Perkins2506发动机 柴油发电机维修保养操作调整手册

• Regulator circuit components

The rotor assembly has many magnetic poles that

look like fingers with air space between each of the

opposite poles. The poles have residual magnetism.

The residual magnetism produces a small magnetic

field between the poles. As the rotor as sembly

begins to turn between the field winding and the

stator windings, a small amount of alternating current

(AC) is produced. The AC current is produced in the

stator windings from the small magnetic field. The

AC current is changed to direct current (DC) when

the AC current passes through the diodes of the

rectifier bridge. The current is used for the following

applications:

• Charging the battery

• Supplying the accessory circuit that has the low

amperage

• Strengthening the magnetic field

The first two applications use the majority of the

current. As the DC current increases through the

field windings, the s trength of the magnetic field is

increased. As the magnetic field becomes stronger,

more AC current is produced in the stator windings.

The increased speed of the rotor assembly also

increases the current and voltage output of the

alternator.

The voltage regulator is a solid-state electronic

switch. The voltage regulator senses the voltage in

the system. The voltage regulator switches ON and

OFF many times per second in order to control the

field current for the alternator. The alternator uses

the field current in order to generate the required

voltage output.

NOTICE

Never operate the alternator without the battery in the

circuit. Making or breaking an alternator connection

with heavy load on the circuit can cause damage to

the regulator.

Illustration 19

Typical alternator components

(1) Regulator

(2) Roller bearing

(3) Stator winding

(4) Ball bearing

(5) Rectifier bridge

(6) Field winding

(7) Rotor assembly

(8) Fan

Starting System Components

Starting Solenoid

Illustration 20

Typical starting solenoid

g00425518

g00317613

KENR6231

Sy stems

21

Operation Section

Illustration 21

Typical starting motor components

(1) Field

(2) Solenoid

(3) Clutch

(4) Pinion

(5) Commutator

(6) Brush assembly

(7) Armature

g00425521

When two sets of solenoid windings are used, the

windings are called the hold-in winding and the

pull-in winding. Both sets of windings have the same

number of turns around the cylinder, but the pull-in

winding uses a wire with a larger diameter. The wire

with a larger diameter produces a greater magnetic

field (1). When the start switch is closed, part of the

current flows from the battery through the hold-in

windings. The rest of the current flows through the

pull-in windings to the motor terminal. The current

then flows through the motor to ground. Solenoid

(2)is fully activated when the connection across the

battery and the motor terminal is complete. When

solenoid (2) is fully activated, the current is shut

off through the pull-in windings. At this point, only

the smaller hold-in windings are in operation. The

hold-in windings operate for the duration of time that

is required in order to start the engine. Solenoid (2)

will now draw less current from the battery, and the

heat that is generated by solenoid (2) will be kept at

an acceptable level.

The starting solenoid (2) is an electromagnetic s witch

that performs the following basic operations:

• The starting solenoid (2) closes the high current

starting motor circuit with a low current start switch

circuit.

• The starting solenoid (2) engages the pinion of the

starting motor (4) with the ring gear.

Solenoid (2) has windings (one or two sets) around

a hollow cylinder. A plunger that is spring loaded is

inside the cylinder. The plunger can move forward

and backward. When the start switch is closed and

electricity is sent through the windings, a magnetic

field (1) is made. The magnetic field (1) pulls the

plunger forward in the cylinder. This moves the shift

lever in order to engage the pinion drive gear with the

ring gear. The front end of the plunger then makes

contact across the battery and motor terminals of

solenoid (2). Next, the starting motor begins to turn

the flywheel of the engine.

When the start switch is opened, current no longer

flows through the windings. The spring now pushes

the plunger back to the original position. At the same

time, the spring moves the pinion gear away from

the flywheel.

Testing and Adjusting Section

KENR6231

Testing

Section

and

Adjusting

Testing

and

Adjusting

Belt

Tension Chart

i02555248

Table 1

Table 2

Size of Belt

Width of Belt

(1)

(2)

Initial Belt Tension refers to a new belt.

Used Belt Tension refers to a belt that has been in operation for 30 minutes or more at the rated speed.

Install Tooling (A) at the center of the longest free

length of belt and check the tension on the belt.

Check and adjust the tension on the tightest belt.

To adjust the belt tension, refer to Disassembly and

Assembly, “Belt Tightener - Install”.

Note: When the belts are replaced, always replace

the belts as a set.

Table 3

Size of Belt

Width of Belt

(1)

(2)

Initial Belt Tension refers to a new belt.

Used Belt Tension refers to a belt that has been in operation for 30 minutes or more at the rated speed.

Install Tooling (A) at the center of the longest free

length of belt and check the tension on the belt.

Check and adjust the tension on the tightest belt.

To adjust the belt tension, refer to Disassembly and

Assembly, “Alternator - Install”.

KENR6231

23

Testing and Adjusting Section

Fuel

System

i02550123

•

•

Relief valves

Check valves

Fuel System - Inspect

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 v ent in the fuel cap is not filled with dirt.

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 a suitable 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 valv e. If uneven resistance

is felt, test for air in the fuel. Refer to Systems

Operation, Testing and Adjusting, “Air in Fuel -

Test” for more information.

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

Refer to Sy stems Operation, Testing and

Adjusting, “Fuel System - Prime”.

i02550146

Air in Fuel - Test

This procedure checks for air in the fuel. 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 suitable fuel flow tube with a visual 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

ins tall the sight gauge near the following devices

that c reate turbulence:

• Elbows

Look for air bubbles in the fuel. If there is no fuel

in the sight gauge, prime the fuel system. Refer to

System Operation, 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 of air in

the fuel.

Illustration 22

(1) A steady stream of s mall bubbles with a diameter of

approximately 1.60 mm (0.063 inch) is an acceptable amount

of air in the fuel.

(2) Bubbles with a diameter of approximately 6.35 mm (0.250 inch)

are also acceptable if there is two sec onds to three seconds

intervals between bubbles.

(3) Excessive air bubbles in the fuel are not acceptable.

3. If excessive air is seen in the sight gauge in the

fuel return line, install a second s ight 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 crank ing. 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. Proc eed to Step 6.

If excessive air is seen at the inlet to the fuel

transfer pump, air is entering through the suction

side of the fuel system.

24

Testing and Adjusting Section

KENR6231

To avoid personal injury, always wear eye and face

protection when using pressurized air.

4. Pressurize the fuel tank to the recommendations

of the OEM 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 System Operation, Testing

and Adjusting, “Fuel System Pressure - Test”.

5. If the source of the air is not found, disconnec t

the s upply 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.

6. If the injector sleev e is worn or damaged,

combustion gases may be leaking into the fuel

system. Also, if the O-rings on the injector sleeves

are worn, missing, or damaged, combustion gases

may leak into the fuel system.

i02550152

Electronic Unit Injector - Adjust

Table 4

Required Tools

Tool   Part Number     Part Description     Qty

A      CH11149    Injector Height Gauge     1

To make an adjustment to the unit injectors on

cylinders 3, 5, and 6 us e the following procedure:

1. Put the No. 1 piston at the top center position

on the compression stroke. Refer to Systems

Operation, Testing and Adjusting, “Finding Top

Center Position for No. 1 Piston”.

2. Use Tooling (A) in order to obtain a dimension of

78.0 ± 0.2 mm (3.07 ± 0.01 inch). The dimension

is measured from the top of the unit injector to the

machined ledge of the fuel injector body.

3. Turn the adjusting screw for the unit injector (2)

cloc kwise until the correct height is obtained.

4. Hold the adjusting screw in this position and

tighten locknut (3) to a torque of 100 ± 10 N·m

(74 ± 7 lb ft).

5. To make an adjustment to the unit injectors on

cylinders 1, 2, and 4, remove the timing bolt. Turn

the flywheel by 360 degrees in the direction of

engine rotation. The direction of engine rotation is

counterclockwise, as the engine is viewed from

the flywheel end. This will put the number 1 piston

at the top center position on the exhaust stroke.

6. Repeat Steps 3 through 4.

7. Remove the timing bolt from the flywheel after all

the unit injector adjustments have been made.

Reinstall the valve mechanism cover.

i02550163

Electronic Unit Injector - Test

This procedure assists in identifying the cause for

an injector misfiring. Perform this procedure only

after performing the Cylinder Cutout Test. Refer to

Troubleshooting for more information.

1. Check for air in the fuel, if this procedure has

not already been performed. Refer to Systems

Operation, Testing and Adjusting, “Air in Fuel -

Test”.

