head at the front.
The coolant then flows into the water temperature
regulator housing. If the water temperature regulator
is closed, the coolant goes directly through a
bypass to the inlet side of the water pump. If the
water temperature regulator is open, the bypass
is closed and the coolant flows to the top of the
radiator.
The water temperature regulator opens fully when
the engine reaches normal operating temperature.
When the water temperature regulator is fully open,
the flow to the radiator is maximum. However, the
water temperature regulator does not close the flow
of coolant into the cylinder head.

Basic Engine
SMCS Code: 1200
Cylinder Head and Block
The cylinder head assembly has one inlet valve and
one exhaust valve for each cylinder. the inlet valve
and the exhaust valve are controlled by a pushrod
valve system. Each valve has double valve spring
and an oil seal. The valve and the valve spring are
held in position by a valve spring cap and two
collets. The oil seal fits over the top of the valve
guide.
The ports for the inlet and for the exhaust valves are
on the right side of the cylinder head.
The valve mechanism cover is made of a composite
material or aluminium. The cover contains the
following components:
• An oil filler cap
• A seal for the face toward the cylinder head
• Holes for three cap nuts
The cap nuts are threaded onto studs. The steel
studs are threaded into the cylinder head.
A cylinder head gasket is used between the
cylinder block and the cylinder head in order to seal
combustion gases, coolant and engine oil.
The cylinder block has four cylinders which are
arranged in-line. The cylinder block has five main
bearings which support the crankshaft. Thrust
washers on both sides of the center main bearing
control the end play of the crankshaft.
Pistons and Connecting Rods
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 hard
metal insert in order to reduce wear of the groove.
The skirt has a layer of graphite in order to reduce
wear.
15
Engine
Systems Operation Section
The correct piston height is important in order to
ensure that the piston does not contact the cylinder
head or the valves. The correct piston height also
ensures the efficient combustion of fuel which is
necessary in order to conform to requirements for
emissions.
A piston and connecting rod are 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 in order to form an
eccentric bearing. The amount of the eccentricity
of the bearing creates the different lengths of the
connecting rods. The piston heights match specific
lengths of connecting rods.
Crankshaft
The crankshaft changes the combustion forces in
the cylinder into usable rotating torque in order to
power the machine. Vibration is caused by impacts
from combustion along the crankshaft. The vibration
forces are minimized by the use of a vibration
damper or a balancer unit. The vibration damper is
located on the front of the crankshaft. The balancer
unit is located inside the engine oil pan, fastened to
the cylinder block.
A gear on the front of the crankshaft drives the front
gear group. The crankshaft gear turns the idler gear
which then turns the camshaft gear and the fuel
injection pump gear. The crankshaft gear also turns
the idler gear for the engine oil pump.
Lip type seals are used on both the front of the
crankshaft and the rear of the crankshaft.
Camshaft
The engine has a single camshaft. The camshaft
is driven at the front end. Bearings support the
camshaft. As the camshaft turns, the camshaft
lobes move the valve mechanism components. The
valve mechanism components move the cylinder
head valves. The camshaft gear must be timed to
the crankshaft gear. The relationship between the
camshaft lobes and the camshaft gear cause the
valves in each cylinder to open at the correct time.
The relationship between the camshaft lobes and
the camshaft gear also causes the valves in each
cylinder to close at the correct time.
16
Engine
Systems Operation Section
Electrical System
SMCS Code: 1400; 1550; 1900
The electrical system is a negative ground system.
The charging circuit operates when the engine
is running. The alternator in the charging circuit
produces direct current for the electrical system.
Starting Motor
Illustration 11
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 must be high enough in order to initiate a
sustained operation of the fuel ignition in the
cylinders.
The starting motor has a solenoid. When the ignition
switch is activated, voltage from the electrical
system will cause the solenoid to move the pinion
toward the flywheel ring gear of the engine. The
electrical contacts in the solenoid close the circuit
between the battery and the starting motor barely
before the pinion engages the ring gear. 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.
Alternator
Illustration 12
Alternator
(1) Shaft for mounting the pulley
The alternator produces the following electrical
output:
• Three-phase
• Full-wave
• Rectified
The alternator has brushes. The alternator is an
electro-mechanical component. The alternator is
driven by a belt from the fan drive pulley. The
alternator charges the storage battery during the
engine operation.
The alternator is cooled by an external fan which
is mounted behind the pulley. The fan forces air
through the holes in the front of the alternator.
The air exits through the holes in the back of the
alternator.
 17
Engine
Systems Operation Section

The alternator converts the mechanical energy
and the magnetic energy into alternating current
and voltage. 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 alternating current and
voltage.
This heat causes a distortion of the metal disc. This
distortion causes the contact points to open the
circuit. A circuit breaker that is open can be reset
when the metal disc becomes cooler. Push the reset
button (1) in order to close the contact points and
reset the circuit breaker.

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 solid state 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.

The alternator is connected to the battery through

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

Circuit Breakers

Illustration 13 (Typical)
Circuit Breaker With Reset Button

(1) Reset button

(2) Metal disc in the open position
(3) Contacts
(4) Metal disc in the closed position
(5) Battery circuit terminals

Most models have a circuit breaker. The circuit

breaker is a switch that opens the circuit if the
current in the electrical system is higher than the
rating of the circuit breaker. The metal disc (2)
is activated by heat. The metal disc has contact
points which complete the electrical circuit through
the circuit breaker. If the current in the electrical
system gets too high, the metal disc will get hot.
18
Engine
Testing and Adjusting Section
Testing and Adjusting
Section
Troubleshooting
Troubleshooting
SMCS Code: 1000
Introduction
Troubleshooting can be difficult. To make a repair
to a problem, refer to the possible cause and the
corrective action. The most common problems
are identified in this troubleshooting manual. The
symptoms, causes, and guidance for solving the
problems are given.
The list of problems, causes and corrections will
only give an indication of the location of a possible
problem. There is also a list that shows some of the
repairs that are required.
Sometimes additional repair work is required beyond
the repair which is recommended. Frequently, a
problem does not exist in isolation. The problem
can be a result of wear or of damage to several
parts which operate together as part of a system.
Service personnel may remember similar complaints
which were corrected by a previous method of
troubleshooting. A similar complaint can have a
different cause.
Get a good description of the problem from the
operator and/or the person that owns the vehicle.
Knowing the details of the problem can save time.
This will make the repair job faster and easier.
All possible problems and the probable causes
cannot be listed. The technician must follow a
logical process of eliminating possible causes and
of identifying the specific causes of the problems.
Troubleshooting The Fuel Injection
Nozzles On The Engine
Note: Be careful when you are handling the fuel
injection nozzles in order to prevent damage to the
orifices, the threads, and other surfaces. When a
fuel injection nozzle is installed, make sure that all
surfaces and threads are clean.
Only personnel that have the proper training
should disassemble the fuel injection nozzles. Only
personnel that have the proper training should
perform repairs to the fuel injection nozzle.
Replace the fuel injection nozzle if the fuel injection
nozzle cannot be adjusted in order to operate
correctly.
Refer to Specifications, “Fuel Injection Nozzles” for
additional information.
Problem 1: The engine is difficult to start.
If the engine starts, the engine runs
rough.
Probable Cause
1. The fuel injection nozzle does not seal correctly
in the cylinder head.
Make sure that the gaskets, the insert and
the mating surface of the cylinder head are
clean. Make sure that the fuel injection nozzle is
tightened to the correct torque in the threaded
hole of the cylinder head.
2. Make sure that extra gaskets were removed from
the threaded recess in the cylinder head for the
fuel injection nozzle. Debris exists on the mating
surface of the cylinder head with the gaskets
or the insert.
Remove any extra gaskets or debris.
3. The connections of the high pressure fuel line
leak.
Tighten the fittings of the high pressure fuel line.
4. The fuel injection nozzle does not operate
correctly.
Make sure that the components of the fuel
injection nozzle are tightened to the correct
torques. Make sure that the gaskets and the
insert are positioned correctly. Test the fuel
injection nozzle on a nozzle tester in order to
measure the pressure setting.
5. The incorrect fuel injection nozzle is installed.
Make sure that all fuel injection nozzles are the
correct replacement parts for the engine. Refer
to the Parts Manual for the correct replacement
part.

Problem 2: Too much black smoke.
Probable Cause
1. Extra gaskets were not removed from the
threaded recess in the cylinder head for the fuel
injection nozzle. Debris exists on the mating
surface of the cylinder head with the gaskets
or the insert.
Remove any extra gaskets or debris.
2. The fuel injection nozzle does not operate
correctly.
Refer to Problem 1.
3. The incorrect fuel injection nozzle is installed.
Make sure that all fuel injection nozzles are the
correct replacement parts for the engine. Refer
to the Parts Manual for the correct replacement
part.
Problem 3: The engine has lost power
and the engine uses too much fuel.
Probable Cause
1. The fuel injection nozzle does not seal in the
cylinder head.
Refer to Problem 1.
2. Extra gaskets were not removed from the
threaded recess in the cylinder head for the fuel
injection nozzle. Debris exists on the sealing
surface for the fuel injection nozzle.
Remove any extra gaskets or debris.
3. The connections of the high pressure fuel line
leak.
Tighten the fittings of the high pressure fuel line.
4. The fuel injection nozzle does not operate
correctly.
Refer to Problem 1.
Test the fuel injection nozzle on a nozzle tester.
5. The incorrect fuel injection nozzle is installed.
Make sure that all fuel injection nozzles have the
correct code for the engine.
6. A connection of the fuel return line leaks.
Inspect all connections of the low pressure fuel
line for tightening to the correct torque.
19
Engine
Testing and Adjusting Section
Problem 4: The engine has the following
symptoms:
• The engine knocks.
• The engine runs uneven.
• The engine misfires.
Probable Cause
1. The fuel injection nozzle does not seal in the
cylinder head.
Refer to Problem 1.
2. Extra gaskets were not removed from the
threaded recess in the cylinder head for the fuel
injection nozzle. Debris exists on the sealing
surface for the fuel injection nozzle.
Remove any extra gaskets or debris.
3. The connections of the high pressure fuel line
leak.
Tighten the fittings of the high pressure fuel line.
4. The fuel injection nozzle does not operate
correctly.
Refer to Problem 1.
Test the fuel injection nozzle on a nozzle tester.
5. The incorrect fuel injection nozzle is installed.
Make sure that all fuel injection nozzles have the
correct code for the engine.
6. A restriction exists in the high pressure fuel line.
Inspect all high pressure fuel lines for damage.
Troubleshooting Fuel Injection
Nozzles On A Nozzle Tester
Note: Be careful when you are handling the fuel
injection nozzles in order to prevent damage to the
orifices, the threads, and other surfaces. When a
fuel injection nozzle is installed, make sure that all
surfaces and threads are clean.
Only personnel that have the proper training
should disassemble the fuel injection nozzles. Only
personnel that have the proper training should
perform repairs to the fuel injection nozzles.
Replace the fuel injection nozzle if the fuel injection
nozzle cannot be adjusted in order to operate
correctly.
20
Engine
Testing and Adjusting Section
Problem 1: Back Leakage
1. Fuel leaks through the threaded connection of
the body and the nozzle nut.
Make sure that the threads are clean. Tighten
the body to the correct torque.
2. Debris or damage exists on the orifices.
Visually inspect the components of the valve for
carbon pitting, for scoring, or for other damage.
Clean the surface of the orifices with solvent.
Replace the fuel injection nozzles if corrosion
exists.
Problem 2: The fuel injection nozzle does
not inject fuel in the correct quantity or in
the correct pattern.
Probable Cause
1. The setting of the opening pressure is incorrect.
Test the setting of the opening pressure. Adjust
the setting to the correct pressure.
2. The fuel injection nozzle is stuck.
Debris or damage exists on the fuel injection
nozzle.
3. The orifices are blocked.
Inspect the orifices for carbon buildup. The fuel
injection nozzle must be cleaned or replaced.
4. The passage for the fuel return is obstructed.
Clean the passage in order to remove any
carbon buildup or other debris.
Troubleshooting The Engine
When you are troubleshooting the engine, refer to
the Specifications Module, and the Testing and
Adjusting Module for additional information.
1. The engine will not start.
2. The engine starts and the engine runs for a brief
period of time and the engine stops.
3. The engine misfires or the engine runs rough.
4. The engine runs evenly, but the engine loses
power.
5. The engine lacks power.
6. The engine has excessive vibration.
7. The engine has excessive combustion noise.
8. The engine has excessive valve compartment
noise.
9. Engine oil is in the cooling system.
10. Engine knock occurs.
11. The rocker arm has insufficient movement and
the valve lash exceeds the specification.
12. A cylinder head valve is loose.
13. Oil condenses at the exhaust.
14. The valve lash is less than the required
specification.
15. Engine components have early wear.
16. Coolant is in the lubrication oil.
17. The exhaust has too much black smoke or too
much gray smoke.
18. The exhaust has too much white smoke or too
much blue smoke.
19. The engine has low oil pressure.
20. The engine oil pressure is too high.
21. The engine uses too much lubrication oil.
22. The engine overheats.
23. The exhaust temperature is too high.
24. The starting motor does not turn or the starting
motor turns too slowly.
25. The starting motor turns, but the pinion gear
does not engage the flywheel ring gear.
26. The engine does not crank when the following
events occur:
• The starting motor is activated.
• The pinion gear engages the ring gear.
• The flywheel begins to turn.