Illustration 23

Injector Mechanism (Typical example)

(1) Rocker arm

(2) Adjusting screw

(3) Locknut

(4) CH11149 Injector Height Gauge

g01023138

Electrical shock hazard. The electronic unit injec-

tor system uses 90-120 volts.

25

Testing and Adjusting Section

2.

Remove the valve cover and look for broken

parts. Repair any broken parts or replace any

broken parts that are found. Inspect all wiring to

the solenoids. Look for loos e connections. Also

Finding

Top

Center

i02551444

Position

look for frayed wires or broken wires. Ens ure

that the connector for the unit injector solenoid

is properly connected. Perform a pull test on

each of the wires. Refer to Troubleshooting,

“Elec trical Connectors - Inspect”. Inspect the pos ts

of the solenoid for arcing. If arcing or evidence

of arcing is found, remove the cap assembly.

Refer to Disassembly and Assembly, “Elec tronic

Unit Injector - Remove”. Clean the connecting

posts. Reinstall the cap assembly and tighten

the solenoid nuts to a torque of 2.5 ± 0.25 N·m

(22 ± 2 lb in). Refer to Disassembly and Assembly ,

for No. 1

Table 5

Piston

3.

4.

5.

6.

“Electronic Unit Injector - Install”.

Check the valve lash setting for the cylinder of the

suspect unit injector. Refer to Systems Operation,

Testing and Adjusting, “Engine Valve Lash -

Inspect/Adjust”.

Ensure that the bolt that holds the unit injector is

tightened to the proper torque. If necessary, loosen

the bolt that holds the unit injector and tighten the

bolt to a torque of 55 ± 10 N·m (40.6 ± 7.4 lb ft).

Remove the suspect unit injector and check the

unit injector for signs of exposure to coolant. Refer

to Disassembly and Assembly, “Electronic Unit

Injector - Remove”. Exposure to coolant will cause

rust to form on the injec tor. If the unit injector

shows signs of exposure to coolant, remove the

injector sleev e and inspect the injector sleeve.

Refer to Disassembly and Assembly, “Elec tronic

Unit Injector Sleeve - Remove”. Replace the

injector sleeve if the injector sleeve is damaged.

Check the unit injector for an exc essive brown

dis coloration that extends beyond the injector tip. If

excessive discoloration is found, check the quality

of the fuel. Refer to Systems Operation, Testing

and Adjusting, “Fuel Quality - Test”. Replace the

seals on the injector and reinstall the injector.

Refer to Disassembly and Assembly, “Elec tronic

Unit Injector - Install”. Also refer to Disassembly

and Assembly, “Electronic Unit Injector Sleeve -

Install”.

If the problem is not resolved, replace the suspect

injector with a new injector.

compression stroke is the starting point of all timing

procedures.

Illustration 24

Typical example

1. Remove both bolts (3) and cover (2) from the

flywheel housing. Remove the plug (1) from the

timing hole in the flywheel hous ing.

2. Install Tooling (A) into the flywheel housing

through the aperture behind the cover (2). Tooling

(A) is used in order to turn the engine flywheel in

the direction of normal engine rotation. Normal

engine rotation is counterclockwise. Normal

engine rotation is viewed from the flywheel end of

the engine. Turn the engine flywheel until Tooling

(B) engages with the threaded hole in the flywheel.

26

Testing and Adjusting Section

KENR6231

Note: If the flywheel is turned beyond the point

of engagement, the flywheel must be turned in

the opposite direction of normal engine rotation

approximately 45 degrees. Then turn the flywheel in

the direction of normal rotation until the timing bolt

engages with the threaded hole. The procedure will

eliminate the backlash that will occur when the No. 1

piston is put on the top center.

3. Remove the front valve mechanism cover from

the engine.

4. The inlet and exhaust valves for the No. 1 cylinder

are fully closed if the No. 1 piston is on the

compression stroke and the rocker arms can be

moved by hand. If the roc ker arms can not be

moved and the valves are slightly open the No. 1

pis ton is on the exhaust stroke.

Note: After the actual stroke position is identified,

and the other s troke position is needed, remove the

timing bolt from the flywheel. The flywheel is turned

360 degrees in a counterclockwise direction. The

3.

Refer to Operation and Maintenance Manual,

“Fuel Recommendations” for more information.

If fuel quality is still suspected as a possible

cause to problems regarding engine performance,

dis connect the fuel inlet line, and temporarily

operate the engine from a separate source of

fuel that is known to be good. This will determine

if the problem is caused by fuel quality. If fuel

quality is determined to be the problem, drain the

fuel system and replace the fuel filters. Engine

performance can be affected by the following

characteristics:

• Cetane number of the fuel

• Air in the fuel

• Other fuel characteristics

i02551471

timing bolt is reinstalled.

Fuel System - Prime

Fuel Quality - Test

i02551477

NOTICE

Use a suitable container to c atch any fuel that might

spill. Clean up any spilled fuel immediately.

Ensure that all adjustments and repairs are performed

by authorized personnel that have had the correct

training.

Use the following procedure to test for problems

regarding fuel quality:

1. Determine if water and/or contaminants are

present in the fuel. Check the water separator (if

equipped). If a water separator is not present,

proceed to Step 2. Drain the water separator, if

neces sary. A full fuel tank minimizes the potential

for overnight condensation.

Note: A water separator can appear to be full of fuel

when the water separator is actually full of water.

2. Determine if contaminants are present in the

fuel. Remove a sample of fuel from the bottom

of the fuel tank. Visually inspect the fuel sample

for contaminants. The color of the fuel is not

necessarily an indication of fuel quality. However,

fuel that is black, brown, and/or similar to sludge

can be an indication of the growth of bacteria or

oil contamination. In cold temperatures, cloudy

fuel indicates that the fuel may not be suitable for

operating conditions.

NOTICE

Do not allow dirt to enter the fuel system. Thoroughly

clean the area around a fuel system component that

will be disconnected. Fit a suitable cover over discon-

nec ted fuel system component.

Note: This procedure is most common when the

engine has run out of fuel.

1. Turn the ignition switch to the “OFF” position.

2. Fill the fuel tank(s) with clean diesel fuel.

KENR6231

27

Testing and Adjusting Section

•

The engine starts, but the engine continues to

misfire or smoke.

9.

Run the engine with no load until the engine runs

smoothly.

i02571703

Fuel System Pressure - Test

Illustration 25

Typical example

g01282239

Low fuel pressure can cause low power. Low fuel

pressure can also cause cavitation of the fuel

which can damage the fuel injectors. The following

conditions can cause low fuel pressure:

• Plugged fuel filters

pump

• Debris in the pressure regulating valve

• Partially open check valve

the fuel transfer pump

3.

Loosen the union of the pipe for the fuel(1).

•

Severe wear on return fuel pressure regulating

valve in the fuel filter base

Note: Do not remove the union completely. Open the

union enough to allow the air that is trapped in the

cylinder head to be purged from the fuel system.

4. Unlock and operate the hand priming pump (2).

Use a suitable container to collect excess fuel.

5. Tighten the union of the pipe for the fuel (1).

6. Operate the hand priming pump until a strong

pressure is felt on the pump. Push the priming

pump plunger inward. Tighten the plunger by hand

and s tart the engine.

NOTICE

Do not crank the engine continuously for more than

30 seconds. Allow the starting motor to cool for 30

•

•

•

•

•

•

Worn gears in the fuel transfer pump

Pinched fuel lines or undersized fuel lines

Old fuel lines that have a reduced interior diameter

that was caused by swelling

Fuel lines with deteriorating interior surfaces

Pinched fuel line fittings or undersized fuel line

fittings

Debris in the fuel tank, fuel lines, or fuel system

components that create restrictions

7. If the engine will not start, allow the starting motor

to cool for 30 seconds. Repeat steps 3 to 6 in

order to operate the engine.

8. Continue to eliminate air from the fuel system if

these events occ ur:

evenly.

High Fuel Pressure

Excessive fuel pressure can cause fuel filter gaskets

to rupture. The following conditions can cause high

fuel pressure:

• Plugged orifices in the fuel pressure regulating

valve

• Stuck fuel pressure regulating valve in the fuel

transfer pump

• Pinched fuel return line

28

Testing and Adjusting Section

KENR6231

Checking Fuel Pressure

Table 6

Gear Group (Front) - Time

i02551488

Tool

A

Required Tools

Part Number     Part Description

-        Pressure Gauge

Qty

1

Illustration 26

g01288627

To check the fuel transfer pump pressure, remove

the hose assembly (1). Install a pressure gauge, and

start the engine.

Fuel Pressure Readings

The typical fuel pressure of the engine at operating

temperature c an vary. When the engine is under

load, the fuel pressure can be 550 kPa (80 psi).

The performance of the unit injector deteriorates

when the fuel pressure drops below 241 kPa (35 psi).

Illustration 27

Front gear group

(1) Timing marks

(2) Camshaft gear

(3) Adjustable idler gear

(4) Idler gear

(5) Cluster gear

(6) Timing marks

(7) Crankshaft gear

(8) Oil pump gear

g01097754

Low power complaints and erratic operation can

occur in this situation. Check for a plugged fuel filter

or air in the fuel lines as possible causes for these

complaints before replacing fuel system components.

The basis for the correct fuel injection timing and

the v alve mechanism operation is determined by

the alignment of the timing for the front gear group.

Timing marks (1) through timing marks (6) are aligned

in order to provide the c orrect relationship between

the piston movement and the valve movement.

29

Testing and Adjusting Section

Setting

Backlash

For Camshaft

And Adjustable Idler Gear

Table 7

B

1.

Remove the front cover. Refer to Disassembly and

Assembly, “Housing (front) - Remove”.

Note: Ensure that No. 1 pis ton is at the top center

position. Refer to Systems Operation, Testing and

Adjusting, “Finding Top Center Position for No. 1

Piston”.

Illustration 29

Typical example

Installation of the adjustable idler assembly

(A) Cams haft Alignment tool

(1) Nuts

(3) Bolt

g00294873

3.

Refer to Illustration 29 in order to position Tooling

(A). Move Tooling (A) to the left and to the right.

Lightly tighten nuts (1) and bolt (3). Once the nuts

and the bolt are tightened, lightly tap Tooling (A)

with a rubber mallet on the sides. This will ensure

that the tool is properly seated. Tooling (A) should

be free to move in and out without any binding.

Illustration 28

Typical example

Loosen stub shaft assembly.

(1) Nuts

(2) Stub shaft

g00294872

2.

Remove the adjus table idler gear from stub shaft

(2). Stub shaft (2) is held in position with five nuts

(1) and one bolt. Loosen five nuts (1) and loosen

the one bolt.

Illustration 30

Typical example

Checking backlash

(B) Indicator assembly

(4) Camshaft gear

(5) Idler gear assembly

g00294874

30

Testing and Adjusting Section

KENR6231

4.

5.

6.

7.

Install Tooling (B) on the timing gear housing.

Loosely install the idler gear assembly (5) to the

timing gear housing. When idler gear assembly

(5) is held stationary, the bac klash between

the camshaft gear (4) and the idler gear (5) is

0.216 ± 0.114 mm (0.0085 ± 0.0045 inch).

If necessary, repeat step 2 through step 4 in order

to obtain the proper backlash.

Tighten the nuts and the bolt. Refer to Disassembly

and Assembly, “Gear Group (Front) - Install” for

the correct procedure.

Install the front cover. Refer to Disassembly and

Assembly, “Housing (Front) - Install”.

KENR6231

31

Testing and Adjusting Section

Air

Inlet

and

Exhaust

Syst em

Air

Inlet and

i02581541

Exhaust System

-

Inspect

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.

Table 8

Air Inlet Restriction

There will be a reduction in the performance of the

engine if there is a restriction in the air inlet system.

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.

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.

4. Use Tooling (A) for this test.

32

Testing and Adjusting Section

KENR6231

Illustration 31

Air inlet piping

(1) Air Cleaner

(2) Test location

(3) Turbocharger

g01293044

a.

Connect the v acuum port of the differential

pressure gauge to test location (2). Test

location (2) may be located anywhere along the

air inlet piping after air cleaner (1) but before

turbocharger (3).

Maximum restriction ........ 6.2 kPa (25 in of H2O)

The air flow through a new engine air cleaner element

must not have a restriction of more than the following

amount:

Maximum restriction ........ 3.7 kPa (15 in of H2O)

b. Leave the pressure port of the differential

pressure gauge open to the atmosphere.

c. Start the engine. Run the engine at full load.

d. Record the value.

e. Compare the result from step 4.d to the

appropriate values that follow.

The air flow through a used engine air cleaner

may have a restriction. The air flow through a

Turbocharger - Inspect

Hot engine components can cause

i02551491

injury from

plugged engine air cleaner will be restricted to some

burns.

Before

performing

maintenance

on

the

magnitude. In either case, the restriction must not be

more than the following amount:

engine, allow the engine and the components to

cool.

KENR6231

33

Testing and Adjusting Section

Personal injury can result from rotating and mov-

ing parts.

Stay clear of all rotating and moving parts.

Never attempt adjustments while the machine is

moving or the engine is running unless otherwise

specified.

The machine must be parked on a level surface

and the engine stopped.

NOTICE

Keep all parts clean from contaminants.

Contaminants may cause rapid wear and shortened

component life.

NOTICE

Care must be taken to ensure that fluids are contained

during performance of inspection, maintenance, test-

ing, adjusting and repair of the product. Be prepared to

collect the fluid with suitable containers before open-

ing any compartment or disassembling any compo-

nent containing fluids.

Dispose of all fluids according to local regulations and

mandates.

Before you begin inspection of the turbocharger,

be sure that the inlet air restriction is within the

specifications for your engine. Be sure that the

exhaust system restriction is within the specifications

for your engine. Refer to Systems Operation, Testing

and Adjusting, “Air Inlet and Exhaust System -

Inspect”.

The condition of the turbocharger will have definite

effects on engine performance. Use the following

inspections and procedures to determine the

condition of the turbocharger.

• Inspection of the Compressor and the Compressor

Housing

• Inspection of the Turbine Wheel and the Turbine

Housing

1.

2.

3.

4.

Inspect the compressor wheel for damage from a

foreign object. If there is damage, determine the

source of the foreign object. As required, clean

the inlet system and repair the intake system.

Replace the turbocharger. If there is no damage,

go to Step 3.

Clean the compressor wheel and clean the

compressor housing if you find buildup of foreign

material. If there is no buildup of foreign material,

go to Step 3.

Turn the rotating assembly by hand. While you

turn the assembly, push the assembly sideways .

The assembly should turn freely. The compressor

wheel should not rub the compress or housing.

Replace the turbocharger if the compressor wheel

rubs the compressor wheel housing. If there is no

rubbing or scraping, go to Step 4.

Inspect the compressor and the compressor

wheel housing for oil leakage. An oil leak from

the compressor may deposit oil in the aftercooler.

Drain and c lean the aftercooler if you find oil in

the aftercooler.

a. Check the oil level in the crankcase. If the oil

level is too high, adjust the oil level.

b. Inspect the air cleaner element for restriction. If

restriction is found, correct the problem.

c. Inspect the engine crankcase breather. Clean

the engine crankcase breather or replace

the engine crankcase breather if the engine

crankc ase breather is plugged.

d. Remove the oil drain line for the turbocharger.

Inspect the drain opening. Inspect the oil drain

line. Inspect the area between the bearings of

the rotating assembly shaft. Look for oil sludge.

Inspect the oil drain hole for oil sludge. Inspect

the oil drain line for oil sludge in the drain

line. If neces sary, clean the rotating assembly

shaft. If necessary, clean the oil drain hole. If

necessary, clean the oil drain line.

e. If Steps 4.a through 4.d did not reveal the

source of the oil leakage, the turbocharger has

internal damage. Replace the turbocharger.

Inspection of the Compressor and

the Compressor Housing

Remove air piping from the compressor inlet.

Inspection of the Turbine Wheel

and the Turbine Housing

Remove the air piping from the turbine housing.

Testing and Adjusting Section

KENR6231

a.

Remove the oil drain line for the turboc harger.

Inspect the drain opening. Inspect the area

between the bearings of the rotating assembly

shaft. Look for oil s ludge. Inspect the oil drain

hole for oil sludge. Inspect the oil drain line

for oil sludge. If necessary, clean the rotating

assembly shaft. If necessary, clean the drain

opening. If necessary, clean the drain line.

Illustration 32

Typical example

(1) Turbine Housing

(2) Turbine Wheel

(3) Turbocharger

g00763164

b. If crankcase pressure is high, or if the oil drain

is restricted, pressure in the center housing

may be greater than the pressure of turbine

housing (1). Oil flow may be forced in the wrong

direction and the oil may not drain. Check the

crankc ase pressure and correct any problems.

c. If the oil drain line is damaged, replace the oil

drain line.

d. Check the routing of the oil drain line. Eliminate

any sharp restrictive bends. Make sure that

the oil drain line is not too close to the engine

exhaust manifold.

e. If Steps 4.a through 4.d did not reveal the

source of the oil leakage, turbocharger (3) has

internal damage. Replace turbocharger (3).