27. The starting motor continues to run after the
ignition switch is released.
28. The pinion gear does not disengage after the
engine starts to run.
29. The alternator does not charge the battery.
30. The alternator charge rate is slow or the
alternator charge rate is not regular.
31. The alternator charges the battery at a voltage
that is too high.
32. The alternator is noisy.
Troubleshooting Problems
Problem 1: The engine will not start.
Probable Cause
1. The engine starting procedure was incorrectly
followed.
Make sure that the engine starting procedure is
correctly followed.
2. The manual valve in the fuel line is closed (if
provided).
Open the valve.
3. The fuel level is low in the fuel tank. Air is in the
fuel system.
Fill the fuel tank with fuel. Remove the air from
the fuel system.
4. The fuel is contaminated.
The fuel contains water, dirt, ice, or wax. Replace
the fuel filters. Replace the fuel in the fuel tank
with clean fuel.
5. Engine cranking speed is too slow.
The engine oil is too thick. The connections of
the battery cables to the starting motor are loose.
6. The glow plugs for the fuel injection pump do not
operate correctly.
Inspect the cable connections and the electrical
connections of the glow plugs and the electrical
components of the starting aid circuit. Test the
glow plugs for correct operation.
7. The fuel shutoff solenoid is not operating
correctly.
21
Engine
Testing and Adjusting Section
Make sure that the fuel shutoff solenoid operates
correctly. Replace a fuel shutoff solenoid that is
suspect.
8. The fuel transfer pump is not operating correctly.
The fuel transfer pump was installed when the
lobe of the camshaft was at maximum lift.
Check the fuel pressure when the engine is
cranking. Remove the fuel transfer pump if the
fuel pressure is too low. The fuel transfer pump
must be repaired or replaced.
Install the fuel transfer pump with the lobe of the
camshaft on minimum lift. Tighten the mounting
bolts evenly.
9. The fuel filter or the fuel lines are restricted.
Excess water has built up in the fuel filter.
Check fuel lines and the fuel filter. Drain any
water from the fuel filter.
10. The operation of the fuel injection pump is not
correct.
Check the timing of the fuel injection pump.
Adjust the timing or replace the fuel injection
pump. The fuel injection pump must be repaired
or replaced.
Make sure that the linkage of the fuel rack
operates correctly.
Make sure that the high pressure fuel lines are
connected to the fuel injection nozzles in the
correct order.
Make sure that the mounting bolts of the fuel
injection pump are tightened to the correct
torque. Inspect the fuel lines for leaks or for
restrictions. The damaged fuel lines or fittings
must be repaired or replaced.
11. The governor and the fuel injection linkage are
damaged. The governor and the fuel injection
linkage are incorrectly assembled in the timing
gear case.
Adjust the linkage. Replace suspect parts.
12. A fuel injection nozzle is not operating correctly.
Run the engine at the rpm that gives maximum
misfiring or rough running. Then, loosen a fuel
line nut on the injection line for each cylinder.
Loosen one nut at a time. Then, tighten that
nut before the next fuel line nut is loosened.
If loosening the fuel line nut does not affect
the operation of the engine, the fuel injection
nozzle is probably suspect. Test the fuel injection
nozzle for that cylinder. Replace the suspect fuel
injection nozzle.
22
Engine
Testing and Adjusting Section
Make sure that all of the fuel injection nozzles are
the correct type for the engine. Test the pressure
setting of the fuel injection nozzles.
Make sure that the fuel injection nozzles are
properly sealed in the threaded ports. Make
sure that the fuel injection nozzles are correctly
aligned in the threaded ports. Make sure that
the fuel injection nozzles are tightened to the
correct torque. Ensure that the gaskets and the
seat washers are installed on the fuel injection
nozzles correctly. Make sure that the bottom of
the threaded ports are clean and free of debris.
Make sure that the bottom of the threaded ports
do not contain extra gaskets.
13. The cylinders have low compression.
Starting the engine may be difficult in warm
weather. The engine may not start in cold
weather. Low compression is most frequently
caused by the following conditions:
• Cylinder walls are worn or damaged.
• Piston rings are worn or broken.
• The piston height is incorrect.
• The piston is damaged.
• The fuel injection nozzles are not seated
correctly.
• The valve lash requires adjustment.
• The fuel injection pump timing is incorrect.
• The engine timing is incorrect.
• When an inlet valve or an exhaust valve is fully
seated, gases leak past the valve head.
14. The glow plugs do not operate correctly. The
engine floods in cold weather.
Ensure that the glow plugs become hot when the
ignition switch is in the START position.
Problem 2: The engine starts and the
engine runs for a brief period of time and
the engine stops.
Probable Cause
1. The fuel filter or the fuel lines are restricted.
Excess water has built up in the fuel filter.
Check the fuel lines and the fuel filter. Replace
the fuel filter. Drain any water from the fuel filter.
2. The operation of the fuel transfer pump is not
correct.
Refer to Problem 1.
3. The air inlet or the exhaust system is restricted.
Inspect the air inlet and the exhaust systems.
Remove any restrictions.
4. Air is in the fuel system.
Find the air leak in the fuel system. Repair the
fuel system.
Problem 3: The engine misfires or the
engine runs rough.
Probable Cause
1. The fuel pressure is low.
Make sure that the fuel tank has enough fuel.
Look for leaks or suspect bends in all of the fuel
supply lines. Test the outlet pressure of the fuel
transfer pump.
2. Air is in the fuel system.
Find the air leak in the fuel system. Repair the
air leak.
3. The valve lash is not correct.
Adjust the valve lash.
4. The operation of the fuel injection pump is not
correct.
Refer to Problem 1.
5. A fuel injection nozzle does not operate correctly.
Refer to Problem 1.
6. The engine mounts are not correctly tightened or
the engine mounts are not mounted correctly.
This condition also causes vibration.
Check the engine mounts for correct positioning.
Check the bolts of the engine mounts for correct
tightening.
7. The fuel is contaminated with water, dirt, ice, or
wax.
Drain any water from the fuel tank and from
the fuel filter. If the fuel is contaminated by
dirt, ice, or wax, replace the fuel. Refer to the
Disassembly and Assembly module.

8. The cylinders have low compression.
Refer to Problem 1.
Problem 4: The engine runs evenly, but
the engine loses power.
Probable Cause
1. The cylinders have low compression.
Refer to Problem 1.
2. The operation of the fuel injection pump is not
correct.
Refer to Problem 1.
3. The valve lash is not correct.
Adjust the valve lash.
4. The air cleaner is restricted.
The air cleaner must be repaired or replaced.
5. Air is in the fuel system.
Remove the air from the fuel system. Make sure
that the fittings of the fuel lines are aligned.
Make sure that the fittings of the fuel lines are
tightened correctly.
6. The fuel transfer pump is not operating correctly.
The fuel transfer pump was installed when the
lobe of the camshaft was at maximum lift.
Refer to Problem 1.
Problem 5: The engine lacks power.
Probable Cause
1. Fuel of poor quality is in the fuel system.
Remove the fuel from the fuel tank. Install a
new fuel filter. Put a good grade of clean fuel
in the fuel tank. For the proper procedures for
the removal and disposal of fuel, refer to the
Disassembly and Assembly module.
2. The fuel pressure is low.
Make sure that sufficient fuel is in the fuel tank.
Look for leaks or suspect bends in the fuel line
between the fuel tank and the fuel transfer pump.
Remove any air in the fuel system. Check the
outlet pressure of the fuel transfer pump.
23
Engine
Testing and Adjusting Section
3. The governor and the fuel injection linkage is
damaged or the governor and the fuel injection
linkage is incorrectly assembled in the timing
gear case.
Adjust the linkage. Replace suspect parts.
4. The valve lash is not correct.
Adjust the valve lash. Refer to the Specifications
Module, “Engine Design” topic for the valve lash
setting.
5. The operation of the fuel injection pump is not
correct.
Refer to Problem 1.
6. A fuel injection nozzle is not operating correctly.
Refer to Problem 1.
Problem 6: The engine has excessive
vibration.
Probable Cause
1. The bolts for the pulleys are loose.
Tighten the bolts.
2. A pulley is suspect.
Inspect the pulleys for wear or for damage. If the
pulley is worn or damaged, use new parts for
replacement.
3. The engine mounts are loose, worn, or suspect.
Tighten all mounting bolts. Inspect the engine
mounts for wear or for damage. Use new parts
for replacement.
Problem 7: The engine has excessive
combustion noise.
Probable Cause
1. Fuel of poor quality is in the fuel system.
Refer to Problem 5.
2. A fuel injection nozzle is suspect.
Refer to Problem 1.
3. The piston height is incorrect.
Measure the piston height. To obtain the correct
piston height, the piston, the piston pin, the
bearings, or the connecting rod should be
replaced.
24
Engine
Testing and Adjusting Section
Problem 8: The engine has excessive
valve compartment noise.
Probable Cause
1. Valve springs or locks are broken.
Install new parts. Broken locks can cause the
valve to slide into the cylinder. Major damage to
the engine can occur.
2. The bolts and nuts, which hold the rocker arm
assembly, are loose.
Tighten the bolts or nuts.
3. The valve lash exceeds the specification.
Adjust the valve lash. Refer to the Specifications
Module, “Engine Design” topic for the valve lash
setting.
Problem 9: Engine oil is in the cooling
system.
Probable Cause
1. The cylinder head gasket is suspect.
Install a new cylinder head gasket.
Problem 10: Engine knock occurs.
Probable Cause
1. A main bearing is damaged.
Inspect the main bearings and the bearing
surface of the crankshaft. Replace damaged
parts.
2. The crankshaft is damaged.
Replace the crankshaft. Clean the engine
thoroughly.
3. The piston height is incorrect.
Check the piston height. Inspect the piston, the
connecting rod, and the crankshaft for wear.
Check for correct installation.
4. The projection of the fuel injection nozzle in the
precombustion chamber is incorrect.
Run the engine at the rpm that gives maximum
misfiring or rough running. Then, loosen a fuel
line nut on the injection line for each cylinder.
Loosen one nut at a time. Then, tighten that
nut before the next fuel line nut is loosened. If
loosening the fuel line nut does not affect the
operation of the engine, the fuel injection nozzle
is suspect. Test the fuel injection nozzle for
that cylinder. Replace the suspect fuel injection
nozzle.
Make sure that all of the fuel injection nozzles are
the correct type for the engine. Test the pressure
setting of the fuel injection nozzles.
Make sure that the fuel injection nozzles are
properly sealed in the threaded ports. Make
sure that the fuel injection nozzles are correctly
aligned in the threaded ports. Make sure that
the fuel injection line nuts are tightened to the
correct torque. Ensure that the gaskets and the
seat washers are installed on the fuel injection
nozzles correctly. Make sure that the bottom of
the threaded ports are clean and free of debris.
Make sure that the bottom of the threaded ports
do not contain extra gaskets.
Problem 11: The rocker arm has
insufficient movement and the valve lash
exceeds the specification.
Probable Cause
1. Lubrication of internal engine components is
inadequate.
Check lubrication of the valves. There must be a
strong flow of oil at engine high rpm. There must
be a small flow of oil at low rpm. Oil passages in
the engine must be clean.
2. Rocker arm parts are worn.
If there is too much wear, install new parts or
rocker arms. Adjust the valve lash.
3. The end of the valve stem is worn.
Install new valves. Adjust the valve lash.
4. The valve lash exceeds the specification.
Measure the valve lash. Adjust the valve lash.
5. The pushrods are worn.
If there is too much wear, install new pushrods.
Adjust the valve lash.
6. The valve lifters are worn.

If there is too much wear, install new valve lifters.
Adjust the valve lash.
7. The lobes of the camshaft are worn.
Measure the valve lash. Check for free movement
of the valves. Check for bent valve stems. Check
for wear on the valve lifters. Replace suspect
parts. Adjust the valve lash.
8. The bolts and the nuts that hold the rocker arm
assembly are loose.
Tighten the bolts and the nuts.
Problem 12: A cylinder head valve is
loose.
Probable Cause
1. The spring lock for the valve is broken.
Replace the spring lock. Broken locks can cause
the valve to slide into the cylinder. Major engine
damage can result.
2. The valve springs are broken or damaged.
Install new valve springs.
Problem 13: Oil condenses at the
exhaust.
Probable Cause
1. The valve compartment contains too much oil.
Look at both ends of the rocker arm shaft. Be
sure that a plug is installed in each end.
2. The valve guides are worn.
Install new valve guides. Recondition the cylinder
head.
3. The piston rings are worn.
Replace the piston rings.
Problem 14: The valve lash is less than
the required specification.
Probable Cause
1. The valve seat or the face of the valve is worn.
Adjust the valve lash. Refer to the Specifications
Module, “Engine Design” topic for the valve lash
setting.
25
Engine
Testing and Adjusting Section
Problem 15: Engine components have
early wear.
Probable Cause
1. Dirt is in the lubrication oil.
Remove the dirty lubrication oil. Install a new oil
filter. Put clean oil in the engine.
2. Leaks exist in the air inlet system.
Inspect all gaskets and connections. The
components must be repaired or replaced.
3. Fuel leaks into the lubrication oil. Fuel leaks will
cause high fuel consumption and low engine oil
pressure.
• Fuel leaks into the crankcase from the fuel
transfer pump.
• Fuel leaks past the valve in a fuel injection
nozzle.
• The pressure setting of the fuel injection
nozzles is too high.
• The drive is broken on the fuel injection pump.
Adjust the component. Replace a damaged
component.
Problem 16: Coolant is in the lubrication
oil.
Probable Cause
1. The cylinder head gasket is suspect.
Install a new cylinder head gasket.
2. The cylinder head is cracked or damaged.
Install a new cylinder head.
3. The cylinder block is cracked or damaged.
Install a new cylinder block.
Problem 17: The engine exhaust has too
much black smoke or too much gray
smoke.
Probable Cause
1. The cylinders have low compression.
Refer to Problem 1.
26
Engine
Testing and Adjusting Section
2. The operation of the fuel injection pump is not
correct.
Refer to Problem 1.
3. A fuel injection nozzle is not operating correctly.
Refer to Problem 1.
4. The inlet air is restricted.
Check the air cleaner for restrictions. The air
cleaner must be cleaned or replaced.
Problem 18: The engine exhaust has too
much white smoke or too much blue
smoke.
Probable Cause
1. The engine contains too much lubrication oil.
Drain the excess oil from the oil pan.
2. The engine misfires or the engine runs rough.
Refer to Problem 3.
3. The fuel injection timing is not correct.
Adjust the timing of the fuel injection pump.
4. The valve guides are worn.
Replace the valve guides. Check the flatness of
the cylinder head. Recondition the cylinder head
if the flatness is out of tolerance.
5. The piston rings are worn.
Replace the piston rings.
6. The engine consistently runs below the normal
operating temperature. The water temperature
regulator is suspect.
Replace the water temperature regulator.
7. The breather hose or the vent hole in the breather
assembly is obstructed.
Clean the vent hole, the breather assembly, and
the breather hose.
Problem 19: The engine has low oil
pressure.
Probable Cause
1. The oil level is low.
Add oil to the correct level.
2. The oil filter is restricted.
Install a new oil filter. Replace the lubricating oil
in the engine with clean oil. Check the operation
of the bypass valve for the filter.
3. Fuel is in the lubricating oil.
Determine the source of the fuel. Refer to
Problem 15.
4. Too much clearance exists between the bore of
the rocker arm and the rocker shaft.
Check for adequate lubrication of the rocker arm
assembly. Replace parts which are worn.
5. The suction pipe for the oil pump is suspect.
Replace the suction pipe.
6. The engine oil bypass valve does not operate
correctly.
Clean the bypass valve. Replace the bypass
valve if the spring is broken or the plunger is
damaged.
7. The oil pump does not operate correctly.
Check the distance of the face of the cover of
the oil pump above the face of the idler gear.
Refer to Specifications, “Engine Oil Pump”.
Check the wear of the lobe on the oil pump. The
components of the idler gear and the oil pump
must be repaired or replaced.
8. Too much clearance exists between the
crankshaft and the crankshaft bearings.
Replace the crankshaft or the crankshaft
bearings.
9. Too much clearance exists between the camshaft
and the camshaft bearings.
Replace the camshaft or the camshaft bearings.