1.

2.

3.

4.

Inspect the turbine for damage by a foreign object.

If there is damage, determine the source of the

foreign object. Replace turbocharger (3). If there

is no damage, go to Step 2.

Inspect turbine wheel (2) for buildup of carbon and

other foreign material. Inspect turbine housing (1)

for buildup of carbon and foreign material. Clean

turbine wheel (2) and clean turbine housing (1) if

you find buildup of carbon or foreign material. If

there is no buildup of carbon or foreign material,

go to Step 3.

Turn the rotating assembly by hand. While you

turn the assembly, push the assembly sideways.

The assembly should turn freely. Turbine wheel (2)

should not rub turbine wheel housing (1). Replace

turbocharger (3) if turbine wheel (2) rubs turbine

housing (1). If there is no rubbing or scraping, go

to Step 4.

Inspect the turbine and turbine housing (1) for oil

leakage. Inspect the turbine and turbine housing

(1)for oil coking. Some oil coking may be cleaned.

Heavy oil coking may require replacement of

the turbocharger. If the oil is coming from the

turboc harger center housing go to Step 4.a.

Otherwise go to “Inspection of the Wastegate”.

i02571444

Exhaust Temperature - Test

Table 9

When the engine runs, 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 caus e

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 Tooling (A) to check exhaust temperature.

35

Testing and Adjusting Section

Engine

Crankcase

i02571687

Pressure

This engine uses high voltage to control the fuel

(Blowby) - Test

Table 10

Damaged pistons or rings can cause too much

pressure in the crankcase. This condition will cause

the engine to run rough. There will be more than the

normal amount of fumes (blowby) rising from the

crankcase breather. The breather can then become

restricted in a very short time, causing oil leakage

at gaskets and seals that would not normally have

leakage. Blowby can also be caused by worn valve

guides or by a failed turbocharger seal.

Install Tooling (A) to the most convenient location on

the output tube for the crankcase breather or the

breather hose. The pressure for the engine blowby

should be 0.25 kPa (1 inch of H2O).

Note: Do not use the data alone to determine if the

engine should be overhauled. Other indicators such

as high oil consumption, low power, hard starting,

and excessive fuel cons umption must be considered.

After a new engine is used for a short time, the

blowby can decrease as the rings are seated. New

engines should be checked for blowby during all

maintenance checks. As the piston rings and cylinder

walls wear, the blowby will gradually increase.

The blowby on a worn engine may be two times or

more than the blowby of a new engine and may

indicate the need for an overhaul.

injectors.

Disconnect electronic fuel injector enable circuit

connector to prevent personal injury.

Do not come in contact with the fuel injector ter-

minals while the engine is running.

Note: Valve lash is measured between the rock er

arm and the valve bridge. All measurements and

adjustments must be made with the engine stopped

and the valves fully closed.

Valve Lash Check

An adjustment is NOT NECESSARY if the

measurement of the valve lash is in the acceptable

range in Table 11.

Table 11

(1) 360° from TC compression stroke

(2) The No. 1 cylinder is at the front of the engine.

If the measurement is not within this range, an

adjustment is necessary. Refer to “Valve Lash

Adjustment” for the proper procedure.

Engine

Valve

Lash

-

i02553372

Inspect/Adjust

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.

Testing and Adjusting Section

KENR6231

Valve Lash Adjustment

Note: If necessary, adjust the electronic unit injectors

on cylinders 3, 5 and 6. Refer to Systems Operation,

Testing and Adjusting, “Electronic Unit Injector -

Adjust” for the correct procedure.

3. Remove the timing pin. Turn the flywheel by 360

degrees in the direction of engine rotation. This

will put the No. 6 piston at the top center position

on the compression stroke. Install the timing pin.

Table 13

Illustration 33

Cylinder and valve loc ation

(A) Exhaust valves

(B) Inlet valves

g00935559

4.

Adjust the valve lash according to Table 13.

Use the following procedure to adjust the valve lash:

1. Put the No. 1 piston at the top center position

on the compress ion stroke. Refer to Systems

Operation, Testing and Adjusting, “Finding Top

Center Position for No. 1 Piston”.

a.

Lightly tap the rocker arm with a soft mallet.

This will ensure that the lifter roller seats

against the camshaft’s base circle.

Table 12

2. Adjust the valve lash according to Table 12.

a. Lightly tap the rocker arm with a soft mallet.

This will ensure that the lifter roller seats

agains t the camshaft’s base circle.

b. Loosen the adjustment locknut.

c. Place the appropriate feeler gauge between

5.

b. Loosen the adjustment locknut.

c. Plac e the appropriate feeler gauge between

rocker arm and the valve bridge. Then, turn

the adjustment screw in a cloc kwise direction.

Slide the feeler gauge between the rock er arm

and the valve bridge. Continue turning the

adjustment screw until a slight drag is felt on

the feeler gauge. Remove the feeler gauge.

d. Tighten the adjustment locknut to a torque

of 30 ± 7 N·m (22 ± 5 lb ft). Do not allow

the adjustment screw to turn while you are

tightening the adjustment locknut. Recheck

the valve lash after tightening the adjustment

locknut.

Remove the timing bolt from the flywheel after all

adjustments to the valve lash have been made.

Reinstall the timing cover.

rocker arm and the valve bridge. Then, turn

the adjustment screw in a clockwise direction.

Slide the feeler gauge between the rocker arm

and the valve bridge. Continue turning the

adjustment screw until a slight drag is felt on

the feeler gauge. Remove the feeler gauge.

d. Tighten the adjustment locknut to a torque

of 30 ± 7 N·m (22 ± 5 lb ft). Do not allow

the adjustment screw to turn while you are

tightening the adjustment locknut. Recheck

the valve lash after tightening the adjustment

locknut.

Refer to Systems Operation, Testing and Adjusting,

“Electronic Unit Injector - Adjust”.

37

Testing and Adjusting Section

Lubricati on

System

Engine Oil Pressure - Test

i02571670

The engine oil pressure may be checked

electronically by using the electronic service tool.

The engine oil pressure can be measured with the

electronic service tool. Refer to Troubleshooting for

information on the use of the electronic serv ice tool.

Measuring Engine Oil Pressure

Work carefully around an engine that is running.

Engine parts that are hot, or parts that are moving,

can cause personal injury.

NOTICE

Keep all parts clean from contaminants.

Contaminants may cause rapid wear and shortened

component life.

NOTICE

Illustration 34

Oil gallery plug

(1) Plug

g00977330

Care must be taken to ensure that fluids are contained

during performance of inspection, maintenance, test-

1.

Install Tool (A) into the oil gallery plugs (1).

ing, adjusting and repair of the product. Be prepared to

collect the fluid with suitable containers before open-

ing any compartment or disassembling any compo-

nent containing fluids.

Dispose of all fluids according to local regulations and

mandates.

Table 14

Tool (A) measures the oil pressure in the system.

Note: Engine oil pressure to the camshaft and main

bearings should be checked on each side of the

cylinder block at oil gallery plugs (1).

2. Start the engine. Refer to Operation and

Maintenance Manual, “Refill Capacities and

Rec ommendations” for the recommendations of

engine oil.

3. Rec ord the value of the engine oil pressure when

the engine is at operating temperature 100 °C

(212 °F).

The minimum engine oil pressure should be

approximately 275 to 414 kPa (40 to 59 psi).

4. Compare the recorded engine oil pressure with

the oil pressure indicators on the instrument panel

and the engine oil pressure that is displayed on

the electronic service tool.

5. An engine oil pressure indicator that has a defect

or an engine oil press ure sensor that has a defect

can give a false indication of a low oil pressure or

a high oil pressure. If there is a notable difference

between the engine oil pressure readings make

necessary repairs.

38

Testing and Adjusting Section

KENR6231

6.

7.

If low engine oil pressure is determined, refer to

“Reasons for Low Engine Oil Pressure”.

If high engine oil pressure is determined, refer to

“Reason for High Engine Oil Pressure”.

2.

Engine oil that is contaminated with fuel or coolant

will cause low engine oil pressure. High engine

oil level in the crankcase can be an indication

of contamination. Determine the reason for

contamination of the engine oil and make the

necessary repairs. Replace the engine oil with the

approved grade of engine oil. Refer to Operation

Reasons

Pressure

for

Low

Engine

Oil

and Maintenance Manual, “Engine Oil” for the

recommendations of engine oil.

Keep all parts clean from contaminants.

Contaminants may cause rapid wear and shortened

component life.

NOTICE

Care must be taken to ensure that fluids are contained

during performance of inspection, maintenance, test-

ing, adjusting and repair of the product. Be prepared to

collect the fluid with suitable containers before open-

ing any compartment or disassembling any compo-

nent containing fluids.

Dispose of all fluids acc ording to local regulations and

mandates.

• Engine oil level is low. Refer to Step 1.

• Engine oil is contaminated. Refer to Step 2.

Step 3.

Step 4.

screen. Refer to Step 5.

• The engine oil pump is faulty. Refer to Step 6.

to Step 7.

1. Check the engine oil level in the crankcase. The

oil level can possibly be too far below the oil pump

supply tube. This will cause the oil pump not to

have the ability to supply enough lubrication to the

engine components. If the engine oil level is low

add engine oil in order to obtain the correct engine

oil level. Refer to Operation and Maintenance

Manual, “Engine Oil” for the recommendations of

engine oil.

NOTICE

Perkins oil filters are manufactured to Perkins speci-

fications. Use of an oil filter that is not recommended

by Perkins c ould result in severe damage to the en-

gine bearings, crankshaft, etc., as a result of the larger

waste particles from unfiltered oil entering the engine

lubricating system. Only use oil filters recommended

by Perkins.

3. If the engine oil bypass valves are held in the

open position, a reduc tion in the oil pressure can

be the result. This may be due to debris in the

engine oil. If the engine oil bypass valves are

stuck in the open position, remove each engine

oil by pass valve and clean each bypass valve

in order to correct this problem. You must also

clean each bypass valve bore. Install new engine

oil filters. New engine oil filters will prevent more

debris from causing this problem. For information

on the repair of the engine oil bypass valves, refer

to Disassembly and Assembly, “Engine Oil Filter

Base - Disassemble”.

4. An oil line or an oil passage that is open, broken,

or disconnected will cause low engine oil pressure.

An open lubrication system could be caused by

a piston cooling jet that is missing or damaged.

Determine the reason for an open lubrication

system of the engine and make the necessary

repairs.

Note: The piston cooling jets direct engine oil toward

the bottom of the piston in order to cool the piston.

This also provides lubrication for the piston pin.

Breakage, a restriction or incorrect installation of the

piston cooling jets will cause seizure of the piston.

5. The inlet screen of the oil pickup tube for the

engine oil pump can have a restriction. This

restriction will cause cavitation and a loss of

engine oil pres sure. Check the inlet screen on

the oil pickup tube and remove any material that

may be restricting engine oil flow. Low engine oil

pressure may also be the result of the oil pickup

tube that is drawing in air. Check the joints of the

oil pickup tube for cracks or a damaged O-ring

seal. Remove the engine oil pan in order to gain

access to the oil pickup tube and the oil screen.

Refer to Disassembly and Assembly, “Engine Oil

Pan - Remove and Install” for more information.

KENR6231

39

Testing and Adjusting Section

6.

7.

Check the following problems that may occur to

the engine oil pump.

a. Air leakage in the supply side of the oil pump

will also cause cavitation and loss of oil

pressure. Check the supply side of the oil pump

and make necessary repairs. For information

on the repair of the engine oil pump, refer to

Disassembly and Assembly, “Engine Oil Pump

- Remove”.

b. Oil pump gears that have too much wear will

cause a reduction in oil pressure. Repair the

engine oil pump. For information on the repair

of the engine oil pump, refer to Disassembly

and Assembly, “Engine Oil Pump - Remove”.

Excessive clearance at engine bearings will

cause low engine oil pressure. Check the

engine components that have excessive bearing

clearance and make the necessary repairs.

NOTICE

Perkins oil filters are manufactured to Perkins speci-

fications. Use of an oil filter that is not recommended

by Perkins c ould result in severe damage to the en-

gine bearings, crankshaft, etc., as a result of the larger

waste particles from unfiltered oil entering the engine

lubricating system. Only use oil filters recommended

by Perkins.

i02553373

Excessive  Bearing  Wear -

Inspect

When some components of the engine show bearing

wear in a short time, the cause can be a restriction in

an oil passage.

Reason

for High

Engine

Oil

An engine oil pressure indicator may show that there

is enough oil pressure, but a component is worn

Pressure

NOTICE

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

Keep all parts clean from contaminants.

Contaminants may cause rapid wear and shortened

component life.

NOTICE

Care must be taken to ensure that fluids are contained

during performance of inspection, maintenance, test-

ing, adjusting and repair of the product. Be prepared to

collect the fluid with suitable containers before open-

ing any compartment or disassembling any compo-

nent containing fluids.

Dispose of all fluids according to local regulations and

mandates.

Engine oil pressure will be high if the engine oil

bypass valves become stuck in the closed position

and the engine oil flow is restricted. Foreign matter

in the engine oil system could be the cause for the

restriction of the oil flow and the movement of the

engine oil bypass valves. If the engine oil bypass

valves are stuck in the closed position, remove

each bypass valve and clean each bypass valve in

order to correct this problem. You must also clean

each bypass valve bore. Install new engine oil

filters. New engine oil filters will prevent more debris

from causing this problem. For information on the

repair of the engine oil filter bypass valve, refer to

Disassembly and Assembly, “Engine Oil Filter Base -

Disassemble”.

enough lubrication to reach a component. This will

result in early wear.

i02553374

Excessive  Engine  Oil

Consumption - Inspect

Engine Oil Leaks on the Outside of

the Engine

Check for leakage at the seals at each end of the

crankshaft. Look for leak age at the gasket for the

engine oil pan and all lubrication system connections.

Look for any engine oil that may be leaking from

the crankcase breather. This can be caused by

combus tion gas leakage around the pistons. A dirty

crankcase breather will cause high pressure in the

crankcase. A dirty crankcase breather will cause the

gaskets and the seals to leak.

Engine  Oil  Leaks  into  the

Combustion Area of the Cylinders

Engine oil that is leaking into the combustion area of

the cylinders can be the cause of blue s moke. There

are several possible way s for engine oil to leak into

the combustion area of the c ylinders:

• Leaks between worn valve guides and valve stems

40

Testing and Adjusting Section

KENR6231

•

•

•

•

•

Worn components or damaged components

(pistons, piston rings, or dirty return holes for the

engine oil)

Incorrect installation of the compression ring and/or

the intermediate ring

Leaks past the seal rings in the turbocharger shaft

Overfilling of the crankcase

Wrong dipstick or guide tube

Excessive consumption of engine oil can also

result if engine oil with the wrong viscosity is used.

Engine oil with a thin viscosity can be caused by fuel

leakage into the crankcase or by increased engine

temperature.

Increased

Engine

Oil

i02553375

Temperature

- Inspect

If the oil temperature is high, then check for a

restriction in the oil pas sages of the oil cooler. A

restriction in the oil cooler will not cause low oil

pressure in the engine.

Determine if the oil cooler bypass valve is held in the

open position. This condition will allow the oil to pass

through the v alve instead of the oil cooler. The oil

temperature will increase.

Refer to Operation and Maintenance Manual, “Refill

Capacities” for the correct lubricating oil.

KENR6231

41

Testing and Adjusting Section

Cooling

System

i02553376

5.

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,

Cooling

System - Check

the gauge can show an incorrect reading. Also if

the electric wire breaks or if the electric wire shorts

(Overheating)

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 un-

der 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.

Refer to Operation and Maintenance Manual,

“Cooling System Coolant Level - Check”. 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. Refer

to Operation and Maintenance Manual, “Fluid

Recommendations”. If the coolant mixture is

incorrect, drain the s ystem. 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

ins ide cracks, a damaged cylinder head, or a

damaged cylinder head , ga, sket. Air in the c ooling

system c auses 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 water temperature gauge. A water

temperature gauge which does not work correctly

will not show the correct temperature. Refer

to Systems Operation, Testing and Adjusting,

“Cooling System - Inspect”.

6.

7.

8.

9.

out, the gauge can show an incorrect reading.

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 Systems Operation,

Testing and Adjusting, “Cooling System -

Inspect”.

c. Ensure that the radiator size is adequate for

the application. An undersized radiator does

not have enough area for the effective release

of heat. This may cause the engine to run

at a temperature that is higher than normal.

The normal temperature is dependent on the

ambient temperature.

Check the filler c ap. A pressure drop in the

radiator can cause the boiling point to be lower.

This can cause the cooling system to boil. Refer

to Systems Operation, Testing and Adjusting,

“Cooling System - Tes t”.

Check the fan and/or the fan shroud.

a. The fan must be large enough to send air

through most of the area of the radiator core.

Ensure that the size of the fan and the position

of the fan are adequate for the application.

b. The fan shroud must be the proper size and

the fan shroud must be positioned correctly.