Problem 20: The engine oil pressure is
too high.
Probable Cause
1. The engine oil bypass valve does not open.
The bypass valve must be cleaned or replaced.
Problem 21: The engine uses too much
lubrication oil.
Probable Cause
1. The engine contains too much lubrication oil.
Drain the excess oil from the oil pan.
2. Oil lines have leaks.
Find the source of the oil leaks. Repair the line
or fitting.
3. The valve guides are worn.
Refer to Problem 18.
4. The piston rings are worn.
Replace worn parts.
Problem 22: The engine Overheats.
Probable Cause
1. The air flow through the radiator is restricted.
Clean the exterior of the radiator in order to
remove all restrictions.
2. The coolant level in the engine is low.
Add coolant into the radiator to the correct level.
3. The pressure cap is suspect.
Test the operation of the pressure cap. Replace
a faulty pressure cap.
4. Gases from combustion are in the coolant.
Find the source of the entry of the gases from
combustion into the coolant system. Repair the
source of the problem.
5. The water temperature regulator is suspect.
Test the water temperature regulator for correct
operation. Replace a faulty water temperature
regulator.
6. The water pump is suspect.
27
Engine
Testing and Adjusting Section
The water pump must be repaired or replaced.
7. The engine is operating with too much load.
Reduce the load.
8. The timing of fuel injection pump is incorrect.
Adjust the timing.
9. The oil supply line from the main oil gallery to the
cylinder head is damaged.
Inspect the oil supply line for leaks or restrictions.
Make sure that the holes in the connection for
the banjo bolts are not restricted.
Problem 23: The exhaust temperature is
too high.
Probable Cause
1. A restriction exists in the air inlet or in the exhaust
system.
Remove the restriction.
2. The timing of the fuel injection pump is incorrect.
Adjust the timing of the fuel injection pump.
Problem 24: The starting motor does not
turn or the starting motor turns to slowly.
Probable Cause
1. The battery is discharged.
Charge the battery. Replace a faulty battery.
Clean all cable terminals and battery posts.
Apply the 1U-8267 Battery Saver and Cleaner
on the cable clamps and to battery posts.
Tighten the cable clamps on the battery posts.
2. The terminals or the brushes of the starting motor
have a short circuit to ground.
Find the short circuit. Repair the short circuit.
3. The ignition switch, the starting motor solenoid,
or the start relay is damaged.
Replace the ignition switch, the starting motor
solenoid, or the start relay.
4. An excessive voltage drop exists in the cables
or across the terminals in the circuits for the
starting motor. The battery cables are loose at
the terminals, corroded, or cracked. The battery
terminals are corroded or broken.
28
Engine
Testing and Adjusting Section
Inspect the battery cables and the battery
terminals for loose connections, corrosion or
other damage.
Problem 25: The starting motor turns,
but the pinion gear does not engage the
flywheel ring gear.
Probable Cause
1. The pinion drive or the overrunning clutch is
suspect.
Replace the pinion drive or the overrunning
clutch.
2. The ring gear of the flywheel is damaged.
Replace the flywheel.
3. The shift lever or the linkage is damaged.
Replace the shift lever or the linkage.
4. The starting motor solenoid is damaged.
Replace the starting motor solenoid.
5. The armature or idler gear of the starting motor
is damaged.
Replace the starting motor.
Problem 26: The engine does not crank
when the following events occur:
• The starting motor is activated.
• The pinion gear engages the flywheel ring gear.
• The flywheel begins to turn.
Probable Cause
1. The battery has a low charge.
Refer to Problem 24.
2. The start relay is suspect.
Replace the start relay.
3. An excessive voltage drop exists in the cables
or across the terminals in the circuits for the
starting motor. The battery cables are loose at
the battery terminals, corroded, or cracked. The
battery terminals are corroded or broken.
Inspect the battery cables and battery terminals
for loose connections, corrosion or other
damage. Replace damaged parts.
4. The overrunning clutch for the pinion drive slips.
Replace the overrunning clutch.
Problem 27: The starting motor continues
to run after the ignition switch is released.
Probable Cause
1. The ignition switch, the start relay, or the starting
motor solenoid is suspect.
Replace the ignition switch, the start relay, or the
starting motor solenoid.
Problem 28: The pinion gear does not
disengage after the engine starts to run.
Probable Cause
1. The return spring of the pinion solenoid is
damaged.
Replace the return spring of the pinion solenoid.
2. The shift lever or the linkage is damaged.
Replace the shift lever or the linkage.
3. The ignition switch or the start relay is suspect.
Replace the ignition switch or the start relay.
Problem 29: The alternator does not
charge the battery.
Probable Cause
1. The drive belt for the alternator is loose.
2. Inspect the drive belt for wear and for damage.
The drive belt must be adjusted or replaced.
3. The drive pulley for the alternator is loose or
worn.
Inspect the pulley for wear and for damage.
Tighten the nuts of the pulley to the correct
torque. Replace a damaged pulley.
4. The electrical cables and connections in the
charging and starting circuits are loose or
damaged.
 29
Engine
Testing and Adjusting Section

5. Inspect all cables and connections. All
connections must be clean and tight. Apply
the 1U-8267 Battery Saver and Cleaner on the
cable terminals and the connections. Replace
suspect parts.
6. The regulator or the field winding of the rotor in
the alternator are suspect.
The alternator must be repaired or replaced.
Problem 30: The alternator charge rate is
slow or the alternator charge rate is not
regular.
Probable Cause
1. The drive belt for the alternator is loose.
2. Inspect the drive belt for wear and for damage.
The drive belt must be adjusted or replaced.
3. The drive pulley for the alternator is loose or
worn.
Problem 31: The alternator charges the
battery at a voltage that is too high.
Probable Cause
1. The alternator or the regulator has loose electrical
connections.
Tighten all electrical connections to the alternator
and the regulator.
2. The regulator is suspect.
Replace the alternator.
Problem 32: The alternator is noisy.
Probable Cause
1. The drive belt for the alternator is worn or
damaged.
Replace the drive belt for the alternator.

Inspect the pulley for wear and for damage.
Tighten the nuts of the pulley to the correct
torque. Replace a damaged pulley.
4. The electrical cables and connections in the
charging and starting circuits are loose or
damaged.
Tighten loose connections. Replace damaged
components.
5. Inspect all cables and connections. All
connections must be clean and tight. Apply the
1U-8267 Battery Saver and Cleaner to the cable
terminals and the connections. Replace faulty
parts.
2. The drive pulley for the alternator is loose or
worn.
Inspect the pulley for wear and for damage.
Tighten the nuts of the pulley to the correct
torque. Replace a damaged pulley.
3. The drive belt and the drive pulley are not in
alignment.
Adjust the alignment.
4. The bearings of the alternator are worn or
damaged.
Replace the alternator.

6. The regulator or the rectifier for the alternator is

suspect.

Replace the alternator.

7. The brushes of the alternator are worn or dirty.

The brushes must be cleaned or replaced.

30
Engine
Testing and Adjusting Section

Fuel System • Elbows

Fuel System - Inspect
SMCS Code: 1250-040
A problem with the components that send fuel to
the engine can cause low fuel pressure. This can
decrease engine performance.
1. Check the fuel level in the fuel tank. Ensure that
the vent in the fuel cap is not filled with dirt.
• Relief valves
• Check valves
Observe the fuel flow during engine cranking.
Look for air bubbles in the fuel. If there is no
fuel that is present in the sight gauge, prime
the fuel system. Refer to Testing and Adjusting,
“Fuel System - Prime” for more information. If the
engine starts, check for air in the fuel at varying
engine 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. Install a new fuel filter.

4. Cut the old filter open with the 4C-5084 Oil Filter
Cutter. Inspect the filter for excess contamination.
Determine the source of the contamination. Make
the necessary repairs.

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

6. Operate the hand priming pump (if equipped).

If excessive resistance is felt, inspect the fuel
pressure regulating valve. If uneven resistance is
felt, test for air in the fuel. Refer to Testing and
Adjusting, “Air in Fuel - Test” for more information.

7. Remove any air that may be in the fuel system. Illustration 14

Refer to Testing and Adjusting, “Fuel System - 2P-8278 Fuel Flow Tube (Sight Gauge)
Prime”.
(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.
Air in Fuel - Test (2) Bubbles with a diameter of approximately 6.35 mm (0.250 inch)
are also acceptable if there is two seconds to three seconds
intervals between bubbles.
SMCS Code: 1280-081 (3) Excessive air bubbles in the fuel are not acceptable.

This procedure checks for air in the fuel system.
This procedure also assists in finding the source
of the air.
1. Examine the fuel system for leaks. Ensure that
the fuel line fittings are properly tightened. Check
the fuel level in the fuel tank. Air can enter the
fuel system on the suction side between the fuel
transfer pump and the fuel tank.
2. Install a 2P-8278 Fuel Flow Tube (Sight Gauge)
in the fuel return line. When possible, install 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:
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 the fuel return line and install the
sight gauge at the inlet to the fuel transfer pump.
Observe 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.
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 avoid
damage to the fuel tank. Check for leaks in the
fuel lines between the fuel tank and the fuel
transfer pump. Repair any leaks that are found.
Check the fuel pressure in order to ensure that
the fuel transfer pump is operating properly. For
information about checking the fuel pressure, see
Testing and Adjusting, “Fuel System Pressure
- Test”.
5. If the source of the air is not found, disconnect
the supply line from the fuel tank and connect an
external fuel supply to the inlet of the fuel transfer
pump. If this corrects the problem, repair the fuel
tank or the stand pipe in the fuel tank.
Finding Top Center Position
for No. 1 Piston
SMCS Code: 1105-531
Special tools:
Valve spring compressor, PD.6118B
Stud adaptor for use with PD.6118B, PD6118B-7
Setscrew adaptor for use with PD.6118B,
PD.6118B-8
1. Fasten a temporary pointer to the timing case
cover with its tip near to the outer edge of the
crankshaft pulley.
2. Remove the rocker cover.
3. Rotate the crankshaft, clockwise from the front
until the push rod for the inlet valve of the rear
cylinder just tightens.
31
Engine
Testing and Adjusting Section
4. Remove the spring clip and the spacer from the
front of the rocker shaft. Release the fasteners of
the front two pedestals of the rocker shaft and
remove the front rocker lever; tighten the fasten-
ers of the rocker shaft pedestals.
5. Remove the valve springs from the front valve with
the valve spring compressor PD.6118B and the
adaptor PD.6118-7, for pedestal studs, or the
adaptor PD.6118-8 for pedestal setscrews.
CAUTION: Fit a suitable collar near the top of the
valve to hold the valve if the crankshaft is rotated too
far.
6. Allow the valve to be held by the top of the
piston.
7. Fasten a dial test indicator with its plunger in
contact with the top of the valve stem and with a
reading shown on the gauge. Rotate slowly the
crankshaft, clockwise from the front, until the
clockwise movement of the dial gauge pointer
just stops. Make a suitable mark on the crank
shaft pulley to align with the temporary pointer.
Continue to rotate the crankshaft, in the same
direction, until the gauge pointer just begins to
move in a counter clockwise direction. Make
another mark on the pulley to align with the
pointer. Mark the centre point between the two
marks on the pulley and remove the other two
marks.
8. Rotate the crankshaft approximately 45 degree
counter clockwise from the front and then
clockwise until the mark on the pulley is aligned
with the pointer. Number 1 piston is now at TDC
on the compression stroke.
32
Engine
Testing and Adjusting Section

Set The Top Center Position By The 6. Rotate the crankshaft in a clockwise direction
by one or two degrees. Remove the spacer
Alternate Method that is between the valve stem and the rocker
arm. Rotate the crankshaft by 1/4 of a turn in a
counterclockwise direction. Put a spacer that is
approximately 5 mm (0.2 inch) thick between the
valve stem and the rocker arm.

7. Slowly rotate the crankshaft clockwise until the

piston makes contact with the open valve. Make
another temporary mark on the vibration damper
or the pulley in order to accurately align the
tip of the pointer with the mark on the vibration
damper or the pulley.

8. Make a temporary mark at the center point

Illustration 15 (Typical) between the two marks on the vibration damper
or the pulley. Remove the other two marks.
Setting the No. 1 piston to the top center position on the Rotate the crankshaft by 1/8 of a turn in a
compression stroke
counterclockwise direction. Remove the spacer
(1) Temporary pointer between the valve stem and the rocker arm.
(2) Dial indicator
9. Slowly rotate the crankshaft in a clockwise
1. Fasten a temporary pointer (1) to the front cover. direction until the mark that was made on the
Put the tip of the pointer close to the edge of the vibration damper or the pulley aligns with the tip
vibration damper on the crankshaft or close to of the pointer. The No. 1 piston is now at the top
the edge of the pulley. center position on the compression stroke.

2. Remove the valve mechanism cover. Refer to Fuel Injection Nozzle - Test
the Disassembly and Assembly Module, “Valve
Mechanism Cover - Remove and Install” topic. SMCS Code: 1254-081
3. Rotate the crankshaft clockwise when you face Table 1
the front of the engine. Rotate the crankshaft
Required Tools
until the pushrod for the inlet valve of the No. 4
cylinder begins to tighten. Part Part Name Qty
Number
Note: Be careful when you rotate the crankshaft. 5P-4150 Nozzle Testing Group 1
The inlet valve of the No. 1 cylinder will be held in 5P-7448 Adapter 1
position on top of the piston. If the crankshaft is 6V-2170 Tube 1
not positioned properly, the valve may fall from the
8S-2270 Fuel Collector 1
cylinder head.
1U-8857 Extension Tube 1
4. Rotate the crankshaft further by 1/4 of a turn 6V-6068 Calibration Fluid 1
in a clockwise direction. Insert a suitable lever
between the rocker arm and the valve spring
retainer of the No. 1 inlet valve. Open the inlet 1. Run the engine at low idle.
valve. Put a spacer that is approximately 5 mm
(0.2 inch) thick between the valve stem and the 2. Loosen the nut for fuel supply line at each
rocker arm. fuel injection nozzle. Listen for the low idle to
decrease or listen for the low idle to become
5. Slowly rotate the crankshaft in a counterclockwise rough at each engine cylinder.
direction until the piston makes contact with
the open valve. Make a temporary mark on 3. The fuel injection nozzle is faulty when fuel
the vibration damper or the pulley in order to supply line is loosened and the following
accurately align the tip of the pointer with the events occur:
mark on the vibration damper or the pulley.

• The engine rpm does not decrease.
• The engine does not idle roughly.
If a faulty fuel injection nozzle is suspected,
remove the fuel injection nozzle for additional
testing.
Note: If leakage occurs at the connection for the nut
of the fuel supply line, make sure that fuel supply
line and the connection are correctly aligned.
Do not tighten the nut for fuel supply line on the
high pressure fuel line more than the recommended
torque. If the nut is tightened more, the fuel line
may become restricted or the threads of the fuel
injection nozzle and the nut may be damaged.
Inspection and Cleaning of the Fuel
Injection Nozzles
Before a fuel injection nozzle is tested, remove any
loose carbon from the tip of the fuel injection nozzle.
Do not use abrasive material or a wire brush in
order to clean the nozzle.
The fuel injection nozzle is not a serviceable part.
Disassembling or adjusting the nozzle will violate
the standards for emissions.
Note: Extra care should be used in handling the
fuel injection nozzle in order to prevent damage
to the nozzle tip. A scratch or a burr could cause
needle leakage. A scratch or a burr can also cause
spray distortion. Keep the nozzle tip clean. Dirt in
the orifices can damage engine components. Dirt in
the orifices can also cause spray distortion.
Perform the following procedures in order to
determine if a fuel injection nozzle does not work
correctly.
Pressure Test
Ensure that you wear eye protection at all times
during testing. When fuel injection nozzles are
tested, test fluids travel through the orifices of the
nozzle tip with high pressure. Under this amount
of pressure, the test fluid can pierce the skin and
cause serious injury to the operator. Always keep
the tip of the fuel injection nozzle pointed away
from the operator and into the fuel collector and
extension.
33
Engine
Testing and Adjusting Section
Illustration 16
5P-4150 Nozzle Testing Group
(8) 5P-7448 Adapter
(9) Fuel injection nozzle
(10) 6V-2170 Tube
(11) 1U-8857 Extension Tube
(12) 8S-2270 Fuel Collector
(13) 8T-5313 Filter
NOTICE
Do not use dirty test fluids when you test fuel injection
nozzles. Also, do not test fuel injection nozzles unless
you have the correct service tools. The use of dirty test
fluids and the use of incorrect service tools will result
in damage to fuel injection nozzles.
1. Connect fuel injection nozzle (9) to the fuel
injection nozzle testing group. Refer to Illustration
16 in order to set up the fuel injection nozzle
testing group.
The spray from the fuel injection nozzle must be
directed into the 1U-8857 Extension Tube (11)
and the 8S-2270 Fuel Collector (12).
Refer to the table in the Specifications Module,
“Fuel Injection Nozzles” topic for the correct
pressure settings. If the opening pressure is not
within the range of the setting that is specified
in the table, the fuel injection nozzle must be
replaced.
Use clean 6V-6068 Calibration Fluid when the
fuel injection nozzles are tested. The calibration
fluid is equivalent to SAE J-967 (ISO 4113) oil.
2. Close the gauge protector valve. Close the
shutoff valve. Open the pump isolator valve. In
order to flush the fuel injection nozzle, operate
the nozzle tester for 10 to 15 strokes at a rate of
approximately 60 strokes per minute.
34
Engine
Testing and Adjusting Section

3. Open the gauge protector valve. Slowly increase
the pressure until the valve in the fuel injection
nozzle opens. Note the highest pressure
indication on the dial indicator before the pointer
moves to 0 kPa (0 psi). This highest pressure
indication is the opening pressure of the fuel
injection nozzle. The opening pressure is defined
when the needle valve is lifted from the valve
seat.
Refer to the table in the Specifications Module,
“Fuel Injection Nozzles” for correct pressure
settings. If the opening pressure is not within the
range of the setting that is specified in the table,
the fuel injection nozzle must be replaced.
Back Leakage Test
1. Connect fuel injection nozzle (9) to the fuel
injection nozzle testing group. Refer to Illustration
23 in order to set up the fuel injection nozzle
testing group.
Position the fuel injection nozzle so that the
direction of the fuel spray is into the 1U-8857
Extension Tube (11) and the 8S-2270 Fuel
Collector (12).
Fuel Injection Nozzle and Seat
Test
1. Connect fuel injection nozzle (9) to the fuel
injection nozzle testing group. Refer to Illustration
16 in order to set up the fuel injection nozzle
testing group.
Position the fuel injection nozzle so that the
direction of the fuel spray is into the 1U-8857
Extension Tube (11) and the 8S-2270 Fuel
Collector (12).
2. Pump the pressure of the nozzle tester to
approximately 1030 kPa (150 psi) below the
opening pressure of the fuel injection nozzle.
Fuel should not collect on the tip of the fuel
injection nozzle in a sufficient quantity in order to
drip from the tip for at least ten seconds. A light
dampness is acceptable.
If the results of the tests are not acceptable,
replace the fuel injection nozzle.
Test the Nozzle Spray Pattern

2. Pump the pressure to about 1030 kPa (150 psi)

below the opening pressure of the fuel injection
nozzle. Refer to the Specifications Module, “Fuel
Injection Nozzles” topic for the correct setting of
the opening pressure. Release the handle. When
the pressure begins to decrease, note the time
that is required for the pressure to decrease to
approximately 0 kPa (0 psi). If the fuel injection
nozzle is not faulty, the time will not be less than
5 seconds or more than 45 seconds.
Ensure that you wear eye protection at all times
during testing. When fuel injection nozzles are
tested, test fluids travel through the orifices of the
nozzle tip with high pressure. Under this amount
of pressure, the test fluid can pierce the skin and
cause serious injury to the operator. Always keep
the tip of the fuel injection nozzle pointed away
from the operator and into the fuel collector and
extension.

If the time that is required for the pressure to The pressure adjustment must be correct before the
decrease to 0 kPa (0 psi) is less than 5 seconds, spray pattern is tested.
too much fuel is leaking around the valve needle.
Replace the fuel injection nozzle.

3. Look for any leakage from the pressure faces

of the holder and the retaining nut of the fuel
injection nozzle. If leakage is visible, make sure
that the components are tightened to the correct
torque.

If leakage continues to occur, unscrew the

retaining nut from the body. Inspect the threaded
surfaces for foreign particles and damage. If the
faces are clean and undamaged, test the fuel
injection nozzle. Repeat Steps 1 and 2. Illustration 17
Correct nozzle spray pattern

1. Connect fuel injection nozzle (9) to the fuel
injection nozzle testing group. Refer to Illustration
16 in order to set up the fuel injection nozzle
testing group.
Position the fuel injection nozzle so that the
direction of the fuel spray is into the 1U-8857
Extension Tube (11) and 8S-2270 Fuel Collector
(12).
2. Close the gauge protector valve and the shutoff
valve. Open the pump isolator valve.
3. Quickly pump the nozzle tester and look at the
spray pattern when the fluid begins to flow
through the orifices of the fuel injection nozzle.
The spray, which flows from all of the orifices,
must have the same pattern. Refer to the correct
spray pattern in Illustration 17. Any vertical
change or any horizontal change from the correct
spray pattern indicates a faulty fuel injection
nozzle.
Note: Be sure that the gauge protector valve is
closed before the fuel injection nozzle is removed
from the nozzle tester. Closing the valve will prevent
damage to the pressure gauge.
Installation of the Fuel Injection
Nozzles
1. The injector bore in the engine cylinder head
must be free of carbon deposits especially at the
seat.
2. The nozzle body (shaft) must not come in contact
with the bore in the cylinder head or the sealing
washer where provided. This can be achieved
only by proper choice of fits and clearances by
the engine manufacturers and by an appropriate
aligning method.
3. When refitting serviced / overhauled injector
replace the sealing washer, where provided with
a new one. Sealing washers which are likely to be
deformed should not be used. Use correct
sealing washer.
4. Tighten the nozzle holders to the recommended
torque. Where two retaining nuts for the ‘flange
mounted’ nozzle holders are provided tighten
them evenly to the recommended torque.
5. Use good quality high pressure pipe.
35
Engine
Testing and Adjusting Section
6. Flush high pressure pipe thoroughly and connect
to injector.
Procedure for setting Injection Timing
on Engine
Rotate the crankshaft till the first cylinder of the
engine is in the compression stroke (both push rods
are free).
Align the injection timing mark on the flywheel with
the pointer on the clutch housing (on some engines
the timing mark is on the vibration damper/pulley and
a pointer on the engine block.
Mount the pump on the engine so that the mark on
the pump gear/coupling flywheel aligns with a pointer
provided on the gear housing or on the pump. Hand
tighten the mounting bolts.
To check the commencement of delivery from the
pump by spill-cut-off method, proceed as follows:
Remove delivery valve (DV) holder of No. 1 cylinder
(from drive end), delivery valve pin, spring and peg.
Keep them in a clean container. Screw in the DV
holder and connect a swan-neck pipe on it. Feed
filtered fuel to the pump by gravity or by operating
the feed pump hand primer.
Rotate the crankshaft in the opposite direction to a
position slightly earlier to the commencement of
delivery. In this position, fuel should start flowing
continuously out of the swan-neck pipe. Now, rotate
the crankshaft in the normal direction and align the
injection timing mark with the pointer. In this position,
the flow of fuel from the swan-neck pipe should
reduce to approximately one drop in 10 seconds. If
this is not achieved, swivel the pump towards or
away from the engine to obtain the desired flow rate.
Secure the FIP mounting bolts and recheck the start
of delivery.
Remove swan-neck pipe and holder. Put back
delivery valve pin, spring, peg and DV holder. Tighten
the DV holder to the specified torque.
Note: On pumps with RQ or RQV governor, keep the
control lever in the maximum position while checking
the pump timing.
36
Engine
Testing and Adjusting Section

Fuel Quality - Test Table 2

Fuel Density (API)(1) Correction Factors
SMCS Code: 1280-081 API at 16 O C (60 O F) Correction Factor
32.0 0.987
This test checks for problems regarding fuel quality. 35.0 1.000
Refer to Diesel Fuels and Your Engine, SEBD0717 40.0 1.031
for additional details.
45.0 1.077
(1) The measured fuel API rating and the corresponding
Use the following procedure to test for problems temperature must be corrected to 16 O C (60 O F) before
regarding fuel quality: selecting a fuel correction factor. Use the chart for the fuel density
correction factor in order to determine the fuel API rating at
16 O C (60 O F).
1. Determine if water and/or contaminants are
present in the fuel. Check the water separator (if
Note: A correction factor that is greater than 1.000
equipped). If a water separator is not present,
may be the cause of low power and/or poor fuel
proceed to Step 2. Drain the water separator, if
consumption.
necessary. A full fuel tank minimizes the potential
for overnight condensation.
4. If fuel quality is still suspected as a possible
cause to problems regarding engine
Note: A water separator can appear to be full of fuel
performance, disconnect the fuel inlet line, and
when the water separator is actually full of water.
temporarily operate the engine from a separate
source of fuel that is known to be good. This
2. Determine if contaminants are present in the
will determine if the problem is caused by fuel
fuel. Remove a sample of fuel from the bottom
quality. If fuel quality is determined to be the
of the fuel tank. Visually inspect the fuel sample
problem, drain the fuel system and replace the
for contaminants. The color of the fuel is not
fuel filters. Engine performance can be affected
necessarily an indication of fuel quality. However,
by the following characteristics:
fuel that is black, brown, and/or similar to sludge
can be an indication of the growth of bacteria or • Cetane number of the fuel
oil contamination. In cold temperatures, cloudy
fuel indicates that the fuel may not be suitable • Air in the fuel
for operating conditions. The following methods
can be used to prevent wax from clogging the • Other fuel characteristics
fuel filter:

• Fuel heaters
Fuel System - Prime
• Blending fuel with additives
SMCS Code: 1258-548
• Utilizing fuel with a low cloud point such as
kerosene
If air enters the fuel system, the air must be purged
before the engine can be started. Air can enter the
Refer to Operation and Maintenance Manual,
fuel system when the following events occur:
“Fuel Recommendations” for more information.

3. Check fuel API with a 5P-2712
Thermometer/Hydrometer for low power
complaints. The acceptable range of the fuel API
is 30 to 45 when the API is measured at 15 O C
(60 O F), but there is a significant difference in
energy within this range.
• The fuel tank is empty or the fuel tank has been
partially drained.
• The low pressure fuel lines are disconnected.
• A leak exists in the low pressure fuel system.
• The fuel filter is replaced.

Use the following procedures in order to remove

air from the fuel system:

A temporarily stopped system or one which has just
been put into operation should be vented with
particular care. If the feed pump is equipped with a
hand primer, the latter can be used to fill the suction
and supply lines, the fuel filter and injection pump.
The bleeder screws on the filter cover and on the
injection pump should remain open until bubble-free
fuel flows from all openings (control rack in STOP
position).
After replacement of the filter insert fill the filter bowls
again with fuel and bleed. If the system is not
equipped with a feed pump with a hand primer, the
fuel is filled through the filter opening accessible after
removal of the filter plug.
The bleeder screws on the filter and on the injection
pump should also be opened.
Note: Damage to the fuel injection pump, the
battery, and the electric starting motor can occur if
the electric starting motor is used excessively to
purge the air from the fuel system.
The engine is now ready to start. If the engine
stops or if the engine runs roughly, check for air
in the fuel system. If air is in the fuel system,
leakage in the low pressure fuel system probably
exists.
Note: Operate the engine at low idle for a minimum
of five minutes immediately after air has been
removed from the fuel system. Running the engine
for this period of time will help ensure that the pump
is completely free of air. Damage to the internal
parts of the pump which is caused by metal to
metal contact will be prevented.
37
Engine
Testing and Adjusting Section
Fuel System Pressure - Test
SMCS Code: 1250-081; 1256-081
The fuel transfer pump is located on the left side
of the engine.
The pressure test measures the output pressure
of the fuel transfer pump. Low fuel pressure and
starting difficulty may be indications of problems
with the fuel transfer pump.
1. Put a pressure gauge in the outlet of the fuel
transfer pump.
2. Disconnect the fuel injection pump solenoid wire
(if equipped). Put the fuel shutoff lever in the fuel
shutoff position.
3. Crank the engine for ten seconds. Record the
maximum pressure. The pressure indication on
the gauge should be in the following ranges:
Maximum pressure ..................... 70 kPa (10 psi)
Minimum pressure ..................... 30 kPa (4.5 psi)
4. Observe the amount of time for the maximum
pressure that was recorded during cranking to
decrease by one-half. If the time is less than
thirty seconds, the fuel transfer pump must be
replaced or repaired.
5. If the fuel pressure is less than the minimum
pressure, the fuel transfer pump must be
repaired or replaced.
6. Assemble the fuel transfer pump. Ensure that the
cover of the fuel transfer pump is secure so that
air cannot enter the system.
Remove the air from the fuel transfer pump. Refer
to the Testing and Adjusting section, “Remove
Air From The Fuel System” topic in this module.
7. Measure the fuel pressure again. If the pressure
remains low, remove the fuel transfer pump.
Inspect the pump. Replace if necessary.
8. Install the fuel transfer pump.
38
Engine
Testing and Adjusting Section

Gear Group (Front) - Time

SMCS Code: 1206-531

Illustration 18

(1) Timing mark on the camshaft gear

(2) Timing mark on the fuel injection pump gear
(3) Timing mark on the crankshaft gear
(4) Timing marks on the idler gear

1. Make sure that the marks on the gears are in

alignment.

2. Measure the backlash between the camshaft

gear and the idler gear. The backlash between
the camshaft gear and the idler gear should be
0.08 mm (0.003 inch).

3. Measure the backlash between the crankshaft

gear and the idler gear. The backlash between
the crankshaft gear and the idler gear should be
0.08 mm (0.003 inch).

4. Measure the backlash between the idler gear

and the fuel injection pump gear. The backlash
between the idler gear and the fuel injection
pump gear should be 0.08 mm (0.003 inch).

Refer to the Specifications Module, “Gear Group

(Front)” topic for additional information on the
front gear group.