Ensure that the size of the fan shroud and the

position of the fan shroud are adequate for the

application.

If the fan is belt driven, check for loose drive belts .

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 Sys tems

Operation, Testing and Adjusting, “Belt Tension

Chart”.

42

Testing and Adjusting Section

KENR6231

10. Check the cooling system hoses and clamps.

Damaged hoses with leaks can normally be seen.

Hoses that have no visual leak s 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. Refer

to Operation and Maintenance Manual, “Hoses

and Clamps - Inspect/Replace”.

11. 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 cy linder temperatures cause higher than

normal temperatures in the cooling system. Refer

to Systems Operation, Testing and Adjusting, “Air

Inlet and Exhaust System - Inspect”.

a. If the measured restriction is higher than the

maximum permissible restriction, remove the

foreign material from the engine air cleaner

element or install a new engine air cleaner

element. Refer to Operation and Maintenance

Manual, “Engine Air Cleaner Element -

Clean/Replace”.

b. Check for a restriction in the air inlet system

again.

c. If the measured restriction is still higher than

the maximum permissible restriction, check the

air inlet piping for a restriction.

12. 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.

Check for damage to exhaust piping or for a

damaged muffler. If no damage is found, check

the exhaust system for a restriction. Refer to

Systems Operation, Testing and Adjusting, “Air

Inlet and Exhaust System - Inspect”.

b. If the measured restriction is higher than the

maximum permissible restriction, there is a

restriction in the exhaust system. Repair the

exhaust system, as required.

13. Check the shunt line, if the shunt system is

used. 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.

14. Chec k 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

Systems Operation, Testing and Adjusting, “Water

Temperature Regulator - Test”.

15. 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. Refer

to Systems Operation, Testing and Adjusting,

“Water Pump - Test”.

16. Chec k 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.

17. Chec k the aftercooler. A restriction of air flow

through the air to air aftercooler (if equipped) can

cause overheating. Check for debris or deposits

which would prevent the free flow of air through

the aftercooler.

18. Cons ider 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.

19. Cons ider high altitude operation. The cooling

capacity of the cooling system goes down as

the engine is operated at higher altitudes. A

pressurized cooling s ystem that is large enough to

keep the coolant from boiling must be used.

i02553378

Cooling System - Inspect

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 un-

der 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.

KENR6231

43

Testing and Adjusting Section

1.

2.

Check the coolant level in the cooling system.

Refer to Operation and Maintenance Manual,

“Cooling System Coolant Level - Check”.

Check the quality of the coolant. The coolant

should have the following properties:

• Color that is similar to new coolant

• Odor that is similar to new coolant

• Free from dirt and debris

If the coolant does not have these properties,

drain the sy stem and flush the system. Refill

the cooling system with the correct mixture of

water, antifreeze, and coolant conditioner. Refer

to Operation and Maintenance Manual, “Fluid

Illustration 35

Boiling point of water

g00921815

3.

Recommendations”.

Look for leak s in the system.

Remember that temperature and pressure work

together. When a diagnosis is made of a cooling

system problem, temperature and pressure must be

checked. Cooling system pressure will have an effec t

on the cooling system temperature. For an example,

Note: A small amount of coolant leak age across

the surfac e 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 lubric ant

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.

4. Ensure that the 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.

5. Inspect the drive belts for the fan.

6. Check for damage to the fan blades.

7. Look for air or combustion gas in the cooling

system.

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

seals the filler cap. This surface must be clean.

i02553379

Cooling System - Test

This engine has a pres sure type cooling system. A

pressure type cooling system has two advantages.

The cooling system can be operated in a safe manner

at a temperature higher than the normal boiling point

(steam) of water.

This type of system prevents cavitation in the water

pump. Cavitation is the forming of low pressure

bubbles in liquids that are caused by mechanical

forces. It is difficult to create a pocket of air in this

type of cooling system.

refer to Illustration 35. This will show the effect of

pressure on the boiling point (steam) of water. This

will also show the effect of height above s ea level.

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 sys tem. The engine must be

cold and the engine must not be running.

After the engine is cool, loosen the pressure cap

in order to relieve the pressure out of the cooling

sys tem. Then remove the pressure c ap.

The level of the coolant should not be more than

13 mm (0.5 inch) from the bottom of the filler pipe. If

the cooling system is equipped with a sight glass,

the coolant should be to the proper level in the sight

glass.

Testing and Adjusting Section

KENR6231

Checking the Filler Cap

Table 15

•

•

Seal

Surface for seal

One cause for a pressure loss in the cooling system

can be a damaged seal on the radiator filler cap.

2.

3.

4.

5.

Remove any deposits that are found on these

items, and remove any material that is found on

these items.

Install the filler cap onto Tooling (A).

Look at the gauge for the exact pressure that

opens the filler cap.

Compare the gauge reading with the opening

pressure that is listed on the filler cap.

If the filler cap is damaged, replace the filler c ap.

Testing The Radiator And Cooling

System For Leaks

Table 16

Illustration 36

Typical schematic of filler cap

(1) Sealing surface of both filler cap and radiator

g01096114

Use the following procedure in order to check 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.

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.

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

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. After the engine is cool, loosen the filler cap slowly

and allow pressure out of the cooling system.

Then remove the filler cap from the radiator.

2. Ensure that the coolant level is above the top of

the radiator core.

3. Install Tooling (A) onto the radiator.

4. Take the pressure reading on the gauge to 20 kPa

(3 psi) more than the pressure on the filler cap.

45

Testing and Adjusting Section

5.

6.

Check the radiator for leakage on the outside.

Check all connection points for leakage, and

check the hoses for leakage.

Coolant temperature can also be read on the display

screens of the Electronic Service Tool.

The cooling system does not have leakage only if the

following conditions exist:.

• You do not observe any outside leakage.

• The reading remains steady after five minutes.

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.

Test For The Water Temperature

Gauge

Table 17

Illustration 37

Typical example

(1) Water manifold assembly

g01096115

Personal injury can result from escaping fluid un-

der 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.

Remove a plug from water manifold assembly (1).

Install Tooling (A) in the open port:

A temperature indicator of known accuracy can also

be used to make this check.

Start the engine. Run the engine until the temperature

reaches the desired range according to the test

thermometer. If necessary, place a cover over part of

the radiator in order to cause a restriction of the air

flow. The reading on the water temperature indicator

should agree with the test thermometer within the

tolerance range of the water temperature indicator.

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 accuracy of the water temperature

Water Temperature

- Test

i02553380

Regulator

indicator or water temperature sensor if you find

either of the following conditions:

• The engine runs at a temperature that is too hot,

but a normal temperature is indicated. A loss of

coolant is found.

• The engine runs at a normal temperature, but a

hot temperature is indicated. No loss of coolant

is found.

Personal injury can result from escaping fluid un-

der 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. Remove the water temperature regulator from the

engine.

46

Testing and Adjusting Section

KENR6231

2.

3.

4.

5.

Heat water in a suitable container until the

temperature is 98 °C (208 °F).

Hang the water temperature regulator in the

container of water. The water temperature

regulator must be below the surface of the water

and away from the sides and the bottom of the

container.

Keep the water at the correct temperature for ten

minutes.

After ten minutes, remove the water temperature

regulator. Ensure that the water temperature

regulator is open.

Replace the water temperature regulator if the

water temperature regulator is not open at the

specified temperature. Refer to Specifications,

“Water Temperature Regulator”.

i02553381

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.

Perform the following procedure in order to determine

if the water pump is operating correctly:

1. Remove the plug from port (2).

2. Install Tooling (A) in port (2).

3. Start the engine. Run the engine until the coolant

is at operating temperature.

4. Note the water pump pres sure. The water pump

pressure should be 100 to 125 kPa (15 to 18 psi).

Water Pump -

Test

Table 18

Tool

A

Required Tools

Part Number     Part Description

GE50033    Pressure Gauge

Qty

1

Illustration 38

Typical example

(1) Water outlet

(2) Port

(3) Temperature regulator hous ing

(4) Water pump

(5) Port

g01033819

KENR6231

47

Testing and Adjusting Section

Basic

Engine

i02553382

Connecting rod bearings are available with s maller

inside diameters than the original size bearings.

These bearings are for crankshafts that have been

ground.

Piston

Ring Groove - Inspect

If necessary, replace the connecting rod bearings.

Refer to Disassembly and Assembly, “Connecting

Rod Bearings - Remove” and Disassembly and

Assembly, “Connecting Rod Bearings - Install” for the

correct procedure.

Inspect the Piston and the Piston

Rings

1. Check the piston for wear and other damage.

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

grooves and that the rings are not broken.