Air Inlet and Exhaust
System
Air Inlet and Exhaust System
- Inspect
SMCS Code: 1050-040
A general visual inspection should be made to the
air inlet and exhaust system. Make sure that there
are no signs of leaks in the system.
There will be a reduction in the performance of the
engine if there is a restriction in the air inlet system
or the exhaust system.
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 engine air cleaner element with a clean
engine air cleaner element.
3. Check for dirt tracks on the clean side of the
engine air cleaner element. If dirt tracks are
observed, contaminants are flowing past the
engine air cleaner element and/or the seal for
the engine air cleaner element.
39
Engine
Testing and Adjusting Section
Exhaust Temperature - Test
SMCS Code: 1088-081
Measure the Exhaust Temperature
Table 3
Required Tools
Part Number Part Name Qty
123-6700 Laser Infrared Thermometer 1
When the engine runs at low idle, the temperature of
an exhaust manifold port can indicate the condition
of a fuel injection nozzle.
A low temperature indicates that no fuel is flowing
to the cylinder. An inoperative fuel injection nozzle
or a problem with the fuel injection pump could
cause this low temperature.
A very high temperature can indicate that too much
fuel is flowing to the cylinder. A malfunctioning
fuel injection nozzle could cause this very high
temperature.
Use the 123-6700 Laser Infrared Thermometer
to check this exhaust temperature. You can find
operating instructions and maintenance instructions
inside the Operator’s Manual, NEHS0630, “123-6700
Infrared Thermometer II with Laser Sighting”.
Compression - Test
SMCS Code: 1215
The cylinder compression test should only be used
in order to compare the cylinders of an engine. If
one or more cylinders vary by more than 350 kPa
(51 psi), the cylinder and related components may
need to be repaired.
A compression test should not be the only method
which is used to determine the condition of an
engine. Other tests should also be conducted
in order to determine if the adjustment or the
replacement of components is required.
Before the performance of the compression test,
make sure that the following conditions exist:
• The battery is in good condition.
• The battery is fully charged.
• The starting motor operates correctly.
40
Engine
Testing and Adjusting Section
• The valve lash is set correctly.
• All fuel injection nozzles are removed.
• The fuel supply is disconnected.
1. Install a gauge for measuring the cylinder
compression in the hole for a fuel injection
nozzle.
2. Operate the starting motor in order to turn the
engine. Record the maximum pressure which is
indicated on the compression gauge.
3. Repeat Steps 1 and 2 for all cylinders.
Engine Valve Lash -
Inspect/Adjust
SMCS Code: 1102-025
Accidental engine starting can cause injury or
death to personnel.
To prevent accidental engine starting, turn the igni-
tion switch to the OFF position, place a do not
operate tag at the ignition switch location and dis-
connect and tape the electrical connection to the
stop solenoid that is located on the fuel injection
pump.
To prevent possible injury, do not use the starter
to turn the flywheel.
Hot engine components can cause burns. Allow
additional time for the engine to cool before mea-
suring valve clearance.
If the valve lash requires adjustment several times
in a short period of time, excessive wear exists in a
different part of the engine. Repair the problem in
order to prevent more damage to the engine.
Not enough valve lash can be the cause of rapid
wear of the camshaft and valve lifters. Not enough
valve lash can indicate that the seats for the valves
are worn.
Valves become worn due to the following causes:
• Incorrect operation of the fuel injection nozzles
• Excessive dirt and oil are present on the air filter.
• Incorrect fuel settings on the fuel injection pump.
• The load capacity of the engine is frequently
exceeded.
Too much valve lash can cause broken valve stems,
valve springs, and valve spring retainers. Too much
valve lash can be an indication of the following
problems:
• Worn camshaft and valve lifters
• Worn rocker arms
• Bent pushrods
• Broken socket on the upper end of a pushrod
• Loose adjustment screw for the valve lash
If the camshaft and valve lifters show rapid wear,
look for fuel in the engine oil or dirty engine oil as
a possible cause.
Valve Lash Check
The temperature of the engine does not change the
valve lash setting.
An adjustment is NOT NECESSARY if the
measurement of the valve lash is in the acceptable
range. Check the valve lash while the engine is
stopped. The clearance is specified in Table 7.
Table 4
Valve Lash
Valves Acceptable Clearance for Valve Lash
Inlet 0.20 mm (0.008 inch)
Exhaust 0.45 mm (0.018 inch)
Valve Lash Adjustment
The valve lash is measured between the valve stem
and the rocker arm lever. Refer to the Systems
Operation, Testing and Adjusting Module, “Valve
Lash Check” topic in this Module for the correct
valve lash.
Note: The No. 1 cylinder is at the front of the engine.

Illustration 19
Setting the valve lash
(1) Adjustment screw
(2) Feeler gauge
Perform the following procedures in order to adjust
the valve lash:
1. Set the No. 1 piston to the top center position on
the compression stroke. Before adjustments are
made, lightly tap each rocker arm at the top of
the adjustment screw. Use a soft mallet to ensure
that the valve lifter seats against the camshaft’s
base circle.
2. Measure the valve lash for the inlet valves
and the exhaust valve on the No. 1 cylinder. If
necessary, adjust the valve lash on the inlet valve
and the exhaust valve for the No. 1 cylinder.
a. Loosen the locknut that is on adjustment
screw (1).
b. Place the appropriate feeler gauge (2)
between the rocker arm and the valve stem.
Turn adjustment screw (1) while the locknut is
being held from turning. Adjust the valve lash
until the correct specification is achieved.
c. After each adjustment, tighten the locknut
while valve adjustment screw (1) is being held
from turning.
3. Turn the crankshaft for 180 degrees in the
direction of the normal engine rotation. Measure
the valve lash of the inlet valve and the exhaust
valve of the No. 3 cylinder. If necessary, adjust
the inlet valve lash and the exhaust valve lash
on the No. 3 cylinder.
a. Loosen the locknut that is on the adjustment
screw (1).
41
Engine
Testing and Adjusting Section
b. Place the appropriate feeler gauge (2)
between the rocker arm and the valve stem.
Turn adjustment screw (1) while the locknut is
being held from turning. Adjust the valve lash
until the correct specification is achieved.
c. After each adjustment, tighten the locknut
while valve adjustment screw (1) is being held
from turning.
4. Turn the crankshaft for 180 degrees in the
direction of the normal engine rotation. Measure
the valve lash of the inlet valve and the exhaust
valve of No. 4 cylinder. If necessary, adjust the
valve lash on the No. 4 cylinder.
a. Loosen the locknut that is on adjustment
screw (1).
b. Place the appropriate feeler gauge (2)
between the rocker arm and the valve stem.
Turn adjustment screw (1) while the locknut is
being held from turning. Adjust the valve lash
until the correct specification is achieved.
c. After each adjustment, tighten the locknut
while valve adjustment screw (1) is being held
from turning.
5. Turn the crankshaft for 180 degrees in the
direction of the normal engine rotation. Measure
the valve lash of the inlet valve and the exhaust
valve of No. 2 cylinder. If necessary, adjust the
valve lash on the No. 2 cylinder.
a. Loosen the locknut that is on adjustment
screw (1).
b. Place the appropriate feeler gauge (2)
between the rocker arm and the valve stem.
Turn adjustment screw (1) while the locknut is
being held from turning. Adjust the valve lash
until the correct specification is achieved.
c. After each adjustment, tighten the locknut
while valve adjustment screw (1) is being held
from turning.
42
Engine
Testing and Adjusting Section

Lubrication System

Engine Oil Pump - Inspect

SMCS Code: 1304-040

If any part of the engine oil pump is worn enough

in order to affect the performance of the engine oil
pump, the engine oil pump must be replaced.

Perform the following procedures in order to inspect Illustration 22

the engine oil pump. Refer to the Specifications Measure the clearance of the inner rotor to the outer rotor.
Module, “Engine Oil Pump” topic for clearances
and torques. 4. Measure the clearance of the inner rotor to the
outer rotor.

Illustration 20
Cover of the engine oil pump Illustration 23
(1) Bolts for the cover Measure the end play of the rotor.

1. Remove the engine oil pump from the engine. 5. Measure the end play of the rotor with a straight
Remove the cover of the engine oil pump. edge and a feeler gauge.

2. Remove the outer rotor. Clean all of the parts. 6. Clean the top face of the engine oil pump and
Look for cracks in the metal or other damage. the bottom face of the cover. Install the cover on
the engine oil pump. Install the engine oil pump
on the engine.

Excessive Bearing Wear -

Inspect
SMCS Code: 1203-040; 1211-040; 1219-040

When some components of the engine show

bearing wear in a short time, the cause can be a
restriction in an oil passage.
Illustration 21
Measure the clearance of the outer rotor to the body.

3. Install the outer rotor. Measure the clearance of

the outer rotor to the body.
 43
Engine
Testing and Adjusting Section

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.
Excessive Engine Oil
Consumption - Inspect
Increased Engine Oil
Temperature - Inspect
SMCS Code: 1348-040
When the engine is at operating temperature and
the engine is using SAE 15W40 oil, the maximum
oil temperature should be 110 O C (230 O F). This is
the temperature of the oil after passing through the
oil cooler.

SMCS Code: 1348-040 If the oil temperature is high, then check for a
restriction in the oil passages of the oil cooler. A
Oil Leakage On Outside Of Engine restriction in the oil cooler will not cause low oil
pressure in the engine.
Check for leakage at the seals at each end of the
Determine if the oil cooler bypass valve is held in
crankshaft. Look for leakage at the oil pan gasket
the open position. This condition will allow the oil to
and all lubrication system connections. Look for any
pass through the valve instead of the oil cooler. The
oil that may be leaking from the crankcase breather.
oil temperature will increase.
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.

Oil Leakage Into Combustion Area

Of Cylinders
Oil leakage into the combustion area of the cylinders
can be the cause of blue smoke. There are four
possible ways for oil leakage into the combustion
area of the cylinders:

• Oil leakage between worn valve guides and valve

stems

• Worn components or damaged components

(pistons, piston rings, or dirty oil return holes)

• Incorrect installation of the compression ring

and/or the intermediate ring

• Oil leakage past the seal rings in the impeller end

of the turbocharger shaft

• Overfilling of the crankcase

• Wrong dipstick or guide tube

Excessive oil consumption can also be the result if

oil with the wrong viscosity is used. Oil with a thin
viscosity can be caused by fuel leakage into the
crankcase or by increased engine temperature.
44
Engine
Testing and Adjusting Section
Cooling System
Cooling System - Check
(Overheating)
SMCS Code: 1350-535
Above normal coolant temperatures can be caused
by many conditions. Use the following procedure
to determine the cause of above normal coolant
temperatures:
Personal injury can result from escaping fluid under
pressure.
If a pressure indication is shown on the indicator,
push the release valve in order to relieve pressure
before removing any hose from the radiator.
1. Check the coolant level in the cooling system. If
the coolant level is too low, air will get into the
cooling system. Air in the cooling system will
cause a reduction in coolant flow and bubbles
in the coolant. Air bubbles will keep coolant
away from the engine parts, which will prevent
the transfer of heat to the coolant. Low coolant
level is caused by leaks or incorrectly filling the
radiator.
2. Check the mixture of antifreeze and water. The
mixture should be approximately 50 percent
water and 50 percent antifreeze with 3 to
6 percent coolant conditioner. If the coolant
mixture is incorrect, drain the system. Put the
correct mixture of water, antifreeze and coolant
conditioner in the cooling system.
3. Check for air in the cooling system. Air can enter
the cooling system in different ways. The most
common causes of air in the cooling system
are not filling the cooling system correctly and
combustion gas leakage into the cooling system.
Combustion gas can get into the system through
inside cracks, a damaged cylinder head, or a
damaged cylinder head gasket. Air in the cooling
system causes a reduction in coolant flow and
bubbles in the coolant. Air bubbles keep coolant
away from the engine parts, which prevents the
transfer of heat to the coolant.
4. Check the sending unit. In some conditions, the
temperature sensor in the engine sends signals
to a sending unit. The sending unit converts
these signals to an electrical impulse which is
used by a mounted gauge. If the sending unit
malfunctions, the gauge can show an incorrect
reading. Also if the electric wire breaks or if the
electric wire shorts out, the gauge can show an
incorrect reading.
5. Check the radiator.
a. Check the radiator for a restriction to coolant
flow. Check the radiator for debris, dirt, or
deposits on the inside of the radiator core.
Debris, dirt, or deposits will restrict the flow of
coolant through the radiator.
b. Check for debris or damage between the fins
of the radiator core. Debris between the fins of
the radiator core restricts air flow through the
radiator core. Refer to Testing and Adjusting,
“Cooling System - Inspect”.
6. Check the filler cap. A pressure drop in the
radiator can cause the boiling point to be lower.
This can cause the cooling system to boil. Refer
to Testing and Adjusting, “Cooling System - Test”.
7. Check the fan and/or the fan shroud. The fan
shroud must be the proper size and the fan
shroud must be positioned correctly.
8. Check for loose drive belts.
a. A loose fan drive belt will cause a reduction
in the air flow across the radiator. Check the
fan drive belt for proper belt tension. Adjust
the tension of the fan drive belt, if necessary.
Refer to the Testing and Adjusting Section,
“Belt Tension Chart”.
b. A loose water pump drive belt will cause a
reduction in coolant flow through the radiator.
Check the water pump drive belt for proper
belt tension. Adjust the water pump drive
belt’s tension, if necessary. Refer to the
Testing and Adjusting Section, “Belt Tension
Chart”.
9. Check the cooling system hoses and clamps.
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 of the hose can cause a restriction
in the coolant flow. Hoses become soft and/or
get cracks after a period of time. The inside of a
hose can deteriorate, and the loose particles of
the hose can cause a restriction of the coolant
flow.

10. Check for a restriction in the air inlet system.
A restriction of the air that is coming into the
engine can cause high cylinder temperatures.
High cylinder temperatures require higher than
normal temperatures in the cooling system.
11. Check for a restriction in the exhaust system.
A restriction of the air that is coming out of the
engine can cause high cylinder temperatures.
a. Make a visual inspection of the exhaust
system.
b. Check for damage to exhaust piping or for
a damaged muffler. If no damage is found,
check the exhaust system for a restriction.
12. Check the shunt line. The shunt line must be
submerged in the expansion tank. A restriction
of the shunt line from the radiator top tank to the
engine water pump inlet will cause a reduction
in water pump efficiency. A reduction in water
pump efficiency will result in low coolant flow
and overheating.
13. Check the water temperature regulator. A water
temperature regulator that does not open, or
a water temperature regulator that only opens
part of the way can cause overheating. Refer
to Testing and Adjusting, “Water Temperature
Regulator - Test”.
14. Check the water pump. A water pump with
a damaged impeller does not pump enough
coolant for correct engine cooling. Remove
the water pump and check for damage to the
impeller.
15. Check the air flow through the engine
compartment. The air flow through the radiator
comes out of the engine compartment. Ensure
that the filters, air conditioner, and similar items
are not installed in a way that prevents the free
flow of air through the engine compartment.
16. Consider high outside temperatures. When
outside temperatures are too high for the rating
of the cooling system, there is not enough of a
temperature difference between the outside air
and coolant temperatures.
17. Consider high altitude operation. The cooling
capacity of the cooling system goes down as
the engine is operated at higher altitudes. A
pressurized cooling system that is large enough
to keep the coolant from boiling must be used.
45
Engine
Testing and Adjusting Section
18. The engine may be running in the lug condition.
When the load that is applied to the engine is
too large, the engine will run in the lug condition.
When the engine is running in the lug condition,
engine rpm does not increase with an increase
of fuel. This lower engine rpm causes a reduction
in air flow through the radiator. This lower engine
rpm also causes a reduction in coolant flow
through the system. This combination of less air
and less coolant flow during high input of fuel
will cause above normal heating.
19. Timing of the engine which is incorrect may also
cause overheating of the engine. Late timing
creates more heat in the engine. Early timing
creates less heat in the engine.
Note: If the timing of the engine is incorrect, the
exhaust valves may be burned and damage to the
exhaust manifold may occur.
Cooling System - Inspect
SMCS Code: 1350-040
Cooling systems that are not regularly inspected are
the cause for increased engine temperatures. Make
a visual inspection of the cooling system before any
tests are performed.
Personal injury can result from escaping fluid under
pressure.
If a pressure indication is shown on the indicator,
push the release valve in order to relieve pressure
before removing any hose from the radiator.
1. Check the coolant level in the cooling system.
2. Look for leaks in the system.
Note: A small amount of coolant leakage across
the surface of the water pump seals is normal.
This leakage is required in order to provide
lubrication for this type of seal. A hole is provided
in the water pump housing in order to allow this
coolant/seal lubricant to drain from the pump
housing. Intermittent leakage of small amounts of
coolant from this hole is not an indication of water
pump seal failure.
46
Engine
Testing and Adjusting Section

3. Make sure that air flow through the radiator does

not have a restriction. Look for bent core fins
between the folded cores of the radiator. Also,
look for debris between the folded cores of the
radiator.

4. Inspect the drive belts for the fan.

5. Check for damage to the fan blades.

6. Look for air or combustion gas in the cooling

system.

7. Inspect the filler cap, and check the surface that

seals the filler cap. This surface must be clean.

8. Look for large amounts of dirt in the radiator

core. Look for large amounts of dirt on the
engine. Remove the dirt from the radiator core
and the engine. Illustration 24
Cooling system pressure at specific altitudes and boiling points
of water
9. Fan shrouds that are loose or missing cause
poor air flow for cooling.

Cooling System - Test
SMCS Code: 1350-040; 1350-081
This engine has a pressure type cooling system. A
pressure type cooling system has two advantages:
• The pressure type cooling system can operate
safely at a higher temperature than the boiling
point of water at a range of atmospheric
pressures.
• The pressure type cooling system prevents
cavitation in the water pump.
Cavitation is the sudden generation of low pressure
bubbles in liquids by mechanical forces. The
generation of an air or steam pocket is more difficult
in a pressure type cooling system.
Personal injury can result from hot coolant, steam
and alkali.
At operating temperature, engine coolant is hot
and under pressure. The radiator and all lines
to heaters or the engine contain hot coolant or
steam. Any contact can cause severe burns.
Remove filler cap slowly to relieve pressure only
when engine is stopped and radiator cap is cool
enough to touch with your bare hand.
Cooling System Conditioner contains alkali. Avoid
contact with skin and eyes.
The coolant level must be to the correct level in
order to check the coolant system. The engine must
be cold and the engine must not be running.

Regular inspections of the cooling system should be After the engine is cool, loosen the pressure cap
made in order to identify problems before damage in order to relieve the pressure out of the cooling
can occur. Visually inspect the cooling system system. Then remove the pressure cap.
before tests are made with the test equipment.
The level of the coolant should not be more than
Remember that temperature and pressure work 13 mm (0.5 inch) from the bottom of the filler pipe.
together. When a diagnosis is made of a cooling
system problem, temperature and pressure must
be checked. Cooling system pressure will have an
effect on the cooling system temperature. For an
example, refer to Illustration 24. This will show the
effect of pressure on the boiling point (steam) of
water. This will also show the effect of height above
sea level.
 47
Engine
Testing and Adjusting Section

Test Tools For The Cooling System

Table 5
Required Tools
Part Number Part Name Qty
4C-6500 Digital Thermometer 1
8T-2700 Blowby/Air Flow Indicator 1
9U-7400 Multitach Tool Group 1
9S-8140 Pressurizing Pump 1
1U-7297 Coolant/Battery Tester 1
1U-7298 Coolant/Battery Tester 1
Illustration 26
8T-2700 Blowby/Air Flow Indicator

The 8T-2700 Blowby/Air Flow Indicator is used to

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.
check the air flow through the radiator core. Refer to
Special Instruction, SEHS8712, “Using the 8T-2700
Blowby/Air Flow Indicator” for the test procedure
for checking blowby.

Illustration 27
9U-7400 Multitach Tool Group

Illustration 25
The 9U-7400 Multitach Tool Group is used to
4C-6500 Digital Thermometer measure the fan speed. Refer to Operating Manual,
NEHS0605, “9U-7400 Multitach Tool Group” for the
The 4C-6500 Digital Thermometer is used in the testing procedure.
diagnosis of problems that cause overheating or
overcooling in the engine. This tool can be used
to check the temperature in several areas of the
cooling system. The testing procedure is in Tool
Operating Manual, NEHS0554.
48
Engine
Testing and Adjusting Section

Add an antifreeze and water mixture in the

concentration which provides the desired freeze
protection. Use the following chart in order to
determine the correct concentration of antifreeze
in water to use.

Table 6
Antifreeze Concentrations For Freeze Protection
Temperature Concentration
Protection to -15 O C (5 O F) 30% antifreeze and
70% water

Illustration 28 Protection to -23 O C (-9 O F) 40% antifreeze and

60% water
9S-8140 Pressurizing Pump
Protection to -37 O C (-35 O F) 50% antifreeze and
50% water
The 9S-8140 Pressurizing Pump is used to test the
Protection to -51 O C (-60 O F) 60% antifreeze and
filler caps. This pressurizing pump is also used to 40% water
pressure test the cooling system for leaks.

Checking the Filler Cap

Table 7
Required Tools
Part Number Part Name Qty
9S-8140 Pressurizing Pump 1

One cause for a pressure loss in the cooling system

can be a faulty seal on the radiator pressure cap.

Illustration 29
1U-7297 Coolant/Battery Tester or 1U-7298 Coolant/Battery
Tester

Check the coolant frequently in cold weather for

the proper glycol concentration. Use either the
1U-7297 Coolant/Battery Tester or the 1U-7298
Coolant/Battery Tester in order to ensure adequate
freeze protection. The testers are identical except
for the temperature scale. The testers give
immediate, accurate readings. The testers can be
used for antifreeze/coolants that contain ethylene Illustration 30
or propylene glycol. Typical schematic of filler cap
(1) Sealing surface between the pressure cap and the radiator
Making the Correct Antifreeze
Mixtures
Do not add pure antifreeze to the cooling system
in order to adjust the concentration of antifreeze.
The pure antifreeze increases the concentration
of antifreeze in the cooling system. The increased
concentration increases the concentration of
dissolved solids and undissolved chemical
inhibitors in the cooling system.

Personal injury can result from hot coolant, steam
and alkali.
At operating temperature, engine coolant is hot
and under pressure. The radiator and all lines
to heaters or the engine contain hot coolant or
steam. Any contact can cause severe burns.
Remove filler cap slowly to relieve pressure only
when engine is stopped and radiator cap is cool
enough to touch with your bare hand.
Cooling System Conditioner contains alkali. Avoid
contact with skin and eyes.
To check for the amount of pressure that opens the
filler cap, use the following procedure:
1. After the engine cools, carefully loosen the filler
cap. Slowly release the pressure from the cooling
system. Then, remove the filler cap.
2. Inspect the pressure cap carefully. Look for
damage to the seal. Look for damage to the
surface that seals. Remove any debris on the
cap, the seal, or the sealing surface.
Carefully inspect the filler cap. Look for any
damage to the seals and to the sealing surface.
Inspect the following components for any foreign
substances:
• Filler cap
• Seal
• Surface for seal
Remove any deposits that are found on these
items, and remove any material that is found on
these items.
3. Install the pressure cap on the 9S-8140
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.
49
Engine
Testing and Adjusting Section
Testing The Radiator And Cooling
System For Leaks
Table 8
Required Tools
Part Number Part Name Qty
9S-8140 Pressurizing Pump 1
Use the following procedure to test the radiator and
the cooling system for leaks.
Personal injury can result from hot coolant, steam
and alkali.
At operating temperature, engine coolant is hot
and under pressure. The radiator and all lines
to heaters or the engine contain hot coolant or
steam. Any contact can cause severe burns.
Remove filler cap slowly to relieve pressure only
when engine is stopped and radiator cap is cool
enough to touch with your bare hand.
Cooling System Conditioner contains alkali. Avoid
contact with skin and eyes.
1. When the engine has cooled, loosen the filler cap
to the first stop. Allow the pressure to release
from the cooling system. Then remove the filler
cap.
2. Make sure that the coolant covers the top of the
radiator core.
3. Put the 9S-8140 Pressurizing Pump onto the
radiator.
4. Use the pressurizing pump to increase the
pressure to an amount of 20 kPa (3 psi) more
than the operating pressure of the filler cap.
5. Check the radiator for leakage on the outside.
6. Check all connections and hoses of the cooling
system for leaks.
The radiator and the cooling system do not have
leakage if all of the following conditions exist:
• You do NOT observe any leakage after five
minutes.
• The dial indicator remains constant beyond
five minutes.
50
Engine
Testing and Adjusting Section

The inside of the cooling system has leakage
only if the following conditions exist:
• The reading on the gauge goes down.
• You do NOT observe any outside leakage.
Make any repairs, as required.
3. Heat the water in a container. Stir the water
in order to keep all of the water at the same
temperature.
4. Replace the water temperature regulator if the
water temperature regulator does not open at the
temperatures that are found in Specifications,
“Water Temperature Regulator”.

Cooling System Conditioner

Supplemental cooling system additive contains

alkali. To prevent personal injury, do not drink,
avoid contact with the skin and eyes.

NOTICE
All water is corrosive at engine operating temperature.
The cooling system should be protected with a 3% to
6% concentration of cooling system conditioner at all
times.

Caterpillar does not recommend the use of cooling

system solutions that are intended to stop leaks.

Use of these products may result in excessive internal

deposits that could reduce the engine’s heat transfer
characteristics.

Caterpillar Cooling System Conditioner can be

used with an antifreeze or without an antifreeze of
ethylene glycol base in the coolant.

When the conditioner is added to the coolant, the

cooling system must be flushed and the cooling
system must be cleaned.

Water Temperature Regulator

- Test
SMCS Code: 1355-081; 1355-081-ON

1. Remove the water temperature regulator from

the engine.

2. Hang the water temperature regulator in a pan

of water. Put a thermometer in the water. Put
the water temperature regulator completely
under water. Do not allow the water temperature
regulator to be in contact with the pan.
 51
Engine
Testing and Adjusting Section

Basic Engine

Connecting Rod - Inspect

SMCS Code: 1218-040

These procedures determine the following

characteristics of the connecting rod:

• Length of the connecting rod

• Distortion of the connecting rod
• Parallel alignment of the bores of the connecting Illustration 31
rod Checking the piston height above the cylinder block

Note: If the crankshaft or the cylinder block are
replaced, the piston height for all cylinders must be
measured. The grade of length of the connecting
rods may need to be changed in order to obtain
the correct piston height.
If the grade of length must be changed, one of the
following actions must be taken:
• New connecting rod assemblies that are the
correct grade of length must be installed. Refer
to “Length of a Connecting Rod” in this Module.
Put the piston height tool on the face of the cylinder
block and rotate the gauge dial to the zero position.
Rotate the crankshaft until the piston is approxi-
mately at top dead centre (TDC). Carefully put the
tool over the top of the piston with the plunger of the
gauge in contact with the piston above the axis of
the gudgeon pin as shown. Rotate the crankshaft to
bring the piston to its highest position and make a
note of the gauge indication. The piston height above
the face of the cylinder block should be 0.14 / 0.36
mm (0.005 / 0.014 in).

• New piston pin bearings must be bored after Notes: Two "Quadram" piston heights can be used
in the factory: "H" - high grade, "L" - low grade. In
installation in the original connecting rods. Refer
service only "L" pistons are supplied. If an "L" piston
to “Piston Pin Bearings” in this Module.
is used instead of an "H" piston, the height may be
up to 0.19 mm (0.0075 in) below the bottom limit.
Note: When the piston pin is installed, always install
new retaining rings on each end of the piston pin. If
the piston pin cannot be removed by hand, heat the • The top of the piston should not be machined.
piston to a temperature of 45 ± 5 O C (113 ± 9 O F) in
order to aid the removal of the piston pin. Heating • If the original piston is used, ensure that it is
the piston to this temperature may also aid the assembled to the correct connecting rod and is
installation of the piston pin. There is a recess on used in the original cylinder.
the face of the connecting rod. The recess is for the
piston pin. The recess must always face the same
side as the bore for the journal bearing.

Piston height checking

To check the piston height above the cylinder block

Special Tools:

Piston height tool, PD.41D

Dial gauge for use with PD.41D, PD.208
52
Engine
Testing and Adjusting Section

Piston Pin Bearings Piston and Piston Rings

Note: This procedure requires personnel with
the correct training and the use of specialized
equipment for machining.

If the piston pin bearing requires replacement but

the original connecting rod is not replaced, the
following procedures must be performed:

1. Determine the grade of length of the connecting

rod. Use one of the following characteristics:

• The mark
• The color
Illustration 32
• Measuring the length Checking of piston ring grooves

The length of the connecting rod is measured

when the following items are completed:

• Remove the bearing for the crankshaft journal.

• Install the original piston pin bearing in the
connecting rod.

For more information, refer to “Measure the

Length of a Connecting Rod” in this Module.

2. Ensure that the connecting rod is aligned parallel

and that the connecting rod is not distorted.
Refer to “Distortion of a Connecting Rod” in this
module.
Illustration 33
3. Remove the piston pin bearing from the Checking of cylinder liner ring gap
connecting rod. Install a new piston pin bearing
in the connecting rod. The new piston pin 1. Check the piston for wear and other damage.
bearing is partially finished. The new piston pin
bearing must be bored off-center to the correct 2. Check that the piston rings are free to move in
diameter. their grooves and that the rings are not broken.

4. Machine the ends of the piston pin to the correct
length. Remove any sharp edges. Refer to the
Specifications Module, “Connecting Rod” topic
for more information.
5. If the grade of length of the connecting rod
is changed, the letter that is stamped on the
connecting rod must be removed. Etch a letter
that is for the new grade of length on the side
of the connecting rod.
Note: Do not stamp a new letter on the connecting
rod. The force of stamping could damage the
connecting rod.
3. Remove the piston rings and clean the piston ring
grooves and the piston rings.
4. Fit new piston rings in the grooves and check for
wear of the grooves with feeler gauges. Compare
the piston ring clearance in the groove to that
given for new components in the data and
dimensions and renew the piston, if necessary.
5. Clean all carbon from the top of the cylinder
liners. Fit the piston rings in the top part of the
cylinder liner and measure the ring gap with feeler
gauges. The coil spring must be fitted to the oil
control ring when the gap of this piston ring is
measured. The piston ring gaps for new
components are given in the data and
dimensions.