Main

Bearings

- Inspect

i02553396

Inspect the Clearance of the Piston

Ring

1. Remove the piston rings and clean the grooves

and the piston rings.

2. Fit new piston rings in the piston grooves.

3. Check the clearance for the piston ring by placing

a suitable feeler gauge between the piston groove

and the top of piston ring. Refer to Specifications,

“Piston and Rings” for the dimensions.

Inspect the Piston Ring End Gap

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

2. Place each piston ring in the cylinder bore just

below the cylinder ring ridge.

3. Use a suitable feeler gauge to measure piston

ring end gap. Refer to Specifications, “Piston and

Rings” for the dimensions.

Note: The coil spring must be removed from the oil

control ring before the gap of the oil control ring is

measured.

i02553391

Connecting Rod Bearings -

Inspect

Main bearings are available with smaller inside

diameters than the original size bearings. These

bearings are for crankshafts that have been ground.

If nec essary, replace the main bearings. Refer

to Disassembly and Assembly, “Crankshaft Main

Bearings - Remove and Install” for the correct

procedure.

i02571419

Cylinder Block - Inspect

1. Clean all of the coolant passages and the oil

passages.

2. Check the cylinder block for cracks and damage.

3. The top deck of the cylinder block must not be

machined. This will affect the depth of the cylinder

liner flange and the piston height above the

cylinder block.

4. Check the front cams haft bearing for wear. Refer

to Specifications, “Camshaft Bearings” for the

correct specification of the camshaft bearing. If a

new bearing is needed, use a suitable adapter to

press the bearing out of the bore. Ensure that the

oil hole in the new bearing faces the front of the

block. The oil hole in the bearing must be aligned

with the oil hole in the cylinder block. The bearing

must be aligned with the face of the recess.

The connecting rod bearings fit tightly in the bore in

the rod. If the bearing joints are worn, check the bore

size. This can be an indication of wear because of

a loose fit.

48

Testing and Ad, just, ing Section

KENR6231

Cylinder

Inspect

Liner

Projection

i02553404

-

Table 19

Note: The projection of the cylinder liner is measured

from the top of the cy linder liner to the top of the

spacer plate.

Illustration 39

Liner Projection Components

(1) Bolt

(2) Washer

(3) Washer

(4) Spacer plate

(5) Cylinder liner

(6) Block

g01096458

KENR6231

49

Testing and Adjusting Section

Illustration 40

g00443044

50

Testing and Adjusting Section

KENR6231

1.

2.

3.

4.

5.

6.

7.

8.

9.

Ensure that the top face of the cylinder block (6)

is clean. Install a new s pacer plate gasket and a

clean spacer plate.

Install the cylinder liners to the cylinder block

without seals or bands. Ensure that the cylinder

liners are installed to the original positions.

Install Tooling (B) and Tooling (C) to Tooling (A).

Refer to illustration 39.

Install Tooling (A) around the liner. Refer to

illustration 39.

Tighten the bolts (6) to a torque of 95 N·m (70 lb ft).

Use Tooling (D) to measure the cylinder liner

projection at "A", "B", "C" and "D". Refer to

illustration 40.

Record the measurements for the cylinder.

Repeat steps 3 to 7 for each cylinder.

Add the four readings for each cylinder. Divide the

sum by four in order to find the average.

Do not exceed the maximum liner projection of

0.152 mm (0.006 inch). The excessive liner projection

will contribute to cracking of the liner flange.

When the liner projection is correct, put a temporary

mark on the liner and the spacer plate. Set the liners

aside.

Note: Refer to Disassembly and Assembly, “Cy linder

Liner - Install” for the correct final installation

procedure for the cylinder liners.

i02553516

Flywheel - Inspect

Face Runout (Axial Eccentricity) of

the Flywheel

Table 21

Required Tools

Tool   Part Number     Part Description     Qty

A     21825617    Dial Indicator Group      1

Table 20

Note: If the liner projection changes around the liner,

turn the liner to a new position within the bore. If the

liner projection is not within specifications, move the

liner to a different bore. Inspect the top face of the

cylinder block.

If the cylinder liner projections are below 0.025 mm

(0.0010 inch) or 0.051 mm (0.0020 inch) corrective

action must be taken. A thinner spacer plate may

be used. The thinner spacer plate is available from

your Perkins distributor. The plates are 0.076 mm

(0.0030 inch) thinner than the original plate. The

Illustration 41

Checking face runout of the flywheel

g00286049

plates will increase the liner projection. Us e these

spacer plates to compensate for low liner projections

which are less than the 0.076 mm (0.0030 inch). Use

these spacer plates if inspection of the top face of

the cylinder block reveals no measurable damage

directly under the liner flanges but the average liner

projection is less than 0.076 mm (0.0030 inch).

1.

2.

Install Tooling (A). Refer to illustration 41. Always

put a force on the crankshaft in the same direction

before the dial indicator is read. This will remove

any crankshaft end clearanc e.

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

KENR6231

51

Testing and Adjusting Section

3.

4.

Turn the flywheel at intervals of 45 degrees and

read the dial indicator.

Take the measurements at all four points. The

difference between the lower measurements and

the higher measurements that are performed at

all four points must not be more than 0.15 mm

(0.006 inch), which is the maximum permissible

face runout (axial eccentricity) of the flywheel.

Bore

Runout (Radial Eccentricity)

of the Flywheel

Table 22

Required Tools

Tool   Part Number     Part Description

Qty

Illustration 43

Flywheel clutch pilot bearing bore

g00286058

A

21825617

Dial Indicator Group

1

5.

6.

To find the runout (ec centricity) of the pilot bearing

bore, use the preceding procedure.

The runout (eccentricity) of the bore for the pilot

bearing in the flywheel must not exceed 0.13 mm

(0.005 inch).

i02553531

Flywheel Housing - Inspect

Table 23

Illustration 42

Checking bore runout of the flywheel

1. Install Tooling (A). Refer to illustration 42.

g01278054

Face Runout (Axial Eccentricity) of

the Flywheel Housing

2.

3.

4.

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

Turn the flywheel at intervals of 45 degrees and

read the dial indicator.

Take the measurements at all four points. The

difference between the lower measurements and

the higher measurements that are performed at

all four points must not be more than 0.15 mm

(0.006 inch) for the maximum permissible face

runout (radial eccentricity) of the flywheel.

Illustration 44

Typical example

g00285931

If you us e any other method except the method that

is given here, always remember that the bearing

clearance must be removed in order to receive the

correct measurements.

52

Testing and Adjusting Section

KENR6231

1.

2.

Install Tooling (A) to the fly wheel so the anvil of the

dial indicator will contact the face of the flywheel

housing. Refer to illus tration 44.

Use a rubber mallet and tap the crankshaft toward

the rear before the dial indicator is read at each

point.

Illustration 47

Checking bore runout of the flywheel housing

g00285932

Illustration 45

Checking face runout of the flywheel housing

g00285932

3.

4.

Turn the flywheel while the dial indicator is set at

0.0 mm (0.00 inch) at location (A). Read the dial

indicator at locations (B), (C) and (D).

The difference between the lower measurements

and the higher measurements that are performed

at all four points must not be more than 0.38 mm

(0.015 inch), which is the maximum permissible

face runout (axial eccentricity) of the flywheel

Illustration 48

g00763974

housing.

Bore Runout (Radial Eccentricity)

of the Flywheel Housing

2.

While the dial indicator is in the position at location

(C) adjust the dial indicator to 0.0 mm (0.00 inch).

Push the crankshaft upward against the top of

the bearing. Refer to Illustration 48. Write the

measurement for bearing clearance on line 1 in

column (C).

Illustration 46

Typical example

g00285934

Note: Write the measurements for the dial indicator

with the correct notations. This notation is necessary

for making the calc ulations in the chart correctly.

3. Divide the measurement from Step 2 by two. Write

this number on line 1 in columns (B) and (D).

4. Turn the flywheel in order to put the dial indicator

at position (A). Adjust the dial indicator to 0.0 mm

(0.00 inch).

5. Turn the flywheel counterclockwise in order to

put the dial indicator at position (B). Write the

measurements in the chart.

6. Turn the flywheel counterclockwise in order to

put the dial indicator at position (C). Write the

1.

Install Tooling (A) to the fly wheel so the anvil of the

dial indicator will contact the bore of the flywheel

housing. Refer to illus tration 46.

measurement in the chart.

KENR6231

53

Testing and Adjusting Section

7.

8.

9.

Turn the flywheel counterclockwise in order to

put the dial indicator at position (D). Write the

measurement in the chart.

Add the lines together in each column.