Cylinder Liner
To ensure the best performance during the life of the
engine it is important that worn or damaged cylinder
liners are renewed. If a change of liner becomes
necessary in service, a service liner is available.
The condition of a cylinder liner is decided by:
1. The amount and location of any polished areas.
2. Wear.
3. Damage to the liner wall.
Notes: It will not be necessary to renew the liners if:
1. The honed finish can still be clearly seen.
2. The engine performance and oil consumption is
acceptable.
To check the condition of a cylinder liner
1. Examine the liner surface for cracks and deep
scratches.
2. Check the liner wall for areas where the honed
finish has been polished away. Check especially
the area around the top of the liner bore just
below the carbon ring. In this area, thrust from
the top piston ring is at its maximum.
CAUTION:
1. Damaged or worn liners must be discarded.
2. New piston rings must be fitted when the cylinder
liner is renewed.
3. An engine can have high oil consumption with
very little wear of the liner bores, if the surfaces of
the liners are glazed.
53
Engine
Testing and Adjusting Section
To remove glaze from the bore
A tool, known as a "Flex-Hone", is available to
correct the liner surface. This tool can be used with
an electric hand drill at low speed. The pistons and
connecting rods must be removed and the piston
cooling jets, where fitted, must also be removed. Use
covers to protect all engine components from the
debris which is caused during the process.
1. Grade 80SC Flex-Hone is to be used. A 4 inch or
4 1/8 inch size Flex-Hone can be used according
to how badly the bore is glazed.
2. New Flex-Hone must be operated in an old liner
before use on an engine to remove all loose
material and sharp edges.
3. Lubricate lightly the liner and the Flex-Hone with
clean engine lubricating oil.
4. Put the tool in position on top of the liner, but do
not press the tool into the liner until the tool is
operated.
5. Operate the tool and move it up and down the
liner bore once a second for 30-50 seconds.
Remove the tool while it rotates.
6. Clean thoroughly the liner bore to remove all dirt
from the operation, use a hard brush and
kerosene.
7. Dry the liners and remove carefully all the covers
used to protect the components. Clean
thoroughly all the engine components which have
been affected by debris.
8. Fit the piston cooling jets or the plugs. Ensure
that new piston rings are fitted when the engine
is assembled in accordance with the relevant
sections of this workshop manual.
CAUTION: After a glazed bore has been corrected,
these recommendations are advised for the first 240
km (150 miles) or 5 hours of operation:
1. Do not operate the engine at full load.
2. Do not operate the engine at high speed.
3. Do not allow the engine to run at low idle speed
for extended periods.
54
Engine
Testing and Adjusting Section

Measure the Length of a Distortion of a Connecting Rod

Connecting Rod
1. Use the following tools in order to measure
If the mark or the color of the grade of length cannot the distances for connecting rod (2) that are
be observed on the connecting rod, perform the specified in Illustration 35:
following procedure: • Appropriate gauges for measuring distance
• Measuring pins (1)

Illustration 34
Measure the length of the connecting rod.
(1) Measuring pins
(2) Connecting rod
(CRL) Connecting Rod Length
1. Refer to Illustration 34. Use the following tools in
order to measure the length of the connecting
rod:
• Appropriate gauges for measuring distance
• Measuring pins (1)
2. Ensure that measuring pins (1) are parallel.
“CRL” is measured when the bearing for the
crankshaft journal is removed and the original
piston pin bearing is installed.
Illustration 35
Measure the connecting rod for distortion.
(1) Measuring pins
(2) Connecting rod
(L) The length between the center of the piston pin bearing and
the center of the bearing for the crankshaft journal
2. Measure the connecting rod for distortion and
parallel alignment between the bores.
The bores for the crankshaft bearing and the
bearing for the piston pin must be square and
parallel with each other within the required limits.
If the piston pin bearing is removed, the limit “L”
is the following value: ± 0.25 mm (± 0.010 inch)

The limits are measured at a distance of 127 mm

(5.0 inch) from each side of the connecting rod.

If the piston pin bearing is not removed, limit

“L” should be the following value: ± 0.06 mm
(± 0.0024 inch)

“L” is equal to 219.08 ± 0.03 mm

(8.625 ± 0.001 inch).

3. Inspect the piston pin bearing and the piston

pin for wear or damage.

4. Measure the clearance of the piston pin in the

piston pin bearing. Refer to the Specifications
Module, “Connecting Rod” topic for dimensions.
 55
Engine
Testing and Adjusting Section

Connecting Rod Bearings - Inspect the main bearings for peeling, melting,
seizure or poor contact. If the main bearings are
Inspect worn or if the main bearings are damaged, replace
the main bearings.
SMCS Code: 1219-040
1. Measure the clearance between the main
bearings and the crankshaft journal.

2. Measure the main bearings at positions (1)

and (2) in directions (A) and (B). Refer to the
Specifications Module, “Cylinder block” topic for
information on the tolerances.

Cylinder Block - Inspect

SMCS Code: 1201-040

Illustration 36 Table 9
Required Tools
Inspect the connecting rod bearings for peeling,
Part Number Part Name Qty
melting, seizure or poor contact. If the connecting
1P-3537 Dial Bore Gauge Group 1
rod bearings are worn or if the connecting rod
bearings are damaged, replace the connecting rod
bearings.

1. Measure the clearance between the connecting

rod bearing and the crankshaft journal.

2. Measure the connecting rod bearings at positions

(1) and (2) in directions (A) and (B). Refer to the
Specifications Module, “Connecting Rod” topic
for information on the tolerances.

Main Bearings - Inspect

Illustration 38
SMCS Code: 1203-040
Inspect the top of the cylinder block for cracks
and warpage. Refer to the Specifications Module,
“Cylinder Block” topic for the tolerances.

Inspect each cylinder bore. There should be no

scoring, rust or corrosion. Use a 1P-3537 Dial Bore
Gauge Group in order to measure each cylinder
bore. Each cylinder bore should be measured at the
top, middle and bottom. Refer to Special Instruction,
GMG00981 for the instructions that are needed to
use the dial bore gauge.

If the cylinder bores are out of the service limit, the

Illustration 37 cylinder block must be bored oversize. Refer to the
Specifications Module, “Cylinder Block” topic for
the tolerances.
56
Engine
Testing and Adjusting Section

Cylinder Head - Inspect

SMCS Code: 1100-040

Table 10
Required Tools
Part Number Part Name Qty
8S-6691 Cylinder Head Repair Stand 1

1. Remove the cylinder head from the engine.

2. Remove the water temperature regulator housing.

Illustration 40

3. Remove the valve springs and the valves. Measure the cylinder head for flatness.
(A) Side to side
(B) End to end
4. Clean the cylinder head thoroughly. Make sure (C) Diagonal
that the contact surfaces of the cylinder head
and the cylinder block are clean, smooth and flat.

5. Inspect the bottom surface of the cylinder head

for pitting, for corrosion, and for cracks. Inspect
the area around the valve seat inserts and the
holes for the fuel injection nozzles.

Illustration 41 (Typical)
Diagonal
(1) Straight edge
(2) Feeler gauge

Illustration 39 (Typical)
Cylinder head on the 8S-6691 Cylinder Head Repair Stand

6. Put the cylinder head on the 8S-6691 Cylinder

Head Repair Stand (A).

7. Test the cylinder head for leaks at a pressure of

200 kPa (29 psi).

Illustration 42 (Typical)
Side To Side
(1) Straight edge
(2) Feeler gauge

8. Measure the cylinder head for flatness. Measure
the flatness with a straight edge (1) and with a
feeler gauge (2).
• Measure the cylinder block from one end to
the opposite end (B).
• Measure the cylinder block from one side to
the opposite side (A).
• Measure the cylinder block from one corner to
the opposite corner (C).
Refer to the Specifications Module, “Cylinder
Head” topic for the maximum permissible amount
of bow (curve of the cylinder head).
Resurfacing the Cylinder Head
The cylinder head face can be resurfaced by
removing metal from the face if the following
conditions exist.
• The cylinder head face is not flat within the
specifications.
• The cylinder head face is damaged by pitting,
corrosion, or wear.
• The thickness of the cylinder head must not
be less than 102.79 mm (4.047 inch) after the
cylinder head has been machined.
If the cylinder head is resurfaced, the recesses for
the valve seat inserts must be machined to the
dimensions which are listed in the Specifications
Module, “Cylinder Head Valves”. The valve seat
inserts must be ground on the side which is inserted
into the cylinder head. Grinding this surface will
ensure that no protrusion exists above the bottom
face of the cylinder head. Grind the outer edge of
the cylinder head side of the valve seat insert to a
chamfer of 0.90 to 1.30 mm (0.035 to 0.051 inch) at
30 degrees to the vertical.
Valve Tests
Timing of the Valves
1. Remove the valve mechanism cover and the
water pump.
2. Set the piston of the No. 1 cylinder to the top
center position on the compression stroke. Refer
to the Systems Operation, Testing and Adjusting
Module, “Finding Top Center Position for No. 1
Piston” topic.
3. Remove the front rocker arm and the inlet valve
spring of the No. 1 cylinder.
57
Engine
Testing and Adjusting Section
Note: In order to aid in the timing check of the
inlet valves and exhaust valves, the valve lash is
increased. By loosening the tension on the No. 1
inlet valve, a more accurate determination of the
valve lash is allowed if the mark on the crankshaft
pulley or the damper is within ±2.5 degrees of the
pointer indicator. Refer to Step 4.
4. Fasten a temporary pointer to the timing case
cover. The tip of the temporary pointer should
be near the outer edge of the crankshaft pulley
or the damper. Make a temporary mark on the
crankshaft pulley or the damper which aligns
with the temporary pointer.
5. Remove the timing pin.
6. When the engine is viewed from the front, rotate
the crankshaft in a clockwise direction. Rotate
the crankshaft until the inlet valve of the rear
cylinder is fully open.
7. Set the valve lash of the No. 1 inlet valve to
1.50 mm (0.059 inch).
8. When the engine is viewed from the front, rotate
the crankshaft in a clockwise direction until the
pushrod of the inlet valve for No. 1 cylinder
begins to tighten. In this position, make sure that
the mark on the crankshaft pulley or the damper
is within ±2.5 degrees of the temporary pointer
indicator.
Note: Use the following formula in order to calculate
the measurement which is equal to 2.5 degrees on
the pulley or damper.
Table 11
Formula For Calculating The Measurement on
The Pulley or The Vibration Damper
(C X P) / 360 = M
C is the circumference of the pulley or the vibration
damper.
P is equal to 2.5 degrees.
M is the measurement which is equal to 2.5 degrees on
the pulley or the vibration damper.
9. If the timing is more than 2.5 degrees out of
position, the timing gears are not in correct
alignment.
One tooth on the camshaft gear is equivalent
to 23 mm (0.91 inch) at the circumference of a
pulley of 203 mm (7.99 inch) diameter. If a large
damper is installed, one tooth on the camshaft
gear is equivalent to the following measurements:
58
Engine
Testing and Adjusting Section
• 35 mm (1.38 inch) at the circumference of a
damper of 310 mm (12.20 inch) diameter
• 37 mm (1.46 inch) at the circumference of a
damper of 327 mm (12.87 inch) diameter
10. When the engine is viewed from the front, rotate
the crankshaft in a clockwise direction until the
inlet valve of the rear cylinder is fully open. Refer
to the Specifications Module, “Cylinder Head
Valves” topic for the correct valve lash.
Valve Depth Check
Table 12
Required Tools
Part Number Part Name
PD.41D Liner Projection Tool Group
PD.208 Dial Gauge
Use the Special Tool Group in order to check the
depths of the inlet valve and the exhaust valve below
the face of the cylinder head.
1. Use gauge block in order to set dial indicator to
zero.
Illustration 43
Valve depth
(1) Dial Indicator
(2) Gauge Body
2. Measure the depth of the inlet valve and the
exhaust valve below the cylinder head face. Use
gauge body (2) and dial indicator (1) in order
to measure the depth.
Refer to the Specifications Module, “Cylinder
Head Valves” topic for the minimum, the
maximum, and the service wear limits for the
valve depth below the cylinder head face. The
minimum and the maximum limits are dimensions
for a new engine.
Service wear occurs on an engine which has
been in operation. If the valve depth below the
cylinder head face on a used engine exceeds
the specification for service wear, use new valves
and valve seat inserts for replacement.
If the valve depth below the cylinder head face
on a used engine exceeds the specification for
service wear, the cylinder head may need to be
replaced.
Testing the Valve Guides
Perform this test in order to determine if a valve
guide should be replaced.
Qty
1
1
Illustration 44
Measure the radial movement of the valve in the valve guide.
(1) Valve guide
(2) Radial movement of the valve in the valve guide
(3) Valve stem
(4) Dial Indicator
(5) When the valve head is lifted, the edge of the valve head is the
following value: 15.0 mm (0.60 inch)
1. Place a new valve in the valve guide.
2. Place a dial indicator with a magnetic base on
the face of the cylinder head.
3. Lift the edge of the valve head to a distance of
15.0 mm (0.60 inch).
4. Move the valve in a radial direction away from
the dial indicator. Make sure that the valve moves
away from the dial indicator as far as possible.
Position the contact point of the dial indicator on
the edge of the valve head. Set the position of
the needle of the dial indicator to zero.
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. The maximum
clearance is listed in the Specifications Module,
“Cylinder Head Valves” topic.

Replacing Valve Guides ( and Valve
Inserts - if applicable)
Table 13
Required Tools
Part Number Part Name Qty
157-3720 Valve Seat Cutter 1 the valve seat insert must be machined. Refer to
OR
MD.73 Valve Seat Cutter set 1
Note: The 157-3720 Valve Seat Cutter (31/46
Degree) has two cutting sides. One side is for
cutting the valve seat in the valve insert for naturally
aspirated engines which have 46 degree valve
seats. The other side of the valve seat cutter is
for cutting the valve seat insert for turbocharged
engines. Turbocharged engines have 31 degree
valve seats.
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 a
partially finished 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. This procedure ensures the
concentricity of the valve seat to the valve guide in
order to create a good seal.
Note: All lubricant must be removed from the
outside of the inlet and exhaust valve guides before
the valve seal is installed.
Perform the following procedure in order to correctly
adjust new valve guides and valve seat inserts:
1. Remove the original valve guide and the original
valve seat insert. Install a new valve guide and a
new valve seat insert. Refer to the Disassembly
and Assembly Module, “Inlet and Exhaust
Valve Guides - Remove and Install” and the
Disassembly and Assembly Module, “Inlet and
Exhaust Valve Seat Inserts - Remove and Install”
for removal and installation procedures for valve
guides and valve seat inserts.
Note: Do not cut the valve seat before the valve
guide is installed.
2. Machine the recess in the cylinder head for the
valve seat insert. Refer to the dimensions that
are listed in the Specifications Module. Use the
bore of the new valve guide as a guide.
59
Engine
Testing and Adjusting Section
Remove all debris. Thoroughly clean the recess
for the valve seat insert.
3. Ensure that the valve seat insert does not
protrude above the bottom face of the cylinder
head. If the valve seat insert protrudes above
the bottom face of the cylinder head, the back of
the Specifications Module for dimensions of the
valve seat insert.
4. Press the valve seat insert into the recess of the
cylinder head for the valve seat insert. Use a
hydraulic press or a driver in order to install the
valve seat insert. Use the bore of the new valve
guide as a guide. Refer to the Disassembly and
Assembly Module, “Inlet and Exhaust Valve Seat
Inserts - Remove and Install” topic for additional
information regarding tools. Ensure that the
bottom of the valve seat insert fully contacts the
bottom of the recess in the cylinder head.
5. Cut the valve seat with the valve seat cutter.
Refer to the Specifications Module, “Cylinder
Head Valves” topic for the correct angles and
dimensions for the valve seats and depth of
the valve head. Ensure that the depth of the
valve head below the face of the cylinder head
is within the tolerance.
Flywheel - Inspect
SMCS Code: 1156-040
Face Runout (Axial Eccentricity) of
the Flywheel
Table 14
Required Tools
Part Number Part Name Qty
8T-5096 Dial Indicator Group 1
60
Engine
Testing and Adjusting Section

Illustration 45 Illustration 46
Checking face runout of the flywheel Checking flywheel runout

1. Refer to Illustration 45 and install the dial
indicator. Always put a force on the crankshaft
in the same direction before the dial indicator
is read. This will remove any crankshaft end
clearance.
2. Set the dial indicator to read 0.00 mm (0.00 inch).
1. Refer to Illustration 46 and install the dial
indicator.
2. Set the dial indicator to read 0.00 mm (0.00 inch).
3. Turn the flywheel at intervals of 90 degrees and
read the dial indicator.

3. Turn the flywheel at intervals of 90 degrees and
read the dial indicator.
4. The difference between the lower measurements
and the higher measurements that are performed
at all four points must not be more than 0.20 mm
(0.008 inch), which is the maximum permissible
flywheel face runout.
4. Calculate the difference between the lowest
measurement and the highest measurement
of the four locations. This difference must not
be greater than 0.30 mm (0.012 inch). This
dimension is the maximum permissible distance
for the outside diameter runout of the flywheel.