Subtract the smaller number from the larger

number in column B and column D. Place this

number on line III. The result is the horizontal

eccentricity (out of round). Line III in column C is

the vertical eccentricity.

Vibration Damper - Check

i02553546

Illustration 50

(1) Adapter

(2) Vibration damper

(3) Bolts

(4) Crankshaft pulley

g01287000

Illustration 49

Graph for total eccentricity

(1) Total vertical ecc entricity

(2) Total horizontal eccentricity

(3) Acceptable value

(4) Unacceptable value

g00286046

vibration damper will increase vibrations. This will

result in damage to the crankshaft.

Replace the damper if any of the following conditions

exist:

from the damper.

excessive heat.

• The damper is bent.

10. Find the intersection of the eccentricity lines

(vertical and horizontal) in Illustration 49.

11. If the point of the intersection is in the “Acceptable”

range, the bore is in alignment. If the point of

intersection is in the “Not acceptable” range, the

flywheel hous ing must be c hanged.

•

•

The bolt holes are worn or there is a loose fit for

the bolts.

The engine has had a crankshaft failure due to

torsional forces.

NOTICE

Inspect the viscous vibration damper for signs of leak-

ing and for signs of damage to the case. Either of

these conditions can cause the weight to contact the

case. This contact can affec t damper operation.

54

Testing and Adjusting Section

KENR6231

Ele ct ri ca l

System

i02555153

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

Battery -

Test

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 c ondition of operation.

Most of the tests of the electric al 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.

Test

Tools

For

The

Charging

System

Never disconnect any charging unit circuit or bat-

tery circuit cable from the battery when the charg-

ing unit is operated. A spark can cause an explo-

sion from the flammable vapor mixture of hydro-

gen and oxygen that is released from the elec-

trolyte through the battery outlets. Injury to per-

sonnel can be the result.

The battery circuit is an electrical load on the charging

unit. The load is variable because of the condition of

the charge in the battery.

NOTICE

The charging unit will be damaged if the connections

Illustration 51

Typical example of an ammeter

g01012117

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 Ins truction, 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.

i02554905

Charging System - Test

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

a cell per a week or per every 100 service hours.

The ammeter is a self-contained instrument that

measures electric al currents without breaking

the circuit and without disturbing the conductor’s

insulation.

The ammeter contains a digital display that is used

to monitor current directly within a range between 1

ampere and 1200 amperes. The multimeter should

be used under only one condition:

• the readings are less than 1 ampere.

A lever opens the ammeter’s jaws over a conductor.

The conductor’s diameter can not be larger than

19 mm (0.75 inch).

The spring loaded jaws clos e around the conductor

for measuring the current. A trigger switch controls

the ammeter. The trigger s witch can be locked into

the ON position or into the OFF position.

After the trigger has been working and the trigger is

turned to the OFF position, the reading appears in

the digital display for five seconds. This accurately

measures currents in areas with a limited access.

For example, these areas include areas that are

beyond the operator’s sight. For DC operation, an

ammeter contains a zero control, and batteries inside

the handle supply the power.

KENR6231

55

Testing and Adjusting Section

Illustration 52

Typical example of a digital multimeter

g00283566

Electric

Starting

i02554920

System - Test

Most of the tests of the elec trical system can be

done on the engine. The wiring insulation must be

in good c ondition. The wire and cable connections

must be clean, and both components must be tight.

The battery must be fully charged. If the on-engine

test shows a defect in a component, remove the

component for more testing.

The starting system consists of the following four

components:

• Keyswitch

• Start relay

• Starting motor solenoid

• Starting motor

Trouble with the starting system could be caused

by the battery or by charging system problems. If

the battery is suspect, refer to Troubleshooting,

“Battery”. If the starting system is suspect, refer to

Troubleshooting, “Engine Will Not Crank”.

56

Index

Section

KENR6231

Index

A

Air in Fuel - Test..................................................... 23

Air Inlet and Exhaust System .......................... 12, 31

Turbocharger ..................................................... 13

Valves And Valve Mechanism............................ 13

Air Inlet and Exhaust System - Inspect.................. 31

Air Inlet Restriction............................................. 31

B

Basic Engine.................................................... 17, 47

Camshaft............................................................ 18

Crankshaft.......................................................... 18

Cylinder Block Assembly ................................... 17

Cylinder Head Assembly.................................... 18

Pistons, Rings And Connecting Rods ................ 18

Battery - Test ......................................................... 54

Belt Tension Chart ................................................. 22

C

Charging System - Test ......................................... 54

Test Tools For The Charging Sys tem................. 54

Connecting Rod Bearings - Inspect....................... 47

Cooling System ............................................... 16, 41

Cooling System - Check (Overheating) ................. 41

Cooling System - Inspect....................................... 42

Cooling System - Test............................................ 43

Checking the Filler Cap...................................... 44

Test For The Water Temperature Gauge ........... 45

Testing The Radiator And Cooling System For

Leaks................................................................ 44

Cylinder Block - Inspect......................................... 47

Cylinder Liner Projection - Inspect......................... 48

E

Electric Starting System - Test............................... 55

Electrical System............................................. 18, 54

Charging System Components .......................... 19

Engine Electrical System ................................... 19

Grounding Practices .......................................... 18

Starting System Components ............................ 20

Electronic Control System Components .................. 6

Electronic Unit Injector - Adjust ............................. 24

Electronic Unit Injector - Test................................. 24

Engine Crankcase Pressure (Blowby) - Test ......... 35

Engine Oil Pressure - Test..................................... 37

Measuring Engine Oil Pressure ......................... 37

Reason for High Engine Oil Pressure ................ 39

Reasons for Low Engine Oil Pressure............... 38

Engine Valve Lash - Inspect/Adjust ....................... 35

Valve Lash Adjustment ...................................... 36

Valve Lash Check .............................................. 35

Excessive Bearing Wear - Inspect......................... 39

Excessive Engine Oil Consumption - Inspect ........ 39

Engine Oil Leaks into the Combustion Area of the

Cylinders .......................................................... 39

Engine Oil Leaks on the Outside of the Engine .. 39

Exhaust Temperature - Test................................... 34

F

Finding Top Center Position for No. 1 Piston......... 25

Flywheel - Inspect.................................................. 50

Bore Runout (Radial Eccentricity) of the

Flywheel........................................................... 51

Face Runout (Axial Eccentricity) of the

Flywheel........................................................... 50

Flywheel Housing - Inspect ................................... 51

Bore Runout (Radial Eccentricity) of the Flywheel

Housing............................................................ 52

Face Runout (Axial Eccentricity) of the Flywheel

Housing............................................................ 51

Fuel Quality - Test.................................................. 26

Fuel System....................................................... 8, 23

Electronic Unit Injector ........................................ 11

Electronic Unit Injector Mechanism.................... 10

Fuel System Electronic Control Circuit ................ 9

Fuel System - Inspect ............................................ 23

Fuel System - Prime .............................................. 26

Fuel System Pressure - Test ..............., ......, ............ 27

Checking Fuel Pressure..................................... 28

Fuel Pressure Readings .................................... 28

High Fuel Press ure ............................................ 27

Low Fuel Pressure ............................................. 27

G

Gear Group (Front) - Time..................................... 28

Setting Backlash For Camshaft And Adjustable

Idler Gear ......................................................... 29

General Information................................................. 4

Cold Mode Operation........................................... 5

Starting the Engine .............................................. 5

I

Important Safety Information ................................... 2

Increased Engine Oil Temperature - Inspec t ......... 40

L

Lubrication System .......................................... 14, 37

Lubrication System Components ....................... 14

Oil Flow In The Engine....................................... 16

KENR6231

Index

57

Section

M

Main Bearings - Inspect......................................... 47

P

Piston Ring Groove - Inspect................................. 47

Inspect the Clearance of the Piston Ring........... 47

Inspect the Piston and the Piston Rings ............ 47

Inspect the Piston Ring End Gap....................... 47

S

Systems Operation Sec tion ..................................... 4

T

Table of Contents..................................................... 3

Testing and Adjusting ............................................ 22

Testing and Adjusting Section ............................... 22

Turbocharger - Inspect .......................................... 32

Inspection of the Compressor and the Compressor

Housing............................................................ 33

Inspection of the Turbine Wheel and the Turbine

Housing............................................................ 33

V

Vibration Damper - Check ..................................... 53

W

Water Pump - Test ................................................. 46

Water Temperature Regulator - Test ..................... 45

58

Index

Section

KENR6231

KENR6231

Index

59

Section

Copyright © 2005 Perkins Engines Company Limited

All Rights Reserved

Printed in U.K.