Flywheel Housing - Inspect

Flywheel Runout
SMCS Code: 1157-040
Note: The flywheel housing must be removed in
order to perform this runout check.
Table 15
Required Tools
Part Number Part Name Qty
8T-5096 Dial Indicator Group 1
 61
Engine
Testing and Adjusting Section

Face Runout (Axial Eccentricity) of 4. Maximum face runout

the Flywheel housing Calculate the difference between the lowest
measurement and the highest measurement of
the four locations. This difference must not be
greater than the limit that is given in the following
table. This difference is the maximum permissible
face runout of the flywheel housing.

Table 16
Bore Of The Housing Maximum Permissible
Flange Face Runout
362 mm (14.25 inch) 0.23 mm (0.009 inch)
410 mm (16.14 inch) 0.25 mm (0.010 inch)
448 mm (17.64 inch) 0.28 mm (0.011 inch)
Illustration 47 511 mm (20.12 inch) 0.30 mm (0.012 inch)
Face runout check 584 mm (22.99 inch) 0.36 mm (0.014 inch)
648 mm (25.51 inch) 0.41 mm (0.016 inch)
1. Position the magnetic base of the dial indicator
787 mm (30.98 inch) 0.48 mm (0.019 inch)
on the crankshaft flange. Position the contact
of the dial indicator on the face of the flywheel
housing.
Bore Runout (Radial Eccentricity)
2. Force the crankshaft to the rear in order to
remove the clearance for the main bearing. of the Flywheel Housing

Illustration 49
Bore runout check

Illustration 48
Locations for measuring the face runout of the flywheel housing
(A) Bottom
(B) Right side
(C) Top
(D) Left side

3. Set the dial indicator to 0.0 mm (0.00 inch) at

location (A). Turn the crankshaft in order to
measure the face runout at locations (B), (C),
and (D).
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Engine
Testing and Adjusting Section
Illustration 50
Locations for measuring the bore runout of the flywheel housing
(1) Bottom
(2) Right side
(3) Top
(4) Left side
1. Fasten the magnetic base of the dial indicator to
the crankshaft flange. Adjust the contact of the
dial indicator in order to touch the bore of the
flywheel housing at location (1). Set the pointer
of the dial indicator to 0.0 mm (0.00 inch).
2. Push the crankshaft to the rear in order to
remove the main bearing clearance before the
measurement is taken at each location.
3. Turn the crankshaft. Record the dial indicator
reading at locations (2), (3), and (4).
4. Calculate the difference between the lowest
measurement and the highest measurement
of the four locations. This difference must not
be greater than 0.30 mm (0.012 inch). This
dimension is the maximum permissible distance
for the bore runout of the flywheel housing.
Gear Group - Inspect
SMCS Code: 1206-040
Illustration 51
(1) Camshaft gear
(2) Fuel injection pump gear
(3) Crankshaft gear
(4) Idler gear
Note: If one or more of the gears need to be
removed for repair, refer to the Disassembly and
Assembly Module, “Gear Group (Front) - Remove”
topic in order to properly remove the gears. Refer
to the Disassembly and Assembly Module, “Gear
Group (Front) - Install” topic in order to properly
install the gears.
1. Inspect the gears for wear or for damage. If the
gears are worn or damaged, use new parts for
replacement.
2. Measure the backlash on camshaft gear (1).
Refer to the Specifications Module, “Gear Group
(Front)” topic for the backlash measurement.
3. Measure the backlash on idler gear (4). Refer to
the Specifications Module, “Gear Group (Front)”
topic for the backlash measurement.
4. Measure the backlash on fuel injection pump
gear (2). Refer to the Specifications Module,
“Gear Group (Front)” topic for the backlash
measurement.
5. Measure the end play on idler gear (4). Refer to
the Specifications Module, “Gear Group (Front)”
topic for the end play measurement.
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Engine
Testing and Adjusting Section

Electrical System

Alternator - Test
SMCS Code: 1405-081

Table 17
Required Tools
Part Number Part Name Qty
6V-7070 Digital Multimeter 1
8T-0900 Ammeter 1

1. Put the positive lead “+” of the multimeter on the

“Bat” terminal of the alternator. Put the negative
“-” lead on the ground terminal or on the frame
of the alternator. Put the ammeter around the
positive output wire of the alternator.

2. Turn off all electrical accessories. Turn off the fuel

to the engine. Crank the engine for 30 seconds.
Wait for two minutes in order to cool the starting
motor. If the electrical system appears to operate
correctly, crank the engine again for 30 seconds.

Note: Cranking the engine for 30 seconds partially

discharges the batteries in order to do a charging
test. If the battery has a low charge, do not perform
this step. Jump start the engine or charge the
battery before the engine is started.

3. Start the engine and run the engine at full throttle.

4. Check the output current of the alternator.

The initial charging current should be equal
to the minimum full load current or greater
than the minimum full load current. Refer to
Specifications, “Alternator and Regulator” for the
correct minimum full load current.
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Engine
Testing and Adjusting Section

Table 18
Fault Conditions And Possible Causes
Current At Start-up The Voltage Is Below The Voltage Is Within The Voltage Is Above
Specifications After 10 Specifications After 10 Specifications After 10
Minutes. Minutes. Minutes.

Less than the specifications Replace the alternator. Turn on all accessories. If the -
Check the circuit of the voltage decreases below the
ignition switch. specifications, replace the
alternator.

Decreases after matching
specifications
The voltage consistently
exceeds specifications.
Replace the alternator.
Follow the procedures that
are in the Tool Operating
Manual, SEHS7633 in order
to test the battery. Test the
alternator again.
The alternator and the battery Replace the alternator.
match the specifications. Turn
on all accessories in order to
verify that the voltage stays
within specifications.
The alternator operates Replace the alternator.
within the specifications. Inspect the battery for
Follow the procedures in damage.
the Tool Operating Manual,
SEHS7633 in order to test
the battery.

5. After approximately ten minutes of operating

the engine at full throttle, the output voltage of
the alternator should be 14.0 ± 0.5 volts. Refer
to the Fault Conditions And Possible Causes in
Table 18.
6. After ten minutes of engine operation,
the charging current should decrease to
approximately 10 amperes. The actual length of
time for the charging current to decrease to 10
amperes depends on the following conditions:
• The battery charge
• The ambient temperature
• The rpm of the engine
Refer to the Fault Conditions And Possible
Causes in Table 18.
Battery - Test
SMCS Code: 1401-081
Most of the tests of the electrical system can be
done on the engine. The wiring insulation must be
in good condition. The wire and cable connections
must be clean, and both components must be tight.
Never disconnect any charging unit circuit or battery
circuit cable from the battery when the charging
unit is operated. A spark can cause an explosion
from the flammable vapor mixture of hydrogen
and oxygen that is released from the electrolyte
through the battery outlets. Injury to personnel
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.
See Special Instruction, SEHS7633, “Battery Test
Procedure” for the correct procedures to use to
test the battery. This publication also contains the
specifications to use when you test the battery.
Belt Tension Chart
SMCS Code: 1357

Note: Do not use the belt tension chart for belts with
tensioners that are spring loaded.
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Engine
Testing and Adjusting Section

Table 19
Belt Tension Chart
Gauge Reading BorroughsGauge Numbers
Initial Belt Tension(1) Used Belt Tension(2) Number of the Selected
Size of Belt Width of Belt
Gauge
3/8 10.72 mm (0.422 inch) 445 ± 22 N (100 ± 5 lb) 400 ± 22 N (90 ± 5 lb) BT-33-97
1/2 13.89 mm (0.547 Inch) 534 ± 22 N (120 ± 5 lb) 400 ± 44 N (90 ± 10 lb) BT-33-97
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.

Charging System - Test

i

SMCS Code: 1406-081

The condition of charge in the battery at each

regular inspection will show if the charging system
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.
A large amount of water would be more than one
ounce of water per cell per week or per every 100
service hours.

When it is possible, make a test of the charging unit

and voltage regulator on the engine, and use wiring
and components that are a permanent part of the
system. Off-engine testing or bench testing will give
a test of the charging unit and voltage regulator
operation. This testing will give an indication of
needed repair. After repairs are made, perform
a test in order to prove that the units have been
repaired to the original condition of operation.

Alternator Regulator
The charging rate of the alternator should be
checked when an alternator is charging the battery
too much. The charging rate of the alternator should
be checked when an alternator is not charging the
battery enough.

No adjustment can be made in order to change the

rate of charge on the alternator regulators. If the
rate of charge is not correct, a replacement of the
regulator is necessary.
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Engine
Testing and Adjusting Section

Electric Starting System - Test

SMCS Code: 1450-081

Illustration 52
Starting circuit for 12 volt system (typical example)
(1) Test point (4) Test point (W) Pull-in coil
(2) Test point (5) Test point
(3) Test point (X) Hold-in coil

The starting motor solenoid is a switch with a

Procedures for Diagnosis of the capacity of about 1000 amperes. The starting motor
Electric Starting Motor solenoid has two functions:

The procedures for diagnosing the starting motor • The pinion gear is engaged with the ring gear
are intended to help the serviceman determine if a of the flywheel.
starting motor needs to be replaced or repaired.
The procedures are not intended to cover all
• The starting motor is rotated.
possible problems and conditions. The procedures
serve only as a guide. The most common 12 volt Problem 1: Armature does not rotate or
circuit is shown in Illustration 52.
rotates slowly, though the pinion has
engaged with the ring gear.
General Information
Probable Cause
All electrical starting systems have four elements:

• Ignition switch 1. Discharged battery/defective solenoid switch.

• Start relay Substitute with a fully charged battery if the

starter now cranks the engine then the battery
• Starting motor solenoid must be attended to.

• Starting motor
 67
Engine
Testing and Adjusting Section

2. Loose or oxidised battery terminals/corroded or 2. Sticky solenoid switch contacts.

loose connections defective earth earth connections.
Remove the starter for solenoid inspection.
Clean the terminals and smear the petroleum
jelly. Tighten all connections. 3. Pinion/ring gear teeth damaged.

3. Brushes worn out and not making proper contact Clean thoroughly deburr pinion and ring gear
with commutator dirty, oily or badly burnt com- teeth by filing.
mutator. Starter terminals or brush box having
earth fault. Defective Solenoid switch/ Armature/
Field coils.

Remove the starter locate the fault. Replace the

brushes if the commutator is dirty clean it with a
strip of fine emery sheet. Remove the starter and
locate the fault.

Problem 2: Armature rotates but pinion

fails to engage with the ring gear.

Probable Cause

1. Pinion sticky on shaft.

Shaft splines drive splines to be cleaned and

lubricated.

2. Burrs on the pinion or ring gear teeth.

Remove by filing.

3. Worn-out CE/DE bush.

Replace the defective bush.

Problem 3: Armature rotates pinion

engages with the ring gear, but engine is
not cranked.

Probable Cause

1. Clutch slip.

Investigate and replace the clutch assembly.

Problem 4: Starter continues to run after

the switch is released.

Probable Cause

1. Sticky starting switch.

Disconnect starter cable at starter or battery

terminal replace the starter switch.
68
Engine
Index Section
Index
A Engine Oil Pump - Inspect .................................
Air in Fuel - Test ................................................ 30
Air Inlet and Exhaust System ....................... 11, 39
Cylinder Head And Valves ............................ 11
Air Inlet and Exhaust System - Inspect ............. 39
Alternator - Test ............................................... 63
B Oil Leakage On Outside Of Engine ................
Basic Engine ................................................ 5, 51
Camshaft ........................................................ 15
Crankshaft ...................................................... 15
Cylinder Head and Block ............................... 15
Pistons and Connecting Rods ........................ 15
Battery - Test .................................................... 64
Belt Tension Chart ............................................ 64
C Face Runout (Axial Eccentricity) of the
Charging System - Test .................................... 65
Alternator Regulator ....................................... 65
Compression - Test ........................................... 39
Connecting Rod - Inspect ................................. 51
Cylinder Liner ................................................. 53
Distortion of a Connecting Rod ...................... 54
Measure the Length of a Connecting Rod ...... 54
Piston and Piston Rings ................................. 52
Piston Height Checking .................................. 51
Piston Pin Bearings ........................................ 52
Connecting Rod Bearings - Inspect ................... 55
Cooling System ............................................. 14, 44
Cooling System - Check (Overheating).............. 44
Cooling System - Inspect .................................. 45
Cooling System - Test ...................................... 46
Checking the Filler Cap .................................. 48
Cooling System Conditioner ........................... 50
Making the Correct Antifreeze Mixtures ......... 48
Test Tools For The Cooling System .............. 47
Testing The Radiator And Cooling System For
Leaks .......................................................... 49
Cylinder Block - Inspect ..................................... 55
Cylinder Head - Inspect ..................................... 56
Resurfacing the Cylinder Head ....................... 57
Valve Tests ..................................................... 57
E General Information ........................................... 4
Electric Starting System - Test .......................... 66
Procedures for Diagnosis of the Electric Starting
Motor .......................................................... 66
Electrical System ......................................... 16, 63
Alternator ........................................................ 16
Circuit Breakers ............................................. 17
Starting Motor ................................................. 16
Engine Design ................................................... 4
1004.4 NA Engine .......................................... 4
42
Engine Valve Lash - Inspect/Adjust ................... 40
Valve Lash Adjustment .................................. 40
Valve Lash Check .......................................... 40
Excessive Bearing Wear - Inspect ..................... 42
Excessive Engine Oil Consumption - Inspect .... 43
Oil Leakage Into Combustion Area Of
Cylinders ..................................................... 43
43
Exhaust Temperature - Test .............................. 39
Measure the Exhaust Temperature ................ 39
F
Finding Top Center Position for No. 1 Piston ..... 31
Set The Top Center Position By The Alternate
Method ....................................................... 32
Flywheel - Inspect ............................................. 59
Flywheel .................................................... 59
Flywheel Runout ............................................ 60
Flywheel Housing - Inspect ............................... 60
Bore Runout (Radial Eccentricity) of the Flywheel
Housing ....................................................... 61
Face Runout (Axial Eccentricity) of the Flywheel
housing ....................................................... 61
Fuel Injection Nozzle - Test ............................... 32
Back Leakage Test ........................................ 34
Fuel Injection Nozzle and Seat Test ............... 34
Inspection and Cleaning of the Fuel Injection
Nozzles ...................................................... 33
Installation of the Fuel Injection Nozzles ........ 35
Pressure Test ................................................ 33
Test the Nozzle Spray Pattern ....................... 34
Fuel Quality - Test ............................................. 36
Fuel System..................................................... 8, 30
Fuel Injection Nozzle ...................................... 9
Fuel Injection Pump ....................................... 10
Fuel System - Inspect ........................................ 30
Fuel System - Prime. ......................................... 36
Fuel System Pressure - Test ............................. 37
G
Gear Group - Inspect ......................................... 62
Gear Group (Front) - Time.................................. 38
Engine and Components ................................ 6
Lifting the Engine ........................................... 5
I
Important Safety Information.............................. 2
Increased Engine Oil Temperature - Inspect ..... 43
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Engine
Index Section

Lubrication System ....................................... 12, 42

Main Bearings - Inspect ..................................... 55

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

Table of Contents................................................ 3
Testing and Adjusting Section ........................... 18
Troubleshooting ................................................ 18
Introduction ................................................... 18
Troubleshooting Fuel Injection Nozzles On A
Nozzle Tester ............................................. 19
Troubleshooting Problems ............................ 21
Troubleshooting The Engine ......................... 20
Troubleshooting The Fuel Injection Nozzles On
The Engine ................................................. 18

Water Temperature Regulator - Test ................. 50

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Engine
Index Section
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Index Section
